~ Sunrise Project. 1-2031o Rock CreekJunction Supplemental Draft Environmental Impact Statement and Section 4(11 Evaluation Alternative format availability: In compliance with the Americans with Disabilities Act, alternative forms of this document will be made available on request. Contact Emily Moshofsky at ODOT (503-731-8535). FHWA-OR-EIS-08-01-DS Sunrise Project: 1-205 to Rock Creek Junction Clackamas County, Oregon Supplemental Draft Environmental Impact Statement and Section 4(f) Evaluation Submitted Pursuant to 42 U.S.c. 4332 (2) (c) and where applicable, 49 U.S.c. 303 by U.S. Department of Transportation, Federal Highway Administration (FHWA) e.---~egonDepartment ofTr~~OTO.~f--- ODOT Region 1 Manager Phillip A. Ditzler, Division Administrator, FHWA '1(ZZ ree '1/2-2-/0'0 Date of Approval Date of Approval The foHowing persons may be contacted for additional information concerning this document: Emily MoshofskY ODOT Region 1 123 NW Flanders Street Portland, OR 97209-4012 503-731-8535 Michelle Eraut Federal Highway Administration 530 Center Street NE, Suite 100 Salem, OR 97301 503-587-4716 The Oregon Department of Transportation (ODOT) and Clackamas County propose to build a new, east- west oriented, limited-access highway-called the Sunrise Project-from Interstate 205 (1-205) to the Rock Creek Junction in Clackamas County. The proposed Sunrise Project would be part of the state highway network (as defined in the Oregon Highway Plan), connecting 1-205, the Milwaukie Expressway, and OR 212/224. The proposed highway would have six through-lanes plus two auxiliary lanes. The proposed Sunrise Project would become the designated OR 212/224, with the existing OR 212/224 potentially becoming a county arterial. The estimated costs depend on the alternative and design option chosen. Total costs consist of right-of-way acquisition and actual construction costs. Total project costs are estimated to range from $1,306 to $1,605 million (in 2013 dollars). Construction is planned to begin in 2013. The project may be phased, but no plans for phasing are proposed at this time. Key issues in building the project are protecting a significant wildlife corridor and addressing noise impacts to a large residential area to the north. The major beneficial impacts from the project would be significantly slowing the growth of congestion and improving safety on 1-205 and OR 212/224. Building the project would support planned growth in this area of Clackamas County. Major expected impacts on the environment include the conversion of approximately 500 acres of land to highway use; the relocation of about 60 to 70 businesses and 70 residences; the creation of 175 noise-impacted residential properties; the decline of the rural visual quality around Rock Creek; the removal of about 100 acres of wildlife habitat, 32 acres of wetland, and up to three historic resources; and the creation of over 100 acres of new impervious surface. Minor impacts would involve the risk of encountering hazardous materials during construction, difficulties in managing soil and embankments due to nearby landslides and wet and loose soils, the costs and disruption from moving utility facilities, a decline in visual quality around 1-205 to SE 142nd Avenue, and the acquisition of 0.18 acre of the recreation field at Clackamas Elementary School. October 2008 TO THOSE WHO HAVE EXPRESSED INTEREST IN THE Sunrise Project, 1-205 to Rock Creek Junction Supplemental Draft Enviranmental impact Statement and Section 4(f} Evaluation Clackamas Caunty, Oregon Key No. 12454 Thank you for your interest in the proposed Sunrise Project. The Federal Highway Administration, Oregon Department ofTransportation, and Clackamas County have completed the Supplemental Draft Environmental Impact Statement and Section 4{t) Evaluation (SDEIS) for the proposed project, which is attached for your review and comment. This document supplements the original Draft Environmental Impact Statement for the Sunrise Corridor issued in 1993. State and federal regulations require agencies to solicit comments in a timely manner, so we request your reply within 45 days of the date of this letter. If comments are not received by November 28, 2008, it will be assumed you do not wish to comment on the EIS for the proposed project. Please mail or email your comments to: Emily Moshotsky, Environmental Project Manager Oregon Department of Transportation ODOT Region 1 123 NW Flanders St. Portland, OR 97209-4012 emily.a.moshofsky@odot.state.or.us Public hearings will be held in mid-November in Clackamas County (locations on cover). The hearing wilt be facilitated in an Open House format, displaying maps and pertinent project information to answer your questions about the SDEIS and/or the project. Formal testimony (oral and/or written, or dictated) will be taken as well. If you have questions or need additional information concerning the proposed project, please contact Thomas Picco (ODOT Project leader) at: (503) 731-8230. 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In addition, this part of the SDEIS summarizes the alternatives (with figures), their expected impacts and mitigation measures, and the required permits and approvals. SDEIS Document The SDEIS consists of the Executive Summary and four chapters as follows: Chapter 1—Purpose and Need Chapter 2—Alternatives and Alternatives Development Chapter 3—Affected Environment, Environmental Consequences, and Potential Mitigation Chapter 4—Additional Impacts (Construction, Cumulative, and Unavoidable) and Applicable Laws The SDEIS presents the project’s Purpose and Need as required by NEPA, describes the details of the alternatives evaluated, and summarizes the analysis of the alternatives contained in the supporting technical reports. This SDEIS combines a discussion of the affected environment and direct environmental consequences rather than discussing those sections separately. The SDEIS focuses on the conclusions of the analysis of alternatives and leaves a lot of technical data and analysis in the technical reports. To aid in finding where impacts are discussed by individual alternative and design option, the alternative and design option are in bold face. The beginning of each section of Chapter 3 lists the information contained in the related technical report. Colored text boxes present additional information or terminologies. Figures in Chapter 3 are at the end of each section. Technical Reports Technical studies on 15 topics were produced and are contained on the DVD attached to the inside back cover of the SDEIS. The technical reports support the SDEIS with detailed information about the methodology, existing conditions, and results of the analysis. The technical reports are important for determining whether sufficient analyses of the alternatives have been conducted. '. Boring "',~Co - - ._- - -- tlic.ii'i>a.....t,,_·- " -.. -., Project Location Figure 1 GRESHAM -'-'---'--- WOOD TROUTDALE VILLAGE " HAPPY VALLEY ~ -'---.\ -""-~-,; Clac:k,unas Dam3Sc~".:::J--il:Il>-J 21 224 MOLALLA INCORPORATED CITY VANCOUVER "--, , 26, !:~ ,·1 g!g, , TIGARD Legend BEAVERTON , .- .., _. _. _. _ County Boundary ~::: Project LocaUon = Rivers - .. - •• State Boundary Urban Growth Boundary Unincorporaled Community ~ Interstate ------@- U.S, Highway ~ Stale Highway Other Major Roads Project Vicinity ~ Sunrise PrOjcd, 1.205 to ROl!k Co;ck Junction October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ ES - 1 ] EXECUTIVE SUMMARY The Problem The existing OR 212/224 corridor, which forms the main east-west travel route between I-205 and Rock Creek Junction, has serious congestion and safety problems. Residential and business traffic is severely delayed during peak periods, with travel speeds as low as four miles per hour at several locations along OR 212/224. (The amount of congestion is discussed in more detail in the Transportation Section.) Between 2005 and 2030, the region is expected to accommodate about 50 percent more households and nearly 70 percent more new jobs, while the proposed Sunrise Project would serve an area that is expected to accommodate almost double the current number of households and jobs. The transportation study area is forecasted to grow from 16,000 to 32,000 households and from 48,000 to 89,000 jobs.1 The planned population and employment growth will worsen existing problems. The duration of congestion and the extent of queuing is expected to more than double. By 2030 the resulting traffic demand would far exceed the capacity that the current four lanes can be expected to handle safely and efficiently. Proposed Action The Oregon Department of Transportation (ODOT) and Clackamas County propose to build a new, east-west oriented, limited-access highway between Interstate 205 (I-205) and the Rock Creek Junction (where OR 212 and 224 diverge to the east and south). See Figure 1, Project Vicinity (p. x) and Figure 2, Project Area (p. ES-2). 1 Data in this paragraph derive from Metro’s regional traffic demand model and are discussed in the Sunrise Project Transportation Technical Report, Section 6.4.1. The proposed Sunrise Project would connect I-205, the Milwaukie Expressway (OR 224), SE 82nd Avenue/Drive, and OR 212/224. It would have six through-lanes plus two auxiliary lanes, so it would be as wide as eight lanes across in some locations. The I-205/Clackamas Interchange would be reconfigured with new ramps and access points, and a new interchange would be built at Rock Creek Junction. There would be no direct property access or local street access to the proposed Sunrise Project. Project Purpose and Need Project Purpose The purpose of the proposed Sunrise Project is to effectively address the existing congestion and safety problems in the OR 212/224 corridor between its interchange with I-205 and Rock Creek Junction, and to serve the growing demand for regional travel and access to the state highway system. Project Location and Study Area The general location of the new facility, named the proposed Sunrise Project, is depicted in Figure 1, Project Vicinity (p. x). The proposed Sunrise Project would extend approximately five miles between SE Johnson Road on the west end and SE 172nd Avenue on the east end (Figure 2, Project Area, p. ES-2). I-205 and Rock Creek Junction are the limits of the project, but extending it to SE Johnson Road and SE 172nd Avenue will allow the project to transition to the Milwaukie Expressway and OR 212. The project is often discussed by subarea. Three subareas are outlined on Figure 2 (p.ES-2) and cover the following geographic areas: • The I-205 Interchange area extends from west of I-205 to Camp Withycombe. • The Midpoint area extends from Camp Withycombe to SE 152nd Avenue. • The Rock Creek Junction area stretches from SE 152nd Avenue to SE 172nd Avenue. October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 2 ] Figure 2. Project Area October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 3 ] Project Need The project purpose is demonstrated with the following Statement of Need: • OR 212/224 between I-205 and Rock Creek Junction is currently experiencing unacceptable levels of congestion and delay during the peak travel periods. In 2030, the projected traffic volume will far exceed the volume that the existing four-lane arterial can be expected to handle at an acceptable level of service.2 • By 2030, the numbers of households and jobs in the area served by this section of OR 212/224 are expected to increase by 136 percent and 85 percent, respectively.3 • Both the northbound and southbound weave sections of I-205 between 82nd Avenue and OR 212/224 are approaching capacity, resulting in frequent stop-and-go movements, difficulty in changing lanes, and long queues forming because of minor incidents. By the year 2015, this section of I-205 will exceed its design capacity and the length of these stop-and-go movements will continue to grow if no action is taken. Traffic traveling on the Milwaukie Expressway (OR 224) heading east on OR 212/224, as well as the 2 Based on field observations in 2004/5, segments of OR 212/224 within the Sunrise project area experienced approximately four hours of daily congestion. There are two intersections that are currently operating above the volume/capacity ratio standard of 0.90 established in the 1999 Oregon Highway Plan for this type of facility. In 2030, based on regionally adopted land use and employment projections and Metro’s regional travel demand projections, without the proposed Sunrise Project, the same roadway is expected to experience about nine hours of congestion. See Chapter 6 of Sunrise Project Transportation Technical Report. 3 Based on initial growth projections developed by Metro in 2005. The predicted increase in jobs and population in the Transportation Technical Report and in the Transportation section is different from this forecast from 2004. Subsequent refinement of the study area, use of 2005 as the base year, and Metro’s model numbers in 2005 resulted in predicted jobs and household growth by 2030 of 85 and 100 percent, respectively. reverse direction, must either use the above section of I-205 or the currently congested 82nd Drive.4 • OR 212/224 near I-205 is ranked in the top 10 percent of state routes for vehicle crash rate. Over 500 hundred vehicle collisions were reported for this area during the five- year period of 1998 through 2002. The high crash rate is attributed to severe congestion and roadway deficiencies. Inadequate bicycle and pedestrian facilities reduce the safety and connectivity for these modes of travel in the project area.5 • OR 212/224 is designated as a statewide and regional freight route with 12 percent of the traffic on the project section of this highway being trucks. OR 212/224 serves the Clackamas Industrial Area, which is a major freight distribution center for the Northwest. This area is expected to nearly double its employment by the year 2015. Long delays are currently reported for trucks accessing I-205 from the distribution center.6 The Transportation Technical Report on the attached DVD contains data on and an extensive discussion of safety and the impacts of projected growth on traffic on I-205 and OR 212/224. The Transportation section of the SDEIS also discusses the key issues of planned growth, congestion, and safety. 4 Based on existing field observations in 2004/5 and analysis of forecast future year travel demand associated with the range of alternatives studied. See Sections 5.6.3 and 6.7.3 of Sunrise Project Transportation Technical Report. 5 Based on analysis summarized in Section 5.9 of Sunrise Project Transportation Technical Report. 6 Based on existing truck counts from 2004/5 at specific locations within the OR 212/224 corridor. See Section 5.7 of Sunrise Project Transportation Technical Report. October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 4 ] Project Alternatives Three alternatives and six design options are under consideration. Alternative 1–No Build (Figures 3 and 4, Alternative 1–No Build on pp. ES-7 and -8) is required by National Environmental Policy Act (NEPA), ODOT, and FHWA guidelines. Alternatives 2 and 3 (Figure 5, p. ES-9) would incorporate the construction of a new multi-lane, limited-access highway north of and parallel to the existing OR 212/224 between I-205 and Rock Creek Junction. Within each of the build alternatives there are additional design options which provide modifications or variations on different segments of the build alignments. Alternative 1–No Build. Alternative 1 maintains the existing roadway including committed improvements scheduled in ODOT’s four-year Statewide Transportation Improvement Program (STIP) and the Metropolitan Service District’s (Metro) Financially Constrained Projects listed in the 2035 Regional Transportation Plan (RTP). The programmed projects in the project vicinity assumed to be included are as follows (planned year of operation): • Widen SE 82nd Drive, from existing three lanes to five lanes between Lawnfield Road and OR 212/224 (2025); • Improve OR 212 connection to Mather Road via SE 102nd Avenue, Clackamas Road, and Industrial Way as a three-lane collector with wider shoulders and more truck- accommodating intersection turn conditions (2010); • Construct a new, four- and five-lane arterial, extending north and east from Rock Creek Junction Interchange to connect to SE 162nd and SE 172nd Avenues (2020); • Widen SE 172nd Avenue from existing two lanes to four and five lanes between Foster Road and OR 212 (Phase 1, OR 212 to Sunnyside Road–2011; Phase 2, Sunnyside Road to Foster Road–2015); • Widen OR 224 from existing two lanes to five lanes between Rock Creek Junction and Carver Bridge (2018); and • Replace existing two-lane Carver Bridge and widen to five lanes (Phase 1, replace two- lane bridge–2010; Phase 2, widen bridge to 5 lanes–2025). Transit improvements included under Alternative 1 are limited to those identified in Metro’s RTP and include primarily modest increases in service hours. Bicycle and pedestrian improvements would be those already planned for the area, as shown on Figure 4, Alternative 1– No Build, Pedestrian and Bicycle Systems (p. ES- 8). Alternative 2–Build with Midpoint Interchange. Alternative 2 would construct a multi-lane, limited-access highway north of and parallel to the existing OR 212/224 between I-205 and Rock Creek Junction. A midpoint interchange would connect the highway to the existing OR 212/224, ensuring access to businesses along that corridor. From I-205 to Rock Creek Junction (where OR 212/224 splits into OR 212 to the east and OR 224 to the south), the highway would have six lanes plus auxiliary lanes. East of Rock Creek Junction, the highway would narrow to six lanes with no auxiliary lanes until SE 172nd Avenue, where it would narrow to five lanes. Alternative 3–Build with No Midpoint Interchange. Alternative 3 is the same design as Alternative 2, but with no midpoint interchange. Design Options. Figures 6 through 9 (p. ES-10 through p. ES-13) illustrate the design options. Each design option was developed to address different constraints, or avoid or minimize specific natural or built environmental impacts. Most of the design options can be substituted for a comparable segment alignment (such as C-2 or C-3 instead of Alternative 2 in that segment). Most are available under each build alternative. All design options except B-2 and C-3 can be incorporated into either of the build alternatives. A more detailed description of each design option in relation to each build alternative follows. October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 5 ] • Design Option A-2 would provide access to/from SE 82nd Drive and the Lawnfield industrial area via an overcrossing of UPRR tracks to Tolbert Road. It would not extend Lawnfield to the north. This design option is available under both build alternatives. It is intended to provide local access to/from the Lawnfield industrial area and I -205 without the adverse impacts that would result from extending Lawnfield to the north. • Design Option B-2 applies only to Alternative 2 and would incorporate a modified split interchange involving both SE 122nd Avenue and SE 130th Avenue. It is a substitute for the single diamond interchange included in Alternative 2. Design Option B-2 could be considered with Design Options A-2 and/or Design Option C-2. However, it would not be compatible with the design of the curves in Design Option C-3, so those two options could not be combined. • Design Option C-2 has the Sunrise Project alignment farther south than the Alternative 2 or 3 alignment and may be substituted for the comparable segment in Alternative 2 or 3, and for Design Option C-3. • Design Option C-3 has the Sunrise Project alignment farther north than the Alternative 2/3 alignment and may be substituted for the comparable segment in Alternative 2 or 3, and for Design Option C-2. However, Design Option B-2 and Design Option C-3 are incompatible due to the curves in Design Option C-3. • Design Option D-2 proposes a different type of interchange design than under Alternatives 2/3 at the OR 212/224 split, reducing the interchange footprint slightly on the north side. It may be substituted for the comparable segment in Alternative 2 or 3, and for Design Option D-3. • Design Option D-3 proposes a different type of interchange design at the Rock Creek Junction than under Alternative 2 or 3 and Design Option D-2, reducing the interchange footprint further and moving it slightly south. It may be substituted for the comparable segment in Alternative 2 or 3, and for Design Option D-2. Transit and Pedestrian Network. New and more frequent local transit service would be provided under the build alternatives, along with new express bus service along the proposed Sunrise Project. The build alternatives propose new multi-use path improvements that would connect to the existing I-205 trail system, filling in gaps in that system. Choice of a design option would not affect provision of the multi-use path improvements. Figures 5 through 7 (p. ES-9 through p. ES-11) show the planned location of the multi-use path and its connections. October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 6 ] Preliminary Project Costs Preliminary construction and right-of-way cost estimates for the build alternatives are summarized in Table 1. Actual construction costs would depend upon labor and materials costs, competitive market conditions, final project requirements, and other variables at the time of the construction contract. Construction cost estimates are based on unit costs as derived from recent large construction projects in the region. Both cost estimates for current year (2008) and expected year of construction (2013) are provided. Estimated 2013 costs are derived using inflation factors of 4.3 percent (2009 – 2011) and 4.0 percent (2012 – 2013). Depending on the alternatives and design options selected, the total cost of the proposed project would range from $1.31 billion to $1.61 billion (2013 dollars). Currently, ODOT has estimated $270 million will become available for the project over the next 20 years, leaving a funding gap of between $1 billion and $1.3 billion. As such, the project will likely be constructed in phases, with funding anticipated from multiple sources. The commitment of $270 million is included in the Metro 2035 RTP financially constrained list of projects. Funding currently committed to the project totals $60.9 million. This funding derives from the following sources: SAFETEA-LU federal reauthorization earmark ($18 million); ODOT OTIA III ($20 million); Clackamas County Development Agency ($20 million); Surface Transportation Program federal appropriations earmarks ($1.1 million); ODOT contributions ($909,000); and Clackamas County contributions ($860,000). The type and source of likely future funding would include the following: annual ODOT Region 1 Modernization fund allocations; 2009/2015/2021/2027 federal reauthorization program funds; 2009/2011 state legislative program for Projects of Statewide Significance; and possible tolling revenue. The Oregon Transportation Commission has stated its intention not to initiate project-specific tolling analyses until it has had an opportunity to address wider policy issues associated with tolling (anticipated by winter-spring 2009). Table 1. Preliminary Construction and Right-of-Way Cost Estimates for Build Alternatives Project Costs in 2008 (millions) Project Costs in 20131 (millions) Alternative/Design Option Construction Right-of-Way Total Project Total Project Alternative 1-No Build n/a n/a n/a n/a Alternative 2 – Build with Midpoint Interchange $1,039 $170 $1,209 $1,484 w/Design Option A-2 $1,026 $170 $1,196 $1,468 w/Design Option B-2 $1,136 $172 $1,308 $1,605 w/Design Option C-2 $921 $173 $1,094 $1,343 w/Design Option C-3 $1,048 $177 $1,225 $1,503 w/Design Option D-2 $1,034 $170 $1,204 $1,478 w/Design Option D-3 Modified $1,052 $172 $1,224 $1,502 Alternative 3 – Build without Midpoint Interchange $984 $163 $1,147 $1,408 w/Design Option A-2 $971 $163 $1,134 $1,392 w/Design Option C-2 $988 $165 $1,153 $1,415 w/Design Option C-3 $993 $163 $1,156 $1,419 w/Design Option D-2 $900 $164 $1,064 $1,306 w/Design Option D-3 Modified $997 $157 $1,154 $1,416 1Dollars are inflated to anticipated year of construction costs. Clackamas River 205 205 Dean Creek Cow Creek MountTalbert Trilli um C reek SE 162 ND AV E I-205 Interchange Area Midpoint Area Rock Creek Junction Area 224 212 224 224 SE 82ND AVE SE LAWNF IELD RD SE MCKINLEY AVE CampWithycombe Sieb en C reek 212 SE SUNNYSIDE RD SE 82ND DR SE 172 ND AV E SE JENNIFER ST SE 122 ND AV E SE WEBSTER RD SE 152 ND AV E SE LAKE RD SE 97TH AVE SE 142 ND AV E SE 132 ND AV E SE THIESSEN RD SE HARMONY RD SE JOHNSON RD SE ROOTS RD SE 130 TH AVE S CLACKAMAS RIVER DR SE FUL LER RD SE CLACKAMAS RD SE HUBBARD RD SE JENNINGS AVE SE STRAWBERRY LN SE STE VEN S R D SE CAPPS RD SE 1 29TH AVE WEBSTER RD SE E VELY N ST SE 135 TH AVE SE ARMSTRONG CIR SE 106 TH AVE SE CA SON RD SE 122 ND AV E Rock Cre ek Cow Cre ek Mount Scot t Creek Kellogg Creek Phillips Creek Sources: ODOT and Metro, Portland OR Figure 3 Alternative 1 - No Build 2,000 0 2,000 Feet LegendUrban Growth Boundary (UGB) Project Subareas Future Funded Projects Widen to 5 Lanes Widen to 5 Lanes Widen to 3 Lanes Upgrade Roadway OR 212 Widening OR 224 Widening New Arterial ~ Sunrise Project, 1-205 to Rock CreekJunction SE 82nd Drive SE 97th Ave SE Mather Rd SE 122 nd Ave SE 132 nd Ave SE Hubbard Rd SE Sunnyside Rd SE 122 nd Ave SE 130 th A ve SE 135 th A ve SE Jennifer St 212 224 205 205 SE 82nd Drive SE 97th Ave SE Mather Rd SE 122 nd Ave SE 132 nd Ave SE Hubbard Rd SE Sunnyside Rd SE 122 nd Ave SE 130 th A ve SE 135 th A ve SE Jennifer St 212 224 205 205 Legend: Bike Lanes I-205 Multi-Use Path Planned Bike Lanes Low/Medium Traffic Volumes Highway School Park Legend: Figure 4 Alternative 1 - No Build Pedestrian and Bicycle SystemsF0 0.5 1Miles I-205 Multi-Use Path Sidewalks One Side Sidewalk Demand Paths Bus Stop Highway School Park Existing and Planned Bicycle FacilitiesExisting Pedestrian Facilities[Map 2: Sunrise Corridor Unit 1: Existing Pedestrian Conditions ~O ":°ii·'~=====~'• ,Miles IMap 1: Su rise Corridor Unit 1: Existing Bicycle Conditions "'0 .0"'.'=====' .• •Miles bike lanes low/medium Highway schools - Clackamas River 205 205 D ean Creek Cow Creek Camp Withycombe Mount Talbert Three Rivers Tr illi um Cr ee k SE 16 2N D AV E 224 224 212212 SE SUNNYSIDE RD SE 82N D D R SE 17 2N D AV E SE JENNIFER ST SE 12 2N D AV E SE W EBSTER R D SE 15 2N D AV E SE LAKE RD SE 97TH AVE SE 14 2N D AV E SE 13 2N D AV E SE THIESSEN RD SE HARMONY RD SE JO H N SO N R D SE ROOTS RD SE 13 0T H AV E S CLACKAMAS RIVER DR SE FU LL ER RD SE CLACKAMAS RD SE HUBBARD RD SE JENNINGS AVE SE STRAWBERRY LN SE ST EV EN S R D SE CAPPS RD SE 12 9T H AV E W EBSTER R D SE EV EL YN ST SE 13 5T H AV E SE ARMSTRONG CIR SE 10 6T H AV E SE C A SO N R D SE 12 2N D AV E 224 Ro ck Cr ee k Co w Cr ee k Moun t Scot t Cree k Kellogg Creek Phillips Creek Sources:ODOT and Metro, Portland OR Figure 4 Alternatives 2 and 3 2,000 0 2,000 Feet LegendUrban Growth Boundary (UGB) Project Subareas Construction Impact Line Right-of-Way Cow Creek Camp Withycombe 224 212 224 212 SE JENNIFER ST S E 13 0T H AV E SE HUBBARD RD SE 13 5T H AV E SE 10 6T H AV E SE 12 2N D AV E Proposed Roadway Proposed Multi-Use Path Potential Stormwater Facilities Alternative 3: Build with No Midpoint Interchange Alternative 2 (Build with Midpoint Interchange) Shown, See Inset for Alternative 3 I-205 Interchange Area Midpoint Area Rock Creek Junction Area Midpoint Area 5 I-205InterchangeArea MidpointArea Rock CreekJunction Dean Creek SE IND US TRI AL WA Y SE 82ND DR SE WEBSTER RD SE 97TH AVE SE THIESSEN RD SE JOHNSON RD SE ROOTS RD SE CLACKAMAS RD SE JENNINGS AVE SE E VELY N ST SE 106 TH AVE Mount Sco tt Creek Kellogg Creek Sources:ODOT and Metro, Portland OR Figure 5 Comparison of Options for I-205 Interchange Area 1,500 0 1,500 Feet Legend Dean Creek SE IND UST RIA L WA Y SE SE 82ND DR SE WEBSTER RD SE 97TH AVE SE THIESSEN RD SE JOHNSON RDSE CLACKAMAS RD SE JENNINGS AVE SE E VELY N ST SE 106 TH AVE Mount Sco tt Creek Kellogg Creek Alternatives 2 and 3 Alternatives 2 and 3 with Design Option A-2 Area of Potential Impact Right-of-Way Potential Stormwater Facilities Proposed Roadway Proposed Multi-Use Path New NorthLawnfieldAlignment Option A-2 has noNorth Lawnfield Extension Add new grade-separated railroad crossing at Tolbert Avenue 212 224 224 205 205 212 224 224 205 205 6 ~Swu~se Project, 1·205 to Rocl~ Crcel~ JWlction I-205InterchangeArea MidpointArea Rock CreekJunction SE 142 ND AVE 212 224 212 224 SE JENNIFER ST S E1 30T H A VE SE HUBBARD RD SE E VEL YN S T SE 135 TH AVE SE 106 TH AVE SE 122 ND AVE SE 142 ND AVE 212 224 212 224 SE JENNIFER ST S E1 30T H A VE SE HUBBARD RD SE E VEL YN S T SE 135 TH AVE SE 106 TH AVE SE 122 ND AVE Sources:ODOT and Metro, Portland OR Figure 6 Comparison of Options for Midpoint Area 1,200 0 1,200 Feet Legend Alternative 2 Alternative 2 with Design Option B-2 i i ti Area of Potential Impact Right-of-Way Potential Stormwater Facilities Proposed Roadway Proposed Bikeway Single PointInterchange SplitInterchange i 7 ~Swu~se Project, 1·205 to Rocl~ Crcel~ JWlction I-205 Interchange Area Midpoint Area Rock Creek Junction SE 14 2N D AV E 212 224 SE 13 0T H AV E SE HUBBARD RD SE 13 5T H AV E Sources:ODOT and Metro, Portland OR Figure 7 Comparison of Options for Midpoint Area (East End) 1,200 0 1,200 Feet Legend SE 14 2N D AV E 212 224 SE 13 0T H AV E SE HUBBARD RD SE 13 5T H AV E SE 14 2N D AV E 212 224 SE 13 0T H AV E SE HUBBARD RD SE 13 5T H AV E Alternatives 2 and 3 Alternatives 2 and 3 with Design Option C-2 Alternatives 2 and 3 with Design Option C-3 Area of Potential Impact Right-of-Way Potential Stormwater Facilities Proposed Roadway Figure 8 I-205InterchangeArea MidpointArea Rock CreekJunction SE 172 ND AVE SE 162 ND AVE 212 GO OS EHO LLO W SE AN DER DR EGG SE PKWY SE BEL AIR DR SE ECKERT LN 152 ND AVE SE 224 212 224 SE ARMSTRONG CIR Rock Cree k Sources:ODOT and Metro, Portland OR Figure 8 Comparison of Options for Rock Creek Junction Area 1,500 0 1,500 Feet Legend Map Locator Alternatives 2 and 3 SE 172 ND AVE SE 162 ND AVE GO OS EHO LLO W SE AN DER DR EGG SE PKWY SE BEL AIR DR SE ECKERT LN 152 ND AVE SE 212 224 212 224 SE ARMSTRONG CIR Rock Cree k Alternatives 2 and 3 with Design Option D-2 SE 172 ND AVE SE 162 ND AVE GO OS EHO LLO W SE AN DER DR EGG SE PKWY SE BEL AIR DR SE ECKERT LN 152 ND AVE SE 212 224 212 224 SE ARMSTRONG CIR Rock Cree k Alternatives 2 and 3 with Design Option D-3 Area of Potential Impact Right-of-Way Potential Stormwater Facilities Proposed Roadway Proposed Multi-Use Path Single-PointDiamondInterchange Folded DiamondInterchange 9 ~ Swu-ise Project, I·205toRod~Creel~J1JJIction October 2008 This page left intentionally blank.  Supplemental Draft Environmental Impact Statement October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 15 ] Without the Sunrise Project By 2030, multiple transportation system improvements planned by Metro, ODOT, and Clackamas County would be built as identified in Metro’s 2035 RTP and local transportation and capital improvement plans. However, planned improvements alone (shown on Figure 3, Alternative 1-No Build, p. ES-7) would not adequately address existing and predicted transportation deficiencies because the transportation needs far outstrip available and reasonably forecast revenues. The year 2030 transportation analysis performed for the proposed Sunrise Project reveals that congestion would increase substantially, with westbound traffic at I-205 lining up on OR 212/224 as far east as Carver Bridge. Traffic westbound on the Milwaukie Expressway would likely back up on SE 82nd Drive to OR 212/224. Travel time reliability would diminish throughout the OR 212/224 corridor compared with existing levels due to an increasing duration of typical weekday congestion growing from about four hours currently up to nine hours—five hours in the morning and four in the afternoon. Despite increased congestion, demand for travel in the corridor would increase and range from approximately 28,000 vehicles per day (vpd) east of Rock Creek to nearly 53,000 vpd near SE 102nd Avenue. Congestion would remain most severe where volumes are highest. Traffic on almost all side streets would have increasing difficulty entering and exiting OR 212/224 and SE 82nd Drive. Previous and Related Work The proposed Sunrise Project has been the subject of studies since the late 1980s. In the mid-1980s, ODOT conducted a reconnaissance study of the general project area or “corridor” that revealed a need for a new facility and evaluated options for different alternatives, including widening OR 212/224. The original 13- mile-long proposed Sunrise Corridor project included two segments called “units” between I- 205 and U.S. 26. Unit 1 extended from I-205 to Rock Creek Junction and Unit 2 from Rock Creek Junction to Highway 26. In the late 1980s, Clackamas County, ODOT, and other public stakeholders began a process to identify the best location for the proposed highway. A Draft Environmental Impact Statement (DEIS)—Sunrise Corridor OR 212/224 (I-205 to US 26)—was published on July 15, 1993. It described and analyzed the environmental impacts associated with two highway construction alternatives and a no build alternative. In 1996, the Clackamas County Board of Commissioners approved a conceptual alignment for Unit 1. Due to the lack of foreseeable funding, a Final Environmental Impact Statement (FEIS) was not completed and the project was put on hold. However, the DEIS did identify a basic corridor alignment and excluded widening the existing OR 212/224 as not sufficient to meet the project purpose and need. Need for an SDEIS This SDEIS builds on the 1993 DEIS. The basis for supplementing the 1993 DEIS rather than creating a new DEIS is that the alignment for the Sunrise Project is similar to the previous alternative for the Sunrise Corridor Unit 1, and some of the existing conditions and potential impacts information collected for the 1993 DEIS, such as for cultural resources, hydrology, hazardous materials, soils and geology, and views, is still relevant. A Notice of Intent to prepare the SDEIS was published in the Federal Register in 2004. Environmental Impact Statements do not expire, but they may be supplemented when changes to a proposed project would result in significant environmental impacts not evaluated in the DEIS or if new information or circumstances would result in significant environmental impacts not evaluated in the DEIS. In this case, an SDEIS is needed because existing conditions have changed substantially since 1993; ODOT’s approach to the problems of the Sunrise Corridor have changed October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 16 ] since 1993; and the current proposed Sunrise Project is different from the Sunrise Corridor project of 1993. All federal-aid highway projects with a Notice of Intent issued after August 10, 2005 are subject to the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) Section 6002 requirements. SAFETEA-LU authorizes the federal surface transportation programs for highways, highway safety, and transit for the five-year period 2005- 2009. Because the Notice of Intent for the SDEIS was published in 2004, the project is not subject to the provision of SAFETEA-LU 6002’s environmental review process, which specifically requires the development of a coordination plan and invitations to potential participating agencies. Purpose and Need in 1993 and 2005 In 1993, the purpose of the project was “to increase the capacity of OR 212/224 which would allow the Corridor’s transportation system to safely and efficiently accommodate existing and future traffic volumes. The project would: improve the transportation route to eliminate safety problems; reduce conflicts between through and local traffic; and accommodate planned growth in the area.” The need for the project was based on existing and projected traffic volumes in the project area. The project was intended to meet the goal and objectives of the Access Oregon Highway program by connecting economic centers in the state, improving travel time, and improving capacity, safety conditions, and the local street network. By the time the work on a revised Sunrise Project began, ODOT’s approach to environmental review for transportation projects had changed. A new ODOT group—CETAS—had been formed to support environmental stewardship and streamline the environmental review process for ODOT’s major transportation projects. (The name CETAS comes from the agreement signed by the agencies involved: Collaborative Environmental and Transportation Agreement for Streamlining. A list of CETAS members from the participating state and federal resource agencies can be found in Appendix A.) The project’s partner agencies and CETAS adopted a new Purpose and Need for the proposed Sunrise Project in 2005. The approach to the project in 2005 is different than in 1993. Previously, the project was responding to the Access Oregon Highway program, which did not account for regional system needs, and the planning pre-dated a regional land use framework and transportation plan. In addition, the urban growth boundary had expanded by 12,000 acres within the Sunrise Corridor to the east, with the incorporation of the City of Damascus. The new Purpose and Need (see page ES-1) focuses not only on effectively addressing congestion and safety problems but also on serving a regional demand for travel. Purpose of the SDEIS The purpose of this SDEIS is to help decision- makers and the public decide whether the project should be built and how adverse impacts should be mitigated. This SDEIS discloses the potential impacts of the proposed action by ODOT and Clackamas County and presents information to help answer the following questions: • Should the Sunrise Project be built? • Should it include a midpoint interchange near SE 122nd Avenue? • Which design options, if any, should be selected? • Is proposed mitigation appropriate? Members of the public, affected agencies, and other interested groups are being provided copies of this SDEIS to review and are offered opportunities to comment on its content and analysis. October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 17 ] Summary of Potential Impacts and Proposed Mitigation The tables which follow summarize the potential impacts and proposed mitigation. Table 2 summarizes the anticipated impacts from the Sunrise Project, beginning on page ES-18, and Table 3 summarizes proposed mitigation measures, beginning on page ES-27. The columns summarizing the alternatives exclude impacts from the design options, which are listed separately. October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 18 ] Table 2. Summary of Impacts Alternative 1–No Build Alternative 2 Alternative 3 Design Options Transportation OR 212/224 would accommodate 4,380 vehicles during the PM peak hour Proposed Sunrise Project would accommodate 12,400 vehicles during PM peak hour Proposed Sunrise Project would accommodate 11,600 vehicles during PM peak hour Design options would not measurably change capacity 9-hour continuous peak period congestion 4 hours of total congestion in AM and PM 5.5 hours of total congestion in AM and PM Design options would not measurably affect hours of congestion With midpoint interchange, faster travel times to midpoint area from the east and the west of the midpoint area With no midpoint interchange, slower aggregate travel times to midpoint area from the east and the west of the midpoint area Design option B-2 would not measurably change travel time under Alternative 2 Inconsistent with state, regional, and local transportation plans identifying a need for improved freight movement Consistent with state, regional, and local transportation plans identifying a need for improved freight movement Consistent with state, regional and local transportation plans identifying a need for improved freight movement Design options would not affect consistency of Alternatives 2 and 3 with plans and policies Bike and pedestrian system unchanged except for planned improvements Bike and pedestrian system improved by new multi-use path improvements connecting to existing I-205 trail system Bike and pedestrian system improved by new multi-use path improvements connecting to existing I-205 trail system Design options would not be measurably different from Alternatives 2 and 3 Land Use No conversion of existing land uses to highway use 514 acres of various uses/zoning designations converted to highway use 495 acres of various uses/zoning designations converted to highway use C-3 with Alternative 2 would convert the most land (524 acres) A-2 with Alternative 3 would convert the least land (477 acres) Less conversion impacts from A-2 (-18 acres), C-2 (-13 acres), D-2 (6 acres), D-3 (-14 acres) compared to Alternatives 2 and 3 Greater conversion impacts from B-2 (+7 acres), C-3 (+14 acres) No residential displacements 72 dwelling units displaced 72 dwelling units displaced C-2 would have fewest residential displacements (43) All other design options would result in displacement of 72 to 74 dwelling units October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 19 ] Table 2. Summary of Impacts Alternative 1–No Build Alternative 2 Alternative 3 Design Options Land Use, continued No industrial or commercial land converted to highway use 133 acres of commercial / industrial land converted to highway use 117 acres of commercial / industrial land converted to highway use, 16 fewer than Alternative 2 Five to eight more acres of commercial / industrial land converted to highway use by B-2, C-2, and C-3 (others differ by one acre) No buildings or employees displaced 62 commercial or industrial buildings displaced 923 employees displaced 57 commercial or industrial buildings displaced 920 employees displaced A-2: 2 fewer buildings (60 buildings and 923 employees with Alternative 2 and 55 buildings and 920 employees with Alternative 3) B-2: 4 more buildings (66 buildings and 1,072 employees with Alternative 2) C-2: 8 more buildings (70 buildings and 946 employees with Alternative 2 and 65 buildings and 943 employees with Alternative 3) C-3: 2 more buildings (64 buildings and 947 employees with Alternative 2 and 59 buildings and 944 employees with Alternative 3) D-2: 2 more buildings (64 buildings and 923 employees with Alternative 2 and 59 buildings and 920 employees with Alternative 3) D-3: 2 more buildings (64 buildings and 954 employees with Alternative 2 and 59 buildings and 951 employees with Alternative 3) No changes to property accesses 132 property accesses affected 91 property accesses affected A-2 (33 fewer), B-2 (45 fewer), C-2 (62 fewer), C-3 (47 fewer), D-2 (57 fewer), and D-3 (54 fewer) No right-of-way acquisition costs Right-of-way acquisition $170 million (estimated) Right-of-way acquisition $160 million (estimated) Right-of-way acquisition slightly more ($3 to $7 million more), except for D-3 ($5 million less) Would not meet local, regional, and state policies requiring through-route for freight & congestion Congestion could reduce rate of development of future land uses Would implement local, regional, and state policies for a through- route for freight Generally consistent with planned land uses by supporting future development Same as Alternative 2 Same as Alternatives 2 and 3 October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 20 ] Table 2. Summary of Impacts Alternative 1–No Build Alternative 2 Alternative 3 Design Options Businesses and Communities No changes to community cohesion or character No isolation of neighborhoods but encroachment or removal: Old Clackamas neighborhood affected by loss of several multifamily units, convenience commercial, and changes to access to SE 82nd Drive Six-unit manufactured home park community affected by removal of 4 units, remaining 2 units isolated Sunrise Village manufactured home community removed Same as Alternative 2 A-2 impacts same as Alternatives 2 and 3 B-2 would remove entire 6-unit manufactured home community C-2 would not remove Sunrise Village community (C-3 would) D-2 and D-3 impacts same as Alternatives 2 and 3 No change to schools, parks or emergency service delivery 0.18 acres of right-of-way acquisition of recreation field at Clackamas Elementary School Project would add road capacity that could benefit delivery of emergency services by having less congestion than Alternative 1 Would add 10 new bridges and 19 new ramps* Same as Alternative 2 Would add 9 new bridges and 17 new ramps* *Seismic evacuation routes place the highest importance on roadways with the least number of bridges as they will be the easiest routes to make operational after an earthquake. OR 224 and OR 212/224 are top priorities for the lifeline system. Same impacts as Alternative 2 for schools, parks or emergency service delivery for all design options A-2 would add same number of new bridges and ramps as Alternative 2* B-2 with Alternative 2 would add 8 new bridges, 19 new ramps* C-2 would not change the number of new bridges and ramps under Alternatives 2 and 3; C-3 would be the same as C-2 but would add 1 new overpass* D-2 and D-3 would not change the number of new bridges and ramps under Alternatives 2 and 3* No change to businesses except indirect impacts from congestion could slow employment growth About 60 businesses affected Conversion of employment land would reduce new job potential by 5,100 employees Would displace 2-3 fewer businesses than Alternative 2 Other impacts similar to Alternative 2 C-2 would displace 11 additional businesses compared to Alternatives 2 and 3 and design options No major differences between other design options and alternatives D-3 would best meet needs for proposed medical care complex near Rock Creek Junction October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 21 ] Table 2. Summary of Impacts Alternative 1–No Build Alternative 2 Alternative 3 Design Options Businesses and Communities, continued No travel circulation patterns changed; however, congestion is expected to be more than double the hours than for the build alternatives (see Transportation row above), affecting mobility and access to and from businesses Changes to local street circulation would require more out-of-direction travel near I-205 Interchange; SE 82nd Drive; and between SE 97th Avenue, OR 212/224, and accesses to/from subdivisions near Rock Creek Junction; not expected to change community character or cohesion Would be balanced by benefit of increased mobility through the area Qualitatively the same impacts as Alternative 2, except that industrial access would be concentrated at the ends of the project without the midpoint interchange A-2 would not change travel patterns as much in Lawnfield area Westbound trips to midpoint area via OR 212/224 would exit at Rock Creek Interchange, turn left to OR 224, and access OR 212/224 via the new "jug handle" Differences of other design options to alternatives are minimal No changes to property tax revenues Property tax revenues lost by conversion of land to non-taxable use estimated at about $40 million Effectively the same as Alternative 2 B-2 would have greatest impact A-2 and D-3 would have least impact Environmental Justice No change I-205 is an area of concern due to higher ratios of poverty in two US Census block groups and the removal of more affordable housing (manufactured homes and multifamily residences); likely that more adverse impacts would be borne disproportionately by low-income residents Benefits of improved mobility for all travel modes would accrue to all users Same as Alternative 2 C-2 would remove fewer manufactured home units Visual Character and Resources Little to no change in current visual quality Current corridor visual quality score of 4 (average) would decline to 2-3 (low–moderately low) due to removal of vegetation; changes to utilities; more pavement, ramps, bridges, and walls; new signals and lights; more headlight glare Same as Alternative 2, except somewhat lower impact in midpoint area without the elevated interchange and ramps, and with less mass in the landscape Change from current visual quality score to proposed visual quality score: A-2: from 3 to 2 B-2: from 4 to 2.5 (average for midpoint) C-2: from 4-3 C-3: from 4 to 2 D-2: from 5 to 2 D-3: from 5 to 2 October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 22 ] Table 2. Summary of Impacts Alternative 1–No Build Alternative 2 Alternative 3 Design Options Noise Noise levels predicted to increase by 1 to 2 dBA over existing levels next to roads with no planned improvements Noise levels predicted to increase between 3 and 4 dBA next to areas with planned improvements (such as widening) 246 total noise impacts (i.e., where noise levels would exceed ODOT criteria for impacts) Noise levels next to the proposed alignment predicted to increase overall by up to 20 dBA more than under Alternative 1 Areas of greatest impacts would be next to and east of I-205 and adjacent to and north of Sunrise Project; some sites west of I-205 and south of existing OR 212/224 would have decreased impacts compared to Alternative 1 352 / 175* total noise impacts *Before / after noise abatement Overall the same impacts as Alternative 2; some differences in specific locations due to design Differences due primarily to changes in road alignments of the road rather than from changes to traffic volumes A-2: 182/67* total impacts compared to 174/59* for Alternatives 2/3 in same segment B-2: 134/111* total impacts compared to 144/121* for Alternative 2 and 141/118* for Alternative 3 in same segment C-2: 81/68* total impacts compared to 97/84* under Alternatives 2/3 in same segment C-3: 83/70* total impacts; fewer due to removal of residences nearest highway D-2: 31/17* total impacts compared to 25/19* under Alternatives 2/3 D-3: 24 /8* total impacts *Before / after abatement Air Quality Analysis of emissions is based on the number of vehicle miles traveled (VMT), vehicle types, and vehicle speeds Increased traffic and slower travel speeds would create more emissions VMT increases by nearly 20 percent for Alternative 2 compared to Alternative 1 due to more capacity for traffic growth on proposed highway No exceedance of National Ambient Air Quality Standards Volumes of 93,500-97,500 indicate a low potential for mobile source air toxics impacts according to FHWA guidance Same 20 percent increase over Alternative 1 as Alternative 2 No exceedance of National Ambient Air Quality Standards Volumes of 93,500-97,500 indicate a low potential for air toxics mobile source air toxics impacts according to FHWA guidance Design options do not change VMT levels enough to cause a noticeable change in type, amount, or concentration of emissions Energy Annual fuel use for operations only: 10.5 million gallons of fuel Annual fuel use for operations: 13.1 million gallons of fuel Construction energy: 59.1 million gallons of fuel Annual fuel use for operations: 14.3 million gallons of fuel Construction energy 56.3 million gallons of fuel All options under Alternative 2 would increase fuel use in the range of 0.8 to 2.7 million gallons; under Alternative 3, only C-3 would increase fuel use, by 0.07 million gallons Construction energy with Alternative 2 (Alternative 3): A-2: -0.7 (-0.7) million gallons B-2: +6.3 million gallons C-2: +0.1 (+0.2) million gallons C-3: +0.9 (+0.9) million gallons D-2: +2.0 (+2.1) million gallons D-3: +2.5 (+2.5) million gallons October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 23 ] Table 2. Summary of Impacts Alternative 1–No Build Alternative 2 Alternative 3 Design Options Biology No direct impacts on wildlife habitat 101 acres of wildlife habitat affected 98 acres of wildlife habitat affected A-2 would reduce impacts by 3 acres to 98 acres, less impact on wildlife corridor B-2 would be 101 acres, same as Alternative 2 C-2 would reduce impacts by 8 acres to 93 acres (Alternative 2) and 90 acres (Alternative 3) C-3 would increase impacts by 10 acres to 111 acres (Alternative 2) and 108 acres (Alternative 3), and wildlife corridor would be narrower D-2 impacts same as Alternatives 2 and 3 D-3 would reduce impacts by 1 acre to 100 acres (Alternative 2) and 97 acres (Alternative 3) Minor impacts on fish habitat due to planned projects with new impervious surface 122 acres new impervious surface Beneficial impacts would be new culverts for fish passage in significant habitat areas; at a minimum, structures over Dean, Mt. Scott, Sieben, and Rock Creeks would be built to provide fish passage 103 acres new impervious surface Beneficial impacts would be new culverts for fish passage in significant habitat areas; at a minimum, structures over Dean, Mt. Scott, Sieben, and Rock Creeks would be built to provide fish passage A-2: 33 acres (5 acres fewer than Alternatives 2/3) B-2: 31 acres (4 acres more than Alternative 2) C-2: 20 acres (<1 acre more than Alternatives 2/3) C-3: 22 acres (2 acres more than Alternatives 2/3) D-2: 37 acres ( <1 acre more than Alternatives 2/3) D-3 38 acres (<1 acre more than Alternatives 2/3) No change to water quality More impacts on water quality from stormwater runoff and more watershed effects from new impervious surface compared to Alternative 3 Less runoff and watershed effects from new impervious surface compared to Alternative 3 A-2 and C-2 would have less impervious surface B-2, C-3, and D-3 would result in most impervious surface No direct impacts to Threatened or Endangered fish, terrestrial wildlife and plants: projects with federal nexus and indirect effects from runoff in critical fish habitat could require agency consultation No impacts to Threatened or Endangered terrestrial wildlife or plants Indirect effects from runoff from additional impervious surface in critical fish habitat likely to require formal or informal agency consultation No impacts to Threatened or Endangered terrestrial wildlife or plants Indirect effects from runoff from additional impervious surface in critical fish habitat likely to require formal or informal agency consultation No impacts to Threatened or Endangered terrestrial wildlife or plants Indirect effects from runoff from additional impervious surface in critical fish habitat likely to require informal or formal agency consultation October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 24 ] Table 2. Summary of Impacts Alternative 1–No Build Alternative 2 Alternative 3 Design Options Wetlands Possible minor impacts on roadside ditches from planned projects 32.3 total acres of wetland removed, resulting in a loss of 80 percent of wetland functions in Sunrise Project 20 acres of palustrine emergent (PEM) wetland (see glossary for wetland definitions) 10 acres palustrine forested/ palustrine scrub-shrub (PFO/PSS) wetland 0.5 acre of PFO wetland 0.5 acre of PSS wetland 1.5 acres of PSS/PEM wetland Same as Alternative 2 A-2 would impact about 5 fewer acres of PES wetland; least impact on function B-2 would impact 2 acres more PFO/PSS than alternatives; highest function loss C-2 and C-3 would result in 3 fewer acres of PFO/PSS wetland affected and C-3 would affect 3 fewer acres of PEM wetland with slightly less function loss compared to Alternatives 2 and 3 D-2 and D-3 would have very minor differences to Alternatives 2 and 3 Geology and Soils No impacts More cut into hillside near landslide area; dewatering would be required, potentially changing adjacent underground hydrology Less impact on slope stability compared to Alternative 2; otherwise similar impacts No major advantage to choosing A-2, C-2, or D-2 compared to alternatives B-2 would have similar impacts to Alternative 3 C-3 would have deeper cuts than C-2 D-3 would have less excavation into basalt Cultural Resources No effects on archaeological resources Four identified archaeological resources affected, sites require further research and field investigations Five out of six high-probability areas for resources would be impacted Same as Alternative 2 A-2 would affect two resources but no high- probability areas B-2 would affect two resources C-2 would affect one resource and one high- probability area C-3 would affect two resources but no high- probability area D-2 and D-3 would affect three high-probability areas No effects on historic resources Two resources would be directly affected Same as Alternative 2 A-2, C-2, D-2, and D-3 would not directly affect any resources B-2 would directly affect one resource October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 25 ] Table 2. Summary of Impacts Alternative 1–No Build Alternative 2 Alternative 3 Design Options Hazardous Materials Less risk of exposure due to no displacements Nine sites with confirmed or suspected releases within proposed right-of-way Six sites adjacent to right-of-way Previous agricultural uses and older buildings could pose hazards to workers Seven fewer adjacent sites A-2 would not avoid impacting contaminated sites compared to Alternatives 2 and 3 Otherwise no particular advantage to other design options Utilities No impacts Numerous utilities would be affected and require relocation Costs to project currently estimated to be a minimum of $7.7 million Same impacts as Alternative 2 No important differences between design options or between design options and Alternatives 2 and 3 Construction No construction impacts Potential lane closures and detour routes would delay some travel movements, and affect accesses for local residences and businesses Additional localized construction related traffic, noise, dust, and visual effects Similar to Alternative 2 No important differences between design options or between design options and Alternatives 2 and 3 Project Costs (2013 dollars) N/A $1.48 billion $1.41 billion Cost of Alternative 2 with: A-2, C-3, D-2, D-3: $1.2 billion B-2: $1.3 billion C-2: $1.1 billion Cost of Alternative 3 with: A-2, D-2: $1.1 billion C-2, C-3, D-2: $1.2 billion October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 26 ] Anticipated Permits, Approvals, and Licenses U.S. Army Corps of Engineers • Federal Clean Water Act Section 404 (individual permit) • Pre-Construction Assessment for in-water work (with Oregon Department of State Lands) Clackamas County • Noise variance if construction activities were to occur between 10 PM and 6 AM • Clackamas County Planning Department: conditional use permit for new cell towers or co-locations of additional antennas • Clackamas County Engineering Department: utility placement permits for relocation of utility lines outside of a county road right- of-way • Water Environment Services: Sewer and stormwater permits required only for state (not county) projects • National Pollutant Discharge Elimination System (1200-C) Federal Highway Administration • Section 106 determination with Memorandum of Agreement • Section 4(f) U.S. Fish and Wildlife Service • Migratory Bird Treaty Act • Fish and Wildlife Coordination Act National Marine Fisheries Service • Endangered Species Act of 1973 (Public Law 93-205) Section 7 Consultation • Magnuson-Stevens Fishery Conservation and Management Act Oregon Department of Fish and Wildlife • Oregon Fish Passage Rule • Fish and Wildlife Habitat Mitigation Policy • Oregon Endangered Species Act Oregon Department of State Lands • Removal/Fill Permit • Pre-Construction Assessment Permit for in- water work (with U.S. Army Corps of Engineers) • Wetland Delineation Concurrence Oregon Department of Transportation • Permit for relocation of utility lines in a state road right-of-way Oregon Department of Environmental Quality • Federal Clean Water Act, Section 401 • Oversight of hazardous materials issues • Site preparation permits for grading, erosion, blasting, and air and noise emissions October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 27 ] Table 3. Summary of Potential Mitigation Measures Element of the Environment Description of Mitigation Transportation The demand on the transportation network is expected to exceed the capacity of certain roads in the study area by 2030 even with the construction of the proposed Sunrise Project. To avoid or minimize the need for design exceptions or acceptance of lower mobility standards, other measures for managing travel demand or mitigating impacts could be explored, such as congestion pricing and tolls. Land Use Compensation to displaced residents and businesses is provided through the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970. To reduce the loss of developable vacant land, Clackamas County could evaluate the intensity of uses allowed on remaining land with a view to promoting more efficient use of that land. KEX officials have been consulted throughout the process (see Appendix B) and would continue to be consulted to ensure that mitigation measures are implemented, or revised as necessary. Businesses and Communities In addition to compensation to displaced residents and businesses provided through the provisions of the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, Clackamas County Business and Development would work with businesses to help them relocate. Clackamas County could identify and apply community development tools to encourage public/private partnerships to revitalize the Clackamas Business District and Old Clackamas neighborhood after the proposed Sunrise Project has been built. Because several manufactured homes can be difficult to relocate, the county could work with manufactured home owners and the park owners to find suitable new locations within the land use study area. Environmental Justice The Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 is the chief mitigation measure for displacements. During the comment period, additional outreach would be conducted to communicate impacts of special importance to known and potential environmental justice populations. The outreach would be used to identify the specific needs of the protected populations and to develop additional mitigation. Visual Character and Resources Potential mitigation measures consist mainly of retaining the existing vegetation at specific view locations as described in the mitigation section, planting native coniferous and deciduous trees to screen elements of the project, and designing aesthetic treatments for the walls and structures. Noise Noise walls analyzed in the I-205 Interchange area were found to be effective at reducing noise levels and generally met the ODOT reasonable and feasible criteria, and noise impacts in that area can be expected to be well mitigated. Noise abatement analyzed in the Midpoint area was generally found to be either ineffective at reducing sound levels or had costs too high to meet the ODOT reasonable and feasible criteria. The exceptions are the manufactured home park east of SE 106th Avenue and an area north of the proposed Sunrise Project east of SE 142nd Avenue for which abatement appears reasonable and feasible. Impacts in the Rock Creek Junction area could be partially mitigated. Final determination of noise abatement measures would not be made until final design, based on meeting ODOT’s reasonable and feasible criteria and consultation with affected property owners. Air Quality Permits for stationary sources such as concrete and asphalt mix plants during construction would require mitigation to control dust and other pollutant emissions. Construction contractors are required to comply with state laws that place limits on fugitive dust that causes a nuisance or violates other regulations. Best management practices or reasonable precautions can be taken to avoid dust emissions, such as using enclosures, water, or chemicals to control dust; covering truck beds; and removing materials that could become airborne from streets. In addition, contractors are required to comply with ODOT standard specifications. The control measures would be documented in the pollution control plan that a contractor is required to submit prior to construction. Mitigation is not required for long-term impacts. Energy Vehicle use may be minimized by Transportation Demand Management measures to help people reduce the number of trips they need to take and by providing alternatives to single-occupancy vehicles. Energy use for maintenance activities may be reduced through conservation-oriented design and construction practices. Consideration should be given to reducing the energy required to operate and maintain the project, such as lighting, water collection and treatment, roadway materials, landscape maintenance, and structural maintenance. Biology Following the selection of the preferred alternative the project team would begin consultation on required mitigation with the permitting agencies. ESA mitigation will require stormwater treatment and detention, replacing lost critical habitat or restoring critical habitat that is temporarily impacted during October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 28 ] Table 3. Summary of Potential Mitigation Measures Element of the Environment Description of Mitigation construction. The terms and conditions of the agency consultation as well as mitigation measures would be incorporated into the record of decision. Mitigation could include building bridges to span creeks, limiting the number of piers in stream crossings and crossing areas, limiting the removal of mature vegetation, densely planting all exposed slopes, preserving the existing widths of corridors wherever feasible by using retaining walls or narrowing the right-of- way, removing Himalayan blackberry, directing lights to paved surfaces only and shielding lights from the wildlife corridor along the bluff, reducing traffic speeds and posting warnings at the wildlife crossings at SE 135th, SE 142nd, and SE 152nd Avenues. Possible mitigation measures may include replacing the existing Mt. Scott Creek culvert with new structures that allow both fish and wildlife passage or adding a terrestrial culvert above fish culvert, or enhancing current wildlife passage route along I-205 to Dean Creek undercrossing. All new culverts should be designed to meet state fish passage requirements in effect at the time of construction. Existing culverts could be replaced to comply with state fish passage requirements. The most effective mitigation measures to reduce unavoidable impacts to fish would be to build facilities to collect, detain, and treat runoff from new and existing impervious surfaces, particularly roadways. The water quality permits would likely require water quality treatment as mitigation for water quality impacts. Detention would also be required as mitigation for hydrologic impacts and/or mitigation for downstream hydraulic deficiencies. Water quality treatment and detention would need to meet both the Clackamas County Water Environment Services requirements and the National Marine Fisheries Service guidelines for stormwater management. Wetlands Mitigation measures could consist of using retaining walls to limit fill encroachment into wetlands and other waters, installing wildlife and fish passable culverts, and placing stormwater facilities outside of wetlands. Project impacts would likely trigger wetland mitigation ranging from 26.23 acres to 103.17 acres of created and/or enhanced wetlands since opportunities for restoration are very limited. The total project cost estimates include wetland mitigation. Geology and Soils Excavating in short segments and installing retaining structures or rock buttresses would be used to stabilize the Eastern Landslide and slope areas where dewatering would be required. Benching in landslide debris or colluvium should be limited to temporary, low vertical cuts. Site preparation should stabilize the subgrade to reduce the construction traffic disturbance of soft and wet soils. Erosion could be reduced by cultivating vegetation on slopes as soon as possible after grading and by constructing surface runoff collection systems to prevent the flow of water over the slopes. The liquefaction issues would need to be evaluated on a site-specific basis during design. Cultural Resources If the investigations determine that the project area contains significant archaeological deposits that would be unavoidably and adversely impacted by the Sunrise Project, then appropriate mitigation measures would be developed in consultation with State Historic Preservation Office, agencies, tribes and other interested parties. Mitigation measures may include preserving the resource in place or excavating it if the resource is significant primarily for its scientific values. Mitigation measures would be needed for any resource determined to be eligible for listing in the National Register of Historic Places and for which a Section 106 Finding of Effect determined that the project would have an adverse effect. Mitigation measures may include, but are not necessarily limited to, documenting the affected resources with photographs, and this work must be negotiated in consultation with State Historic Preservation Office. A Memorandum of Agreement would be prepared and signed by the participating parties, outlining the measures agreed upon to reduce, avoid, or mitigate the adverse effects. Hazardous Materials Mitigating potential hazardous materials issues during construction is typically helped or accomplished through spill prevention plans or other types of remedial measures typical for the construction and remediation industry. Utilities The utility providers did not propose any potential mitigation measures. Construction Public outreach would inform residents and businesses of potential traffic detours, delays and impacts. A construction management plan and best management practices would be used to minimize impacts from traffic, erosion, dust, odor, lighting, and hazardous materials. Obtaining construction permits would mitigate for air impacts. Higher fuel prices will encourage fuel conservation. Standard ODOT specifications for control of noise would minimize construction impacts. October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 29 ] Characteristics of a Good Solution There are and will continue to be more serious congestion and safety issues in the project area. The process of developing alternatives showed the variety of ways that the transportation problems could be addressed. But addressing transportation issues is likely to have spillover impacts of some kind. For example, one solution might call for a bigger road, but a larger footprint would generate greater impacts on adjacent land uses and the natural features. Studying the variety of proposed solutions at the same time reveals key constraints to building the proposed Sunrise Project, such as the potential displacements of residents and businesses or impacting habitat for threatened or endangered species. Other issues are raised during meetings with the public. The project area constraints and project-related issues raised by the public have been reflected in goals and objectives that were developed from the Purpose and Need for the project. In other words, the goals and objectives derive from the Purpose and Need but reflect the environmental context specific to the Sunrise Project area. The decision-making bodies adopted the goals and objectives through the project development process. The goals and objectives are used to compare the pros and cons of each potential solution, thereby highlighting the trade-offs inherent in choosing one alternative or design option over another. In short, a good solution has to be one that meets the purpose and need for the project and that is most consistent with the goals and objectives. The project has the following four goals: Goal 1. Provide east-west transportation improvements from I-205 at the Milwaukie Expressway to the Rock Creek Junction to meet existing and future safety, connectivity, and capacity needs for statewide and regional travel within the OR 212/224 corridor. Goal 2. Provide transportation improvements that support the viability of the Clackamas area for industrial uses. Goal 3. Support community livability and protect the quality and integrity of residential uses within and adjacent to the corridor. Goal 4. Provide a facility that minimizes and effectively mitigates adverse impacts to natural and cultural resources within the project corridor. For each goal, there are objectives and evaluation measures. Table 4 presents the objectives under each goal and the measures proposed to evaluate the success of an alternative in meeting each objective. Next to each objective is the location where the SDEIS discusses the evaluation measure in relation to the alternatives and design options. References to sections of the technical reports (on the attached DVD) are provided where more detail on the topic may be desired. October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 30 ] Table 4. Adopted Goals, Objectives, and Evaluation Measures Goal 1 Provide east-west transportation improvements from I-205 at the Milwaukie Expressway to the Rock Creek Junction to meet existing and future safety, connectivity, and capacity needs for statewide and regional travel within the OR 212/224 Corridor. Objectives Evaluation Measures Where the Measure is Evaluated for the Alternatives in the SDEIS a) Volume/capacity ratio of select roadways by project area screenlines Transportation section: Table 7, page 35 b) Average travel time between common origin and destination points Transportation section: The 2030 Transportation System, pages 33-36; Table 8, page 35; Technical Report, Section 6.4.3, page 171 c) Vehicle hours of delay (VHD) for project area Transportation section: The 2030 Transportation System, pages 33-36; Technical Report, section 6.4.3, page 162 1. Relieve congestion and provide for efficient traffic flow. d) Number of congested lane miles within project area Transportation section: The 2030 Transportation System, pages 33-36; Table 6, page 33 2. Provide facility improvements and access that are consistent with the Oregon Highway Plan. Comparative description of how well alternatives and options meet Oregon Highway Plan operational and access- spacing standards for a new facility Transportation section: Consistency with Transportation Plans and Policies, page 37; Technical Report, Section 3.2.2, page 44 a) Level of Service/number of vehicles served along identified section of I-205 Transportation section: The 2030 Transportation System, pages 33-36; Figures 20-25; Technical Report, Section 6.7, page 213 b) Speed of travel along identified section of I-205 Transportation section: The 2030 Transportation System, pages 33-36; Figures 20-25; Technical Report, Section 6.7, page 236 c) Estimated duration of queuing along this section of I-205 Transportation section: The 2030 Transportation System, pages 33-36; Technical Report, Section 6.5, page 180 3. Reduce congestion and improve safety on I-205 between the Milwaukie Expressway Interchange and the OR 212 Interchange. d) Description of design features and resulting safety effect of the project along this identified section of I-205 Transportation section: The 2030 Transportation System, pages 33-36; Technical Report, Section 6.12, page 289 a) Comparison of new or improved connections with regional bicycle/pedestrian facilities Transportation section: Bicycle and pedestrian system, page 34; Technical Report, section 6.13, page 292 4. Improve safety and connectivity for motorists, pedestrians, and bicyclists within the project corridor. b) Description of new or altered highway facility features and resulting effect on modal connectivity and safety Transportation section: The 2030 Transportation System, pages 33-36; Technical Report, section 6.13, page 292 Volume/capacity ratio: the number of vehicles that use the roadway compared to the room available for them Screenlines: imaginary lines drawn across a series of parallel roadways that are used to evaluate traffic demand changes Level of Service (LOS): a qualitative measure to describe how a road is operating, e.g., well or poorly October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 31 ] High capacity transit (HCT): fixed rail light rapid transit or high- speed rapid bus Table 4. Adopted Goals, Objectives, and Evaluation Measures (continued) Goal 1, continued 5. Support access and operational needs for improved transit service in the project corridor. Description of project features that improve transit operation and service Transportation section: Transit system, page 34; Technical Report, section 6.14, page 306 6. Provide flexibility in the design to accommodate the future possibility of high capacity transit (HCT) within both the OR 212/224 and the I-205 corridors. Description of HCT features included in each alternative that support this objective Subsequent to developing this evaluation measure, the regional public transit agency, TriMet, concluded that the appropriate corridor for HCT would be Sunnyside Road to the north. 7. Serve freight travel in a safe and efficient manner. Projected travel times for trucks (freight) traveling through the project corridor and to/from the Clackamas Industrial Area along OR 212 to the regional centers of Damascus, Clackamas Town Center, Portland Central Business District, Oregon City, Milwaukie, and Portland International Airport Transportation section: Table 8, page 35; Communities and Businesses section, Changes to Travel Patterns, page 85-89; Transportation Technical Report, section 6.9, page 246 8. Develop a project that is consistent with land use and transportation planning in the region. Description of comparative differences between alternatives and options in meeting the requirements and intent of local and regional plans Land Use section: Compatibility with Land Use Plans and Policies, page 61 9. Provide a safe and efficient evacuation route for the metropolitan area that supports regional emergency management plans. Description of project features that contribute to meeting this objective Businesses and Communities section: Schools, Parks, and Emergency Services, page 85 Goal 2 Provide transportation improvements that support the viability of the Clackamas area for industrial uses. Objectives Evaluation Measures Where the measurement is evaluated for the alternatives in the SDEIS 1. Provide local circulation and access that support the transportation needs of area industrial uses. Projected travel times for trucks (freight) traveling to/from the industrial subareas to the regional centers of Damascus, Clackamas Town Center, Portland Central Business District, Oregon City, Milwaukie, and Portland International Airport Transportation section: Table 8, page 35; Business and Communities section: Businesses and the Economy, page 81, and Changes to Travel Patterns, pages 85-89; Transportation Technical Report, Section 6.9, page 246 a) Number of businesses displaced (wholly and partially) Land Use section: Table 10, page 58; Table 2, page ES-18 b) Number of employees (Full-Time- Equivalents) potentially displaced Socioeconomics Technical Report:: Table 2, page 8; Land Use Summary (SDEIS): Table 2, page ES-18 2. Minimize construction impacts on local businesses. 3. Minimize displacements of businesses and retain as much viable industrial land as possible. c) Acres of industrial/employment zoned land converted to the new highway use Land Use section: Right-of-way Impacts, pages 47-60 and Table 10, page 58 October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 32 ] Table 4. Adopted Goals, Objectives, and Evaluation Measures (continued) Goal 3 Support community livability and protect the quality and integrity of residential uses within and adjacent to the corridor. Objectives Evaluation Measures Where the measurement is evaluated for the alternatives in the SDEIS 1. Provide adequate access to the state highway system (I-205 and OR 212/224). Level of service at major signalized intersections that access existing OR 212/224 and the Sunrise Project Transportation section: Figures 20-25; Technical Report, Section 6.10, page 246 2. Maintain local roadway connectivity. How long does it take to get to key points in the corridor to determine changes in connectivity Transportation section: The 2030 Transportation System; pages 33-36, Table 8, page 35, and Figures 20-25; Technical Report, Section 6.4.3, page 171 3. Minimize residential displacements. Number of residential displacements Land Use section: Right-of-way Impacts, pages 47-60, and Table 10, page 58 4. Minimize and mitigate, where practicable, project-related noise impacts to residential areas. Number of noise-affected residences after proposed mitigation has been applied Noise section: Table 14, page 128; Potential Abatement Measures, page 130; and Figure 50, Noise Walls 5. Minimize the visual impacts of a new facility. High/Medium/Low effect to identified sensitive viewer areas and visual resources Visual Character and Resources section: pages 109-114; Tables 12, 13, pages 109- 110 6. Minimize and/or mitigate the effects of highway-related light pollution on residential areas. High/Medium/Low adverse effect to residential areas after proposed mitigation is applied Visual Character and Resources section: Visual Quality and Viewer Sensitivity, pages 109-115 7. Minimize loss of affordable housing. Amount of affordable housing removed by the project Business and Communities section: Affordable Housing, page 83; Figure 41, Community Features; and Environmental Justice section, pages 95-105 Goal 4 Provide a facility that minimizes and effectively mitigates adverse impacts to natural and cultural resources within the project corridor. Objectives Evaluation Measures Where the measurement is evaluated for the alternatives in the SDEIS a) Effect on the functional continuity of the wildlife corridor 1. Protect and, if practicable, enhance terrestrial wildlife corridors that are associated with building the proposed facility. b) Acres of directly affected wildlife corridor Biology section: Wildlife Habitat, pages 143-146; Table 17, page 145 Biology section: Table 16, page 144, and Figures 51-59 2. Protect existing stream courses and riparian zones and effectively mitigate unavoidable impacts. a) Acres of High/Medium/Low quality riparian area affected (based on Metro criteria) Biology section: Wildlife Habitat, pages 143-146; Table 16, page 144, and Table 17, page 145 a) Acres of adversely affected wetlands by function Wetlands section: Amount of Wetlands Affected, page 166, Table 20, page 167 b) Affected acres of riparian zone with aquatic T&E in the construction footprint 3. Avoid impacting wetlands and aquatic resources where practicable. Where impacts are unavoidable, provide effective mitigation. c) Affected acres of riparian zone without aquatic T&E in the construction footprint Biology section: Threatened or Endangered Fish, Terrestrial Wildlife and Plants, pages 149-150 Biology section: Wildlife Habitat, pages 143-146; Table 16, page 144, and Table 17, page 145 T&E: federally listed Threatened and Endangered species October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 33 ] Table 4. Adopted Goals, Objectives, and Evaluation Measures (continued) Goal 4 (continued) Objectives Evaluation Measures Where the measurement is evaluated for the alternatives in the SDEIS a) Number of National Register historic sites affected b) Number of National Register eligible sites affected c) Number of Goal 5 historic sites or areas affected d) Number of archaeological sites affected Cultural Resources section: Historic Resources, pages 185-187; Table 25, page 186 4. Avoid impacting cultural sites and resources where practicable. Where impacts are unavoidable, provide recordation, salvage, and/or mitigation as appropriate. e) Number of archaeological sites affected that could not be recovered, such as burials, traditional cultural property Cultural Resources section: Archaeological resources, page 183-184; Tables 23 and 24, page 184 5. Look for and consider opportunities to incorporate enhancements to existing natural and cultural resources within the project area. A qualitative description of potential enhancements for each build alternative Potential Mitigation Measures sections for Biology, pages 150-153, Wetlands, pages 170-171, and Cultural Resources, page 187 6. Protect habitat for Threatened and Endangered Species. Acres of Essential Fish Habitat/Critical Habitat affected Biology section: Fish Habitat, pages 146- 149, Threatened or Endangered Fish, Terrestrial Wildlife and Plants, pages 149- 150 7. Protect water quality. Net amount of impervious surface created Biology section: Water Quality, page 149; Table 19, page 149 a) Comparison of the three worst performing intersections (LOS D, E, or F) per alternative for CO in parts per million (using CAL3QHC model) Air Quality section: Project Area Impacts, pages 133-134 8. Minimize negative impacts to air quality. b) Comparison of regional pollutant emissions for CO, NOx, and VOCs for each alternative (using EPA MOBILE 6.2 model) Air Quality section: Project Area Impacts, pages 133-134; Mobile Source Air Toxics Impact Analysis, pages 134-137 CO – carbon monoxide CAL3QHC – computer model for estimating concentrations of CO adjacent to intersections NOx – nitrogen oxides VOC – volatile organic compounds MOBILE 6.2 – computer model used to estimate vehicle emissions; takes into account expected future changes due to improvements in vehicle emission control technology National Register of Historic Places (NRHP): a federal listing of historic resources protected under the National Historic Preservation Act of 1966 October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 34 ] Public and Agency Involvement The Federal Highway Administration (FHWA) is the lead federal agency and ODOT is acting as an agent for FHWA in preparing the document. Both ODOT and Clackamas County are the two main public agencies managing the project. A Project Management Team includes staff from Clackamas County, Metro, ODOT, FHWA, Happy Valley, Damascus, and the technical team. A Project Advisory Committee with 18 stakeholders from neighborhoods, businesses, the cities of Happy Valley and Damascus, TriMet, Metro, environmental groups, FHWA (a non-voting member), and service providers met ten times between 2004 and 2006. Their next task will be to review the SDEIS and forward their comments to the Policy Review Committee. The Policy Review Committee has senior representatives from Clackamas County, ODOT, Metro, and FHWA (which has a non-voting, advisory role) and elected officials from affected cities and Clackamas County. The Policy Review Committee’s final task will be to recommend a Preferred Alternative to the official decision- making bodies. Appendix A of the SDEIS contains member lists of the Project Advisory and Policy Review committees and CETAS. Public and agency involvement initially started in connection with the Sunrise Corridor project in the late 1980s and early 1990s. For more information on the public involvement program prior to 2004, contact ODOT at the address provided at the beginning of this document. Public Involvement Activities since 2004 The Project Advisory Committee, composed of citizens representing neighborhoods, business and civic advocacy groups, emergency services, and other stakeholder agencies throughout the corridor area, is the central focus of the public involvement effort. Its meetings are open to the public and an average of 30 people regularly attend its meetings. Public involvement efforts for the proposed Sunrise Project SDEIS began in 2004. Open houses in June 2004, October 2005, and September 2006 have attracted 100 to 200 attendees. More than 100 people also attended the two-day design workshop held in December 2004. Several focused community meetings have been held in different locations in the project area. Newsletters and postcards have been distributed to approximately 5,000 addresses (in 2004) and more than 9,000 addresses (March 2008). Other outreach included flyers, community meetings, and presentations at the Board of County Commissioners’ meetings. Newspaper coverage, a website, and e-mail distribution lists have rounded out the public involvement effort. ODOT has also targeted outreach to affected tribes. A discussion of outreach is contained in Appendix B of the SDEIS. Project Schedule The Sunrise Project began in 2004 with defining the scope of analysis for this SDEIS. From 2005 through mid-2007, the project activities were: • Establishing the purpose and need; • Establishing goals and objectives; • Developing and refining the project alternatives; Working out design alternatives at an open house October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 35 ] • Selecting alternatives to be studied for the SDEIS; • Studying the alternatives and completing the technical reports; and • Writing the SDEIS. The anticipated schedule for the remainder of the Sunrise Project is as follows: Public review of SDEIS Fall 2008 Public hearing on SDEIS Fall 2008 Study Preferred Alternative, respond to comments on the SDEIS for the FEIS Winter 2008/2009 Select Preferred Alternative Winter 2008/2009 Local jurisdictions adopt Preferred Alternative Winter/Spring 2009 Complete the FEIS Spring/Summer 2009 FHWA Record of Decision Fall 2009 Complete final design, permitting, right-of-way acquisition 2010-2012 Begin construction (pending approval and funding) 2013 at the earliest Next Steps After reviewing the SDEIS and the comments received, the Project Management Team, together with input from the Project Advisory Committee and Policy Review Committee, will develop a Preferred Alternative to be documented in an FEIS. The group of environmental regulatory agency representatives will be requested to concur on a Preferred Alternative. (See Appendix A for a list of CETAS membership.) The recommendation for a Preferred Alternative will be forwarded to the official decision-making bodies: the Clackamas County Board of Commissioners, Metro, Happy Valley City Council, Damascus City Council, ODOT, and FHWA. The FEIS will assess any additional impacts from the Preferred Alternative not covered already by the technical studies and will contain the comments on the SDEIS and responses to the comments. If any significant new environmental impacts are found, a supplement to the SDEIS may be needed. Once the lead agency, FHWA, has determined that no further environmental review work is required, the FEIS will be approved by FHWA. A Record of Decision may be published no earlier than 30 days following the publication of the Notice of Availability for the FEIS. The Record of Decision will contain the committed mitigation measures required for the project’s implementation. FHWA will independently sign the Record of Decision, which formally concludes the NEPA process for the proposed Sunrise Project. The Oregon Transportation Commission will need to approve Interchange Area Management Plans for the interchanges on the new highway, which are intended to be adopted prior to the Record of Decision. In addition, FHWA will need to approve an Interchange Modification Request for revised access to I-205. One of the challenges on the project has been finding sufficient funds to build the project. Strategies for phasing as a way to build the project in affordable stages are being considered. How to Use This Document This SDEIS has three main parts: an Executive Summary, the SDEIS document (with 4(f) Evaluation), and the technical reports. Executive Summary This Executive Summary presents the problem to be solved, the proposed action, its history, and the public involvement program. In addition, this part of the SDEIS summarizes the alternatives (with figures) their expected impacts and mitigation measures, and the required permits and approvals. October 2008 Supplemental Draft Environmental Impact Statement Executive Summary [ES - 36 ] SDEIS Document The SDEIS consists of the Executive Summary and four chapters as follows: Chapter 1—Purpose and Need Chapter 2—Alternatives and Alternatives Development Chapter 3—Affected Environment, Environmental Consequences, and Potential Mitigation Chapter 4—Additional Impacts (Construction, Cumulative, and Unavoidable) and Applicable Laws The SDEIS presents the project’s Purpose and Need as required by NEPA, describes the details of the alternatives evaluated and summarizes the analysis of the alternatives contained in the supporting technical reports. This SDEIS combines a discussion of the affected environment and environmental consequences rather than discussing those sections separately. The SDEIS focuses on the conclusions of the analysis of alternatives. Additional technical information and analysis are included in the technical reports. To aid in finding where impacts are discussed by individual alternative and design option, the alternative and design option are in bold face. The beginning of each section of Chapter 3 lists the information contained in the related technical report. Colored text boxes present additional information or terminologies. Figures related to the environmental resources are presented at the end of each section on elements of the environment in Chapter 3. Technical Reports Technical studies on 15 topics were produced and are contained on the DVD attached to the inside back cover of the SDEIS. The technical reports support the SDEIS with detailed information about the methodology, existing conditions, and results of the analysis. The technical reports are important for determining whether sufficient analyses of the alternatives have been conducted. Below is a list of the 15 technical reports and the corresponding SDEIS sections they support. 1 Technical Report Corresponding SDEIS Section Transportation — Transportation Land Use — Land Use Right-of-Way — Land Use Socioeconomics — — Business and Communities Environmental Justice Visual — Visual Character and Resources Noise — Noise Air Quality — Air Quality Energy — Energy Biology — Biology: Wildlife and Fish habitat, Threatened and Endangered Species subsections Wetlands — Biology: Wetlands subsection Water Quality — Biology: Water quality subsection Geology and Soils — Geology and Soils Cultural Resources — Cultural Resources Hazardous Materials — Hazardous Materials Utilities — Utilities October 2008 Supplemental Draft Environmental Impact Statement Chapter 1 – Purpose and Need [ 1 ] Project Location and Study Area The general location of the new facility, named the proposed Sunrise Project, is depicted in Figure 1, Project Vicinity (p. x). The proposed Sunrise Project would extend approximately five miles between SE Johnson Road on the west end and SE 172nd Avenue on the east end (Figure 2, p. ES-2). Figure 3 (Alternative 1–No Build, p. ES-7) shows an aerial view of the Sunrise Project area. The project is often discussed by subarea. Three subareas are outlined on Figure 2 (p. ES-2) and cover the following geographic areas: • The I-205 Interchange area extends from west of I-205 to Camp Withycombe. • The Midpoint area extends from Camp Withycombe to SE 152nd Avenue. • The Rock Creek Junction area stretches from SE 152nd Avenue to SE 172nd Avenue. CHAPTER 1. PURPOSE AND NEED The Problem The existing OR 212/224 corridor, which forms the main east-west travel route between I-205 and Rock Creek Junction, has serious congestion, safety, and traffic flow problems. Residential and business traffic is unacceptably delayed during peak periods, with travel speeds as low as four miles per hour at several locations along OR 212/224. The planned population and employment growth will worsen existing problems. The duration of congestion and the extent of the queuing is expected to more than double. By 2030 the resulting traffic demand would far exceed the capacity that the current four lanes can be expected to handle safely and efficiently. Project Purpose The purpose of the proposed Sunrise Project is to effectively address the existing congestion and safety problems in the OR 212/224 corridor between its interchange with I-205 and Rock Creek Junction, and to serve the growing demand for regional travel and access to the state highway system. Project Need The project purpose is demonstrated with the following Statement of Need: • OR 212/224 between I-205 and Rock Creek Junction is currently experiencing unacceptable levels of congestion and delay during the peak travel periods. In 2030, the projected traffic volume will far exceed the volume that the existing four-lane arterial can be expected to handle at an acceptable level of service.7 7 Based on existing field observations in 2004/5, segments of OR 212/224 within the Sunrise project area experienced • By 2030, the numbers of households and jobs in the area served by this section of OR 212/224 are expected to increase by 136 percent and 85 percent, respectively.8 • Both the northbound and southbound weave sections of I-205 between 82nd Avenue and OR 212/224 are approaching capacity, resulting in frequent stop-and-go movements, difficulty in changing lanes, and long queues forming because of minor approximately four hours of daily congestion. In 2030, based on regionally adopted land use and employment projections and Metro’s regional travel demand projections, without the proposed Sunrise Project, the same roadway is expected to experience about nine hours of congestion. See Chapter 6 of Sunrise Project Transportation Technical Report. 8 Based on initial growth projections developed by Metro in 2005. The predicted increase in jobs and population in the Transportation Technical Report and in the Transportation section is different from this forecast from 2004. Subsequent refinement of the study area, use of 2005 as the base year, and Metro’s model numbers in 2005 resulted in predicted jobs and household growth by 2030 of 85 and 100 percent, respectively. October 2008 Supplemental Draft Environmental Impact Statement Chapter 1 – Purpose and Need [ 2 ] incidents. By the year 2015, this section of I-205 will exceed its design capacity, and the length of these stop-and-go movements will continue to grow if no action is taken. Traffic traveling on the Milwaukie Expressway (OR 224) heading east on OR 212/224, as well as the reverse direction, must either use the above section of I-205 or the currently congested 82nd Drive.9 • OR 212/224 near I-205 is ranked in the top 10 percent of state routes for vehicle crash rate. Over 500 hundred vehicle collisions were reported for this area during the five- year period of 1998 through 2002. The high crash rate is attributed to severe congestion and roadway deficiencies. Inadequate bicycle and pedestrian facilities reduce the safety and connectivity for these modes of travel in the project area.10 • OR 212/224 is designated as a statewide and regional freight route, with 12 percent of the traffic on the project section of this highway being trucks. OR 212/224 serves the Clackamas Industrial Area, which is a major freight distribution center for the Northwest. This area is expected to nearly double its employment by the year 2015. Long delays are currently reported for trucks accessing I-205 from the distribution center.11 Proposed Action The Oregon Department of Transportation (ODOT) and Clackamas County propose to build a 9 Based on existing field observations in 2004/5 and analysis of forecast future year travel demand associated with the range of alternatives studied. See Sections 5.6.3 and 6.7.3 of Sunrise Project Transportation Technical Report. 10 Based on analysis summarized in Section 5.9 of Sunrise Project Transportation Technical Report. 11 Based on existing truck counts from 2004/5 at specific locations within the OR 212/224 corridor. See Section 5.7 of Sunrise Project Transportation Technical Report. new, east-west oriented, limited-access highway between Interstate 205 (I-205) and Rock Creek Junction (where OR 212 and 224 diverge to the east and south). The proposed Sunrise Project would connect I-205, the Milwaukie Expressway, SE 82nd Avenue/Drive, and OR 212/224. It would have six through-lanes plus two auxiliary lanes, so it would be as wide as eight lanes across in some locations. The I-205/Clackamas Interchange would be reconfigured with new ramps and access points, and a new interchange would be built at Rock Creek Junction. There would be no direct property or local street access to the proposed Sunrise Project. Project Background and Setting The northwest urban area of Clackamas County has developed rapidly over the last 30 years, particularly following construction of three major transportation facilities—I-205, Milwaukie Expressway, and OR 212/224. The regional and local land use and transportation plans supported development and the new transportation network. In 1977, the Metro Urban Growth Boundary (UGB) committed most of the land in and near the Sunrise Project area to future urban development. The subsequent adoption of the Clackamas County Comprehensive Plan identified land around I-205, the Milwaukie Expressway, and OR 212/224 for future development as a regional commercial center, an employment/ Industrial uses along OR 212/224 near the Clackamas River October 2008 Supplemental Draft Environmental Impact Statement Chapter 1 – Purpose and Need [ 3 ] manufacturing center, and one of the largest truck distribution centers in the region. Constructed in the 1970s to serve the planned land uses, I-205 and the Milwaukie Expressway are two key transportation corridors serving this area of Clackamas County. I-205 is one of the most heavily traveled portions of the state highway system and is a major truck route for the region. Milwaukie Expressway (OR 224) is a four- lane expressway that links OR 99E in Milwaukie to I-205 south of the Clackamas Regional Center. OR 224 then joins I-205 and is coincident with I-205 until it travels east from the Clackamas Interchange as OR 212/224. At the Rock Creek Junction, OR 224 turns south to Carver and then travels through rural Clackamas County to Estacada. OR 212 continues east. These highways are the transportation and freight backbone of the regional transportation system in the southeastern portion of the metropolitan area. In the late 1990s, two small expansions of the Metro UGB to the northeast of the proposed Sunrise Project and a major expansion in 2002 of 12,000 acres in the Damascus/ Boring area further increased the demand for transportation facilities in this area. The Problem in Detail As stated at the beginning of this chapter, the problem with the functioning of OR 212/224 has three components: congestion, safety, and traffic flow. Evidence of the severity of the problem components and their existing and future potential impacts are described in more detail in the following paragraphs. Congestion Transportation professionals have established various operating standards for measuring traffic congestion and roadway capacity. Each standard is associated with a particular level of service (LOS). The LOS concept considers factors such as travel speed, delay, frequency of interruptions in traffic flow, relative freedom for traffic maneuvers, driving comfort, convenience, and operating cost. Six standards have been established, ranging from LOS A (where traffic is relatively free flowing) to LOS F (where the street system is totally saturated with traffic and movement is very difficult). In 2004, LOS at 20 intersections along the Milwaukie Expressway, OR 212/224, and the I-205 ramps were measured during the period between 4:30 and 5:30 PM. Six of those intersections were operating at LOS E and two at LOS F. By 2030, 18 of 20 intersections are predicted to be operating at LOS F for the same period of day.12 The quality of travel on major roadways follows a predictable weekday cycle building toward, enduring, and recovering from system failure. In the morning, travel that generally flows freely at 6:00 AM changes with increased traffic volumes to isolated system breakdowns by 6:30 AM. This, in turn, triggers a rapid system response in the form of congestion and delay from 7:00 to 9:00 AM Recovery begins between 8:30 and 9:00 AM, offering fairly reliable midday travel until the afternoon/evening peak congestion cycle begins around 3:30 and lasts until 5:30 PM Several segments of the OR 212/224 corridor in the study area operate under congested stop-and-go travel for approximately four hours per day. The corridor serves from 16,000 vehicles per day (vpd) east of Rock Creek to nearly 60,000 vpd 12 Forecasted congestion is documented in detail in the Transportation Technical Report, for both existing and future conditions. North side of OR 212/224 looking west October 2008 Supplemental Draft Environmental Impact Statement Chapter 1 – Purpose and Need [ 4 ] near SE 82nd Drive. Congestion is most severe where volumes are highest. In addition, other parts of the road network in the project vicinity are reaching or exceeding capacity. Northbound and southbound traffic on I-205 between SE 82nd Avenue and OR 212/224 must slow down in order to “weave” across lanes to reach the right exit lane, thereby bunching up traffic and creating long queues in all travel lanes when minor incidents occur. By 2015, this section of I-205 will exceed its design capacity, and the length, duration, and frequency of these stop- and-go movements will continue to grow if no action is taken. Safety ODOT recorded 560 crashes between 1998 and 2002 along OR 212/224 from I-205 to Rock Creek Junction, a rate that ranks in the top 10 percent of Oregon state highways for vehicle crashes. The high crash rate is primarily attributed to severe congestion and roadway deficiencies. Over 40 percent of crashes involved injuries, including two fatalities. Beyond the obvious human health impact, each crash involves an interruption in transportation system reliability to respond to and clear the crash scene and get traffic moving again. Over 80 percent of crashes involved a turning or rear-end maneuver consistent with high-volume, multi-lane, signalized roadways. The only intersection with a notably high crash rate is SE 82nd Drive at OR 212/224.13 Bicycle facilities in the study area are generally rated from “fair” to “good” in terms of condition and availability. Notable exceptions occur along McKinley Avenue, Mather Road, Jennifer Street, and SE 82nd Drive due to difficult intersection navigation, incomplete or narrow bike lanes, or some combination of the two. Pedestrian facilities also generally rate from “fair” to “good.” Poor ratings are due to difficult intersections, incomplete sidewalk segments, sidewalks on alternating sides of the street, or a combination 13 Section 5.6 of the Transportation Technical Report documents the safety research for this SDEIS. of effects along Hubbard Road, SE 135th Avenue, Jennifer Street, Mather Road, and Webster Road. Traffic Flow Business representatives and commuters participating in the public outreach efforts have expressed frustration with the unpredictability of travel times and conditions within the corridor. Drivers claim that travel times vary widely, causing interruption of freight movement and dispatch times. For example, travel times for commuters along westbound OR 212/224 between the Fred Meyer Distribution Center and I-205 during peak periods can take 3 minutes on a good day and over 15 minutes on a bad day.14 Many factors probably contribute to reduced reliability: the high volume of traffic, the high proportion of large trucks, steep grades near I-205 and Rock Creek Junction that slow large trucks, an imbalance in the use of available travel lanes based on specific origins and destinations of drivers, and the presence of signalized intersections. Projected Demand for an Expanded Transportation System While the region as a whole is expected to accommodate approximately 50 percent more households and nearly 70 percent more new jobs between 2005 and 2030, the proposed Sunrise Project would serve an area that is expected to accommodate almost double the number of households and jobs in the same time period. The transportation study area is forecasted to grow from 16,000 to 32,000 households and from 48,000 to 89,000 jobs. Damascus is forecasted to undergo the largest growth of any of the districts that make up the Sunrise Project area, with a greater than 600 percent increase in households and a 1,700 percent increase in employment.15 14 See Chapter 5 of the Transportation Technical Report, sections 5.5 and 5.6, for a discussion of existing conditions on selected roadways. 15 See Figures 6-6 and 6-7 of the Transportation Technical Report. October 2008 Supplemental Draft Environmental Impact Statement Chapter 1 – Purpose and Need [ 5 ] As an example of near-term growth, a large parcel of land in the Rock Creek Industrial Area of Happy Valley is being considered for development of a large medical care complex with the potential to create 6,000 jobs by 2030 (as estimated by the health care provider). The Clackamas Industrial Area is also expected to add a substantial number of new jobs. This growth drives a strong demand for east-west travel and connection to the surrounding regional transportation system—principally including I-205, SE 82nd Avenue, Milwaukie Expressway, and OR 212/224. Additionally, parallel roadways, such as Sunnyside Road, Sunnybrook Road, and Jennifer Street, are not intended to accommodate the amount of traffic and generally long-distance nature of trips created by future growth. Because those parallel roads are fully built out per the adopted regional plan, a new facility is needed. Public and Agency Involvement The Federal Highway Administration (FHWA) is the lead federal agency and ODOT is acting as an agent for FHWA in preparing the document. ODOT and Clackamas County are the two main public agencies managing the project. At the beginning of the project in 2004, a Project Management Team was formed to include staff from Clackamas County, Metro, ODOT, FHWA, and the technical team. The Project Management Team meets approximately once a month. A stakeholder Project Advisory Committee was also formed. It comprises 18 representatives of neighborhoods and Citizen Participation Organizations, businesses and business groups, the cities of Happy Valley and Damascus, TriMet, Metro, environmental groups, service providers such as the Clackamas County Fire District and Water Environment Services, the Army National Guard Camp Withycombe, and FHWA (as a non- voting, advisory member). The Project Advisory Committee reviews the work completed by the Project Management Team and provides input on key decision milestones. The Project Advisory Committee met ten times between August 2004 and June 2006. Their next task will be to review the SDEIS and forward their comments to the Policy Review Committee. The Policy Review Committee is made up of senior representatives of each of the four partner agencies (Clackamas County, ODOT, Metro, and FHWA [as a non-voting, advisory member]) and elected officials from affected cities and Clackamas County. The Policy Review Committee has participated in the development of evaluation criteria for the alternatives, considered public comments, and considered Project Advisory Committee recommendations. The Policy Review Committee’s final task will be to recommend a Preferred Alternative to the official decision-making bodies: the Board of County Commissioners for Clackamas County, Metro, Damascus City Council, Happy Valley City Council, ODOT, and the FHWA. (See Appendix A for a list of the committee memberships.) Public Involvement before 2004 Prior to 2004, public and agency involvement started with the first work conducted in connection with the Sunrise Corridor project in the late 1980s and early 1990s. For more information on the public involvement program prior to 2004, contact ODOT at the address provided at the beginning of this document. Public Involvement Activities since 2004 The Project Advisory Committee, composed of citizens representing neighborhoods, business and civic advocacy groups, emergency services, and other stakeholder agencies throughout the corridor area, is the central focus of the public involvement effort. (See Appendix A for a list of the membership.) Its meetings are open to the public, and an average of 30 people regularly attend its meetings. Public involvement efforts for the proposed Sunrise Project SDEIS began in 2004. In addition, public forums have been held for determining the scope of the SDEIS, developing alternatives, and October 2008 Supplemental Draft Environmental Impact Statement Chapter 1 – Purpose and Need [ 6 ] reviewing the range of alternatives. In June 2004, more than 100 people attended the first public open house for the proposed Sunrise Project. Over 100 people also attended the two-day design workshop held in December 2004. An open house to review the range of alternatives was held in October 2005 and attracted nearly 200 people. Combined, the public meetings have involved hundreds of area stakeholders. Focused community meetings have been held in the Lawnfield area at the west end of the project, at the east end of the project, as well as specifically around each of the potential interchange areas. An open house held in September 2006 at Sunnyside Community Church drew 200 attendees. Four newsletters and two postcards have been distributed to a project mailing list. The original list had approximately 5,000 addresses in 2004 and has grown to more than 9,000 addresses in 2008. The project public involvement program distributes public information and meeting invitations via site addresses as well as tax record addresses to ensure that people and businesses in the area receive information. Distributing flyers door-to-door has also been selectively used to share project information. Project presentations at over 15 community meetings have occurred, including at the North Clackamas, Sunnyside United Neighbors, and other Clackamas Citizens’ Participation Organizations, Clackamas County Community Action Board, and the Rotary. The Project Management Team regularly presents at Clackamas County Board of County Commissioners’ meetings, regional Joint Policy Advisory Committee Transportation meetings, and other standing groups that are open to the public. In addition, the project has been featured in The Oregonian, Clackamas Review, Damascus Observer, Daily Journal of Commerce, and Portland Business Journal. A website and e-mail distribution lists have kept neighbors and stakeholders informed electronically. Public outreach for environmental justice The Environmental Baseline Report for the Sunrise Project identified potential environmental justice populations prior to the development of project alternatives. This information was used to develop alternatives that avoided areas with potential environmental justice (EJ) populations to the greatest extent practicable. This preliminary assessment of the location of environmental justice populations was based on the 2000 U.S. Census tract information, county assessor records, and Housing Authority data on the location of Section 8 housing units. This analysis was refined during the analysis of the socioeconomic conditions (see Socioeconomics Technical Report). Generally the impacts of the proposed Sunrise Project are similar for the population of the study area and for the environmental justice populations that are located in that study area. There are two clusters of housing that will be relocated by build alternatives which appear to be populated by low-income persons. One of these clusters is in the Old Clackamas area. Several residents in this area have attended the open houses at Clackamas Elementary School. The other cluster is a small mobile home park just to the east of 152nd Avenue. Since individual household income information is unknown for residents of the area’s many manufactured home communities, the county has and will continue to provide opportunities for manufactured home park residents to get information and provide input on the project, since displacement issues are more complex for manufactured home owners. Early in the project, county staff met with or offered to meet with the manufactured home park managers during stakeholder interviews. County staff met with three managers and collected some issues and concerns about the manufactured home parks. Multiple times during the project, county staff distributed project flyers and meeting invitations door-to-door within manufactured home parks. Small group meetings at the individual manufactured home communities should be held October 2008 Supplemental Draft Environmental Impact Statement Chapter 1 – Purpose and Need [ 7 ] The goals and objectives are generated from issues raised by the project development team, advisory groups, and the public. They can be conflicting and the project alternatives may not meet all of them. just prior to or upon release of this SDEIS document. There is only one census tract with a high percentage of minority residents, which is predominantly Asian American, Hawaiians and Pacific Islanders, and mixed race individuals. However, this census tract is also higher income. The county has no information indicating that there are language barriers for this census tract. Given the age of the data from the 2000 U.S. Census, the project will be flexible if translation or interpretation service needs become known during public outreach efforts. At the beginning of the project, a committee seat was specifically designated to help the project consider EJ issues and concerns during scoping and alternatives development and later selection of a preferred alternative. Additional outreach will be conducted to communicate impacts of special importance to EJ and potential EJ populations. Until specific impacts were known, it has been difficult to communicate impacts. With the release of the SDEIS document, additional door- to-door outreach and small group meetings, where applicable, should be completed in areas identified by potential impacts. Some of these residential or business areas may have EJ issues. As potential project benefits and adverse impacts are shared, the project will strive to keep information accessible and understandable. Because no specific EJ populations have been identified, the project has shared project information with the Housing Authority and given updates to the Clackamas County Community Action Board, a group that advises on programs and services for low-income persons. The project team should continue to work with agency providers to gather issues and find opportunities to share information with any EJ populations that may be scattered within the project area. Targeted outreach to convey potential impacts With the release of the SDEIS document, additional door-to-door outreach and small group meetings, where applicable, should be completed in areas identified by potential impacts. This will help the public to better prepare for sharing their concerns during the public comment period for the SDEIS. From January 2008 to April 2008, a large group meeting and five small group meetings were held with neighbors in the Bluff Drive, Hubbard Terrace/Myra Lane, and Diamond Drive/ Diamond Court areas. The purpose of the meetings was to brief neighbors on the proposed Sunrise Project, discuss potential noise impacts related to the build alternatives, discuss the mitigation that had been examined, and discuss other “outside the box” ideas for mitigation. Approximately 50 people attended the large group meeting in January, and 31 neighbors attended the small group meetings. The noise increases for the homes in this area directly above the proposed Sunrise project alignment range from about 8 to 20 dBA, depending on the location of the home. Because of the topography of the area and the relation of the homes to the project alignment, ODOT and the County are finding it difficult to find a solution that would cost-effectively mitigate noise. The meetings helped to convey these issues and initiate discussion with neighbors about other types of mitigation that might exist outside of traditional measures prior to the release of the SDEIS. Other issues and potential impacts, such as access and displacement, are being shared with stakeholders on a property-by-property basis prior to and upon the release of the SDEIS. October 2008 Supplemental Draft Environmental Impact Statement Chapter 1 – Purpose and Need [ 8 ] How People Can Make their Views Known to the Decision- Makers An important element of the National Environmental Policy Act (NEPA) is the opportunity for citizens and other agencies to review and comment on proposals. Such comments help the process by clarifying information, identifying missing information, or suggesting ideas for different or additional mitigation. The SDEIS document is available online at www.sunrise-project.org. This SDEIS has been distributed to public agencies, tribes, other interested parties, and the public at large. The public comment period for the proposed Sunrise Project, I-205 to Rock Creek Junction SDEIS, extends 45 days from its release. Comments will be shared with the consensus committees for this project and decision-makers and will become part of the public record. Written comments can be submitted online at the website (see previous paragraph) or sent to the ODOT Environmental Project Manager for the project at the following addresses: • Emily Moshofsky, ODOT, 123 NW Flanders Street, Portland OR 97209 • emily.a.moshofsky@odot.state.or.us • Emily Moshofsky, ODOT fax number: 503-731-8259 Oral comments will only be accepted and recorded at the public hearings, which are scheduled on the dates noted on the SDEIS cover sticker. All comments on the SDEIS will be collected and distributed to and reviewed by the Project Management Team and technical team. Depending on the volume of comments received, individual comments may not be responded to, but will be grouped with similar comments and addressed in the FEIS. October 2008 Supplemental Draft Environmental Impact Statement Chapter 2 – Alternatives and Alternatives Development [ 9 ] CHAPTER 2. ALTERNATIVES AND ALTERNATIVES DEVELOPMENT Alternative Solutions How a Range of Alternatives Was Developed Alternatives were developed in a collaborative, step-by-step process involving the affected communities, regulatory agencies, jurisdictional stakeholders, and the public. Developing alternatives began with defining the project purpose and need, and identifying goals and objectives. The goals and objectives are listed in detail in Table 4 (p. ES-30). The environmental constraints and opportunities came from the 2004 Environmental Baseline Report, which provided a current inventory of environmental conditions in the corridor. The Project Advisory Committee assisted the Project Management Team in developing screening criteria. The screening criteria were developed to screen the many alternatives and ideas received at the public workshops held during the alternatives development process. The criteria were not rated but were used as discussion points with the project teams and the Public Advisory Committee in winnowing down or combining alternatives toward a recommended range of alternatives. (Evaluation criteria were later developed to provide metrics for comparatively evaluating the range of alternatives in the SDEIS.) Below is a list of the screening criteria. The alternatives were measured against the screening criteria to determine which ones should be carried forward for further refinement. Screening Criteria for Goal 1: Transportation/Operations 1. Optimize performance of regional transportation system. 2. Provide additional vehicular capacity for regional travel at least equivalent to a four- lane, limited access highway between I-205 and Rock Creek Junction as indicated by the 1998 Sunrise Major Investment Study conclusion and the 2000 RTP amendment. 3. Provide connectivity and access for bicycles and pedestrians along any new highway facility as well as improve the connectivity of the I-205 multi-use path. 4. Provide flexibility for high capacity transit (HCT) within or in association with any new regional highway facility. 16 5. The projected service levels of new intersections and interchange movements should be in balance with the projected operational levels of connecting roadway facilities. 6. Provide appropriate access for emergency vehicles in any new highway improvements. 7. Provide a facility that addresses the goals and policies of the Oregon Highway Plan, including mobility standards, access 16 Subsequent to developing this evaluation measure, the regional public transit agency, TriMet, concluded that the appropriate corridor for HCT would be Sunnyside Road to the north. North from project alignment at west end of Camp Withycombe October 2008 Supplemental Draft Environmental Impact Statement Chapter 2 – Alternatives and Alternatives Development [ 10 ] management, and rail and highway compatibility. 8. Improve travel safety on state highways and associated interchanges/intersections within the corridor. 9. Provide a cost-effective solution. Screening Criteria for Goal 2: Industrial and Commercial Vitality 1. Improve the efficiency and safety of truck access to the interstate and regional highway system for freight distribution centers in the corridor. 2. Maintain or improve local circulation needs of affected industrial uses. 3. Minimize construction impacts to local businesses. 4. Provide I-205 access for the Lawnfield business area at least as direct as shown in the adopted 1996 interchange design and endorsed by the Lawnfield Area Business Organization group in 1996. 5. Minimize displacements of businesses and retain as much viable industrial land as possible. Screening Criteria for Goal 3: Community Livability 1. Provide connectivity to the regional highway system for the residential collector and minor arterial streets of 135th, 142nd, and 152nd Avenues. 2. Provide local roadway connectivity. 3. Minimize residential displacements. 4. Minimize, where practicable, project-related noise impacts to established residential uses. 5. Minimize, where practicable, project-related visual impacts. 6. Avoid disproportionate adverse impacts on low-income and minority communities. 7. Avoid dividing established residential areas. Screening Criteria for Goal 4: Natural and Cultural Resources 1. Avoid impacting as much as practicable the existing terrestrial and riparian wildlife corridors. 2. Consider opportunities for enhancing terrestrial and aquatic corridors and habitat in the project area. 3. Protect streams/mitigate impacts to riparian areas. 4. Avoid/minimize/mitigate impacts to protected wetlands. 5. Protect habitat/mitigate impacts to T&E species. 6. Protect ground and surface water quality. 7. Avoid impacting National Register eligible historic sites in the project corridor. 8. Avoid/minimize/mitigate impacts to known archaeological sites. 9. Minimize impacts to air quality. Alternatives Considered but Dismissed The Project Management Team hosted a two-day public design workshop in December 2004 to work on evaluating or developing alternatives for the full length of the project area as well as options for specific locations or features. Twenty- one alternatives were identified and screened: 19 build alternatives, one no build alternative, and one Transit/ Transportation Demand Management (TDM)/Transportation System Management (TSM) alternative (see Table 5, p. 11). Five of the 21 alternatives had been originally developed but were eliminated during the 1993 DEIS. Those five were re-evaluated in terms of the screening criteria for this SDEIS. October 2008 Supplemental Draft Environmental Impact Statement Chapter 2 – Alternatives and Alternatives Development [ 11 ] Table 5. Summary of Alternatives Considered Alternatives Recommend Forward to SDEIS 1 No Build (includes planned street/highway improvements in Financially Constrained RTP, as well as TDM/TSM/Transit elements) Yes Alternatives Eliminated in 1993 DEIS and Revisited in Current SDEIS 2 Widen Existing OR 212/224 No 3 Alignment across Mount Talbert No 4 More Westerly Crossing of Camp Withycombe No 5 Enhanced Transit/TSM/TDM [Elements of each would be included in final alternative.] No Alternatives Considered in Current SDEIS: New 6-lane Highway I-205 Interchange Area 6 1996 Design (Modified) No 7 New Design Yes Lawnfield Area 8 1996 Design (Modified) Yes 9 Maintain Lawnfield Road Area Access No 10 SE 98th Avenue/Sunnybrook Connection Yes Midpoint Area 11 1996 Split Interchange Yes 12 Single Interchange Yes 13 Half Interchange No 14 No Mid-Point Interchange Yes SE 135th Avenue to Rock Creek Junction Area 15 Follow Tree-line Alignment Yes 16 Central Alignment Yes 17 Move Existing OR 212 to the North No 18 Southern Alignment No 19 On Top of Bluff Alignment No East End Area 20 Alignment through Knoll Yes 21 Alignment North of Knoll Yes In addition, new alternatives were developed either by the technical team or through the public design workshop. The alternatives were reviewed in light of the screening criteria to determine which ones should be carried forward for further refinement. The following is a brief description of and rationale for alternatives and options (old and new) considered but not recommended for further design or study. Alternatives Proposed in 1993 DEIS Four conceptual design alignments proposed in the 1993 DEIS were re-evaluated for the current SDEIS and not advanced for further consideration. These alternatives were dismissed primarily because they did not meet the purpose and need of the proposed Sunrise Project (p. 1), or conflicted with the project’s goals and objectives as reflected in the screening criteria. October 2008 Supplemental Draft Environmental Impact Statement Chapter 2 – Alternatives and Alternatives Development [ 12 ] The principal factors why each design concept did not meet the project screening criteria are noted below. 1. Widen or double-deck existing OR 212/224 Existing OR 212/224 currently functions primarily as an arterial, rather than a highway, due to the high number of driveway accesses and intersecting streets prevalent along this facility. Arterial roads have about half the capacity of an access-controlled highway. Accommodating forecasted 2030 traffic volumes and providing for all of the necessary local commercial and industrial traffic movements at multiple at-grade intersections on this highway would require either expansion of the existing 5-lane highway to approximately 14 lanes, or construction of a double-decked highway over OR 212/224. Significant revisions to the existing Clackamas Highway Interchange would be required to accommodate both alternatives on OR 212/224. Either highway design would create significant business displacements, and access issues, along OR 212/224 and the adjacent Clackamas Industrial Area, as well as create adverse visual and noise impacts. Although the widening of OR 212/224 alternative would require a larger footprint throughout the corridor than the double-decked highway alternative, construction of a midpoint interchange as part of the double- decked alternative would require significant right-of-way acquisition in the mid-section of the corridor in order to provide adequate ramp connections from elevated highway double-deck to ground-level businesses. Both alternatives would impact approximately 350 properties (access and displacements) and 243 acres for right-of-way. Approximately 285 business properties would be impacted, of which about half would result in business displacements. Approximately 180 residential units would also be impacted. The historic Frank A. Haberlach House (13002 SE OR 212/224) would be displaced under both of these alternatives, with minor impacts to the nearby historic Silverthread Kraut and Pickle Works Building. This alignment would still impact a portion of the Clackamas Elementary School recreation field (de minimis), but avoid impacting Camp Withycombe. The widening of OR 212/224 is estimated to cost approximately $760 to $820 million to construct (2013). The double-deck alternative is estimated to cost approximately $1.3 to $1.5 billion to construct (2013). This alternative did not meet the project’s purpose and need and conflicted with a number of its goals and objectives intended to support the viability of the Clackamas area for industrial uses and to avoid impacting historic properties. 2. Alignment across Mount Talbert This alignment presents numerous topographic and neighborhood constraints. It would require excavating up to 130 feet along a historically unstable slope. The resulting roadway would have long, steep grades at each end, causing lower travel speeds, difficulties for truck usage, and higher maintenance costs due to more frequent sanding for icy conditions. This alignment was initially considered as one means of minimizing impacts to commercial/industrial properties north of the Clackamas Highway (OR 212/224). However, while this area was largely undeveloped in the early 1990s, by 2004 it had developed into the Sunnyside community with hundreds of new residences. It is estimated that up to 577 properties would be impacted by this alignment, including approximately 727 residential units and 238 businesses. There would also likely be de minimis impacts to the recreation fields of two schools in the Sunnyside neighborhood: Clackamas High School, and Clackamas Elementary School. The crossing of Mount Talbert by the Sunrise Project would impact a portion of this 183 acres greenspace/ habitat area, the largest undeveloped butte in northern Clackamas County, and sever critical wildlife corridors connecting Mount Talbert, Camp Withycombe/ODOT forested slope parcel, and Rock Creek habitats. This alignment would still impact a portion of the KEX Towers site, but avoid impacting Camp Withycombe. It is estimated to cost approximately $1.0 to $1.1 billion to construct (2013). This alignment conflicts with goals and objectives dealing with October 2008 Supplemental Draft Environmental Impact Statement Chapter 2 – Alternatives and Alternatives Development [ 13 ] minimizing impacts to wildlife habitat and its connectivity, visual and noise impacts, neighborhood cohesion, and residential displacement. 3. More westerly crossing of Camp Withycombe A crossing of Camp Withycombe beginning farther to the west than the proposed build alternatives (Alternatives 2 and 3) presents design difficulties in connecting to the Sunrise/Milwaukie/I-205 interchange. A more westerly crossing would follow a route along the west side of the UPRR tracks at a highly-skewed angle, and then traverse the northern portion of Camp Withycombe before matching up at the eastern border of the camp to the proposed alignments for the two build alternatives. Although not directly impacting any other structures within Camp Withycombe than the firing range facilities impacted in the proposed build alternatives, the Oregon Military Department has stated that this more westerly alignment would require additional right-of-way acquisition from the camp’s already limited (77+ acres) base property needed for base redevelopment and further reduce their base perimeter security buffer. Problems with the western route include the cost and complexity of the crossing over the railroad; the need for relatively high (35 to 40 feet) and costly retaining walls along the section that parallels the railroad; substandard design speeds for two major curves; and the complexity of the I-205 interchange resulting from the approach angle of the Sunrise and I-205 alignments. It is estimated to cost approximately $1.2 to $1.3 billion to construct (2013). This alternative would not meet the project’s purpose and need due to substandard design speed, poor angle of approach to the I-205 interchange, and substandard curves. 4. Alignment south of Camp Withycombe This alignment alternative would completely avoid any impacts to Camp Withycombe by traversing to the south of the camp and then east along Jennifer Road, parallel and south of OR 212/224, before resuming the proposed alignments (Alternatives 2 and 3) near SE 142nd Avenue. However, this alignment alternative does not adequately meet the project’s purpose and need to address congestion and safety conditions in the OR 212/224 corridor between its interchange with I-205 and Rock Creek Junction and to serve growing demand for access to the state highway system. By connecting to the state highway system (I-205) south of the OR 212/224 corridor at the Gladstone Interchange, it provides limited benefit to relief of the OR 212/224 corridor and connections to Milwaukie Expressway and I-205 northbound. This more southerly alignment along lower 82nd Drive and Jennifer Road would impact numerous businesses and residences located along these roadways traversing the southern portion of the Clackamas Industrial Area. A large grouping of three lower-income manufactured home parks (440 units) to the south of OR 212/224, between SE 135th and SE 142nd Avenues, and a 30-unit home park near SE 152nd Avenue would also be adversely impacted by this alignment alternative, with approximately 90 units displaced. It is estimated that up to 300 properties (access and displacements) would be impacted by this alignment, including approximately 210 residential units and 55 to 60 businesses. While not requiring as expansive an interchange on I-205 as under the two build alternatives, to accommodate connections to/from the proposed Sunrise Project/I-205/Milwaukie Expressway/82nd Avenue (OR 2123N), this longer alignment is estimated to cost $1.1 to $1.2 billion to construct (2013). Alternatives from the Public Design Workshops Six alternatives developed at the workshops were not recommended for study in the SDEIS based on the ratings generated by applying the screening criteria. The main reasons for their low ratings are described for each alternative below. October 2008 Supplemental Draft Environmental Impact Statement Chapter 2 – Alternatives and Alternatives Development [ 14 ] 1. 1996 Design (Modified) for the I-205 Interchange Area This 1996 design concept was reviewed and modified in 2004 to assess whether it could accommodate the projected higher 2030 traffic volumes. It did not accommodate traffic movements as well, or as safely, as the new design put forward under Alternatives 2 and 3. 2. Maintain Lawnfield Road area access This alternative would maintain access to the Lawnfield Business Area via Lawnfield Road and an at-grade rail crossing at the Union Pacific Railroad main line. State statutes direct ODOT to eliminate at-grade railroad crossings wherever possible and particularly along designated High Speed Passenger Rail corridors, which includes the Union Pacific Railroad main line through the project area. If the grade crossing were separated at the Union Pacific Railroad main line crossing, this design option would add more vertical height to the adjacent interchange and add unreasonable costs and complexity to the design of the interchange. Further study indicated that local circulation improvements in the Lawnfield Business Area proposed under Alternatives 2 and 3, including construction of a grade-separated crossing of the Union Pacific Railroad main line at Tolbert Street or an extension of SE 98th Avenue to Sunnybrook Road, would provide acceptable access from the Lawnfield Business Area to the regional highway system with lower costs and complexity. 3. Half Interchange at the Midpoint area Half interchanges are inconsistent with ODOT policies on access and highway standards because they tend to create motorist confusion and unsafe driving conditions. In addition, alternative would provide access to the regional highway system to/from the Clackamas Industrial Area in only one direction. 4. Move Existing OR 212/224 to the North from SE 135 th Avenue to the Rock Creek Junction Area This alternative would have potentially adverse impacts to the Rock Creek riparian area, particularly the lower segment of Rock Creek designated as Essential Salmonid Habitat. The crossing approach for the new facility of Rock Creek in this area would be at an angle, instead of perpendicular, requiring a larger structure and footings in this sensitive section of the creek. It also would displace a moderate number of businesses and create adverse impacts to remaining businesses currently oriented to the existing OR 212/224 by requiring reconnection of driveways to a new alignment. 5. Southern Alignment from SE 135 th Avenue to the Rock Creek Junction Area This alternative would have similarly adverse impacts to the Rock Creek riparian area as the previous option, with visual impacts to residential areas to the south and east. The interchange design and connections to/from existing OR 212 and 224 would be difficult and extremely costly. 6. Top of the Bluff Alignment from SE 135 th Avenue to the Rock Creek Junction Area This alternative would have similarly adverse impacts to the Rock Creek riparian area as the previous two options with a crossing higher upstream, and it would have potentially adverse impacts to the passage of wildlife in the Rock Creek riparian reaches and east-west corridor. In addition, it would divide an established residential area, create higher noise levels, and cause more adverse visual impacts to residential areas. Alternatives Carried Forward After ten of the alignments or design alternatives were eliminated, 11 were selected to be carried forward for evaluation in the SDEIS (see Table 5, p. 11). These 11 alternatives were refined into the three alternatives and the six design options considered in this SDEIS as potential ways of meeting the purpose and need for the proposed Sunrise Project. October 2008 Supplemental Draft Environmental Impact Statement Chapter 2 – Alternatives and Alternatives Development [ 15 ] Alternatives Three alternatives are under consideration. Alternative 1–No Build is required by NEPA, ODOT, and FHWA guidelines. Alternatives 2 and 3 would incorporate the construction of a new multi-lane, limited-access highway north of and parallel to the existing OR 212/224 between I-205 and Rock Creek Junction. Alternative 1 – No Build The conventional FHWA definition of a no build condition for a transportation project is the ongoing maintenance of existing facilities plus the addition of planned transportation project improvements that are already funded and programmed for implementation as described in the Financially Constrained Project List of the Metro RTP (see Figure 3, Alternative 1–No Build, p. ES-7). The planned transportation project improvements are assumed to have independent utility and are part of the regional transportation modeling assumptions that are used to evaluate the SDEIS No Build and the SDEIS build alternatives. The impacts of each project will need to be analyzed independently when a project undergoes detailed analysis, and as such this analysis is not undertaken as part of the SDEIS evaluation. In the case of the proposed Sunrise Project, some deviation from this convention was necessary to develop a more accurate No Build alternative that would reflect anticipated future conditions that would result from recent UGB expansions and assumed additional UGB expansions. The proposed Sunrise Project is intended to serve two large areas of planned future urbanization—the Damascus/Boring UGB expansion area and the Metro-identified “provisional urban expansion area” south of the Clackamas River. When the work on this SDEIS began, the existing 2025 RTP did not include all the roads necessary to serve those areas and the planning horizon for the proposed Sunrise Project is 2030, not 2025. For those reasons, the project team assumed that some additional roads would be built, even if they were not then planned in the RTP. Otherwise, the regional transportation model would show an unrealistic amount of traffic on the proposed Sunrise Project in the expansion areas. To correct for this issue, the project team created a list of reasonably foreseeable improvements that would likely be in place by 2030. Subsequent to the analysis on this SDEIS, Metro adopted an updated RTP in 2008 with a 2035 Financially Constrained Project List which includes all of the assumed major road facilities in the Damascus/Boring UGB expansion area. The cities of Happy Valley and Damascus are currently developing comprehensive land use plans and transportation system plans for the area included in this addition to the regional UGB. The “provisional urban expansion area” south of the Clackamas River area is still outside of the UGB, and as such the Metro RTP 2035 Financially Constrained Project List does not contain the assumed projects in this area. Consultations with local jurisdictions in the corridor, as well as the professional engineering judgment of agency and consultant staff, were utilized to estimate needed transportation improvements, pending completion of local land use and transportation planning efforts. The projects include: • Gronlund Road (5 lanes/35 mph); • Bradley Road (3 lanes/35 mph); • Forsythe Road (5 lanes/35 mph); • Holcomb Boulevard (3 lanes/35 mph); • Clackamas River Drive (3 lanes/35 mph); • OR 213 (south of I-205) (4 lanes); and • A new crossing of the Clackamas River connecting the I-205/Gladstone interchange with Clackamas River Drive (5 lane/35 mph). In addition to the projects south of the Clackamas river area, a project that is not currently in the 2035 RTP is: • Create a climbing lane on OR 212 between Rock Creek Junction and SE 172nd Avenue. October 2008 Supplemental Draft Environmental Impact Statement Chapter 2 – Alternatives and Alternatives Development [ 16 ] In addition to normal maintenance of the existing OR 212/224, several programmed larger transportation projects in the project vicinity are assumed to be included. Following are those larger, programmed projects with the years of construction in parentheses as updated in the recent Metro RTP 2035 Financially Constrained Project List: • Widen SE 82nd Drive, from existing three lanes to five lanes between Lawnfield Road and OR 212/224 (2026-2035). • Improve existing two-lane OR 212 connection to Mather Road via SE 102nd Avenue, Clackamas Road, and Industrial Way for improved truck access, with better intersection/roadbed conditions for trucks turning ,and wider shoulders (2008-2017). • Construct a new, four- and five-lane arterial, extending north and east from Rock Creek Junction Interchange to connect to SE 162nd and SE 172nd Avenues (partial construction in 2008 – completed 2020). • Construct the Sunnybrook West Extension, a three-lane facility extending from 82nd Avenue (OR 213N) to Harmony Road near Fuller Road (2008-2017). • Widen SE 172nd Avenue from existing two lanes to four and five lanes between Foster Road and OR 212 (Phase 1, OR 212 to Sunnyside Road – 20082009; Phase 2, Sunnyside Road to Foster Road – 2017). • Widen OR 224 from existing two lanes to five lanes between Rock Creek Junction and Carver Bridge (2018). • Replace existing two-lane Carver Bridge and widen to five lanes (Phase 1 – replace two lane bridge – 2010; Phase 2 – widen bridge to five lanes – 2025). Alternative 1 would implement the planned bicycle and pedestrian improvements, as shown on Figure 4 (p. ES-8). Higher levels of TDM and TSM are assumed as part of Alternative 1 and the build alternatives. Transit improvements included under Alternative 1–No Build are limited to those identified in Metro’s 2035 RTP and include primarily modest increases in service hours. These assumed transit improvements include the following: • I-205 LRT to Clackamas Regional Center in 2009; • Frequent Bus: Line 31 - Milwaukie to Clackamas Regional Center via OR 224; • Frequent Bus: Line 31 - Clackamas Regional Center to 152nd Avenue via OR 212/224; and • Frequent Bus: Line 79 - Clackamas Town Center to Oregon City via Webster Road and 82nd Drive. In order to incorporate the baseline information of the TSM/TDM, the Sunrise Project build alternatives assumed all of the transit improvements assumed by Alternative 1 and adds two additional transit improvements: • A new local transit service from Happy Valley to the Springwater Area via Butler Road; and • New express bus service on the Sunrise Project between the Clackamas Transit Center and Damascus Town Center. Alternative 2 – Limited-Access Highway with Midpoint Access The proposed highway alignment generally would be north of and parallel to the existing OR 212/224. The project begins with changes to the local road network in the area of SE Johnson Road and ends by tapering into OR 212 just east of SE 172nd Avenue (see Figure 5, Alternatives 2 and 3, p. ES-9). From I-205 to Rock Creek Junction (where OR 212/224 splits into OR 212 to the east and OR 224 to the south), the highway would have six lanes plus auxiliary lanes. Auxiliary lanes would be between: • Southbound I-205 on-ramp to Midpoint off- ramp; • Midpoint off-ramp to northbound I-205 off- ramp; October 2008 Supplemental Draft Environmental Impact Statement Chapter 2 – Alternatives and Alternatives Development [ 17 ] • Midpoint on-ramp to Rock Creek off-ramp; and • Rock Creek on-ramp to Midpoint off-ramp. East of Rock Creek Junction, the highway would narrow to six lanes with no auxiliary lanes until SE 172nd Avenue, where it would narrow to five lanes. This alternative is distinguished from Alternative 3 by a midpoint, (conventional) diamond interchange in the vicinity of SE 122nd Avenue, which would have on- and off-ramps connecting the highway to the existing OR 212/224 via SE 122nd Avenue. The purpose of the midpoint interchange is to meet the objective of ensuring access to OR 212/224 for businesses along that corridor. Travelers would use this connection to access OR 212/224 from either direction on the proposed Sunrise Project, and, conversely, residents and businesses in the area would use SE 122nd Avenue to go eastbound or westbound on the proposed Sunrise Project. At the Rock Creek Junction area, the proposed Sunrise Project would incorporate a folded diamond interchange aligned north of a prominent knoll. The connection between OR 224 and OR 212 would be reconfigured 1,300 feet south with a signalized T-intersection. The new access road would turn north and connect to the existing OR 212/224 at another signalized T-intersection. Figures 10 through 17 (p. 23 through p. 30) illustrate the connections that would be made via ramps and auxiliary lanes for all of the alternatives and design options. This alternative with a midpoint interchange can be modified with different roadway alignments and interchange designs, as discussed under the heading Design Options. Alternative 3 – Limited-Access Highway with No Midpoint Access In contrast to Alternative 2, this alternative would not have a midpoint interchange, resulting in no access to or from the proposed Sunrise Project between I-205 and Rock Creek Junction (see inset, Figure 5, p. ES-9). This alternative can be modified with different roadway alignments and interchange designs at Rock Creek Junction, as discussed in the Design Options section. Transit, Bikeway, and Pedestrian Improvements The two build alternatives would allow for new local transit service from Happy Valley to the Gresham area, more frequent service between Damascus and Gresham, more frequent service between Airport Way and Damascus, more frequent service on Sunnyside Road between Clackamas Regional Center and Damascus Town Center, and new express bus service along the proposed Sunrise Project between the Clackamas Transit Center and Damascus Town Center. Current regional plans identify Sunnyside Road as the primary east-west, high capacity transit route within the Sunrise Project. Alternatives 2 and 3 would improve the bicycle and pedestrian system. They would add multi-use path improvements with connections to the existing I-205 trail system, filling gaps in that system between SE 82nd Drive and SE Roots Road as well as between I-205 and the existing on- street facilities at SE 122nd Avenue. Figures 5 through 9 (p. ES-9 through p. ES-13) show the proposed multi-use path. Design Options Six design options are proposed as variations on certain aspects of the build alternatives. Each design option was developed to address different constraints or to avoid or minimize specific natural or built environmental impacts. Most of the design options can be substituted for a comparable segment alignment (such as Design Option C-2 or C-3 instead of Alternative 2 in that segment) and most are available under each build alternative. A more detailed description of each design option in relation to each build alternative follows. The options are depicted on figures that correspond to three geographic subareas October 2008 Supplemental Draft Environmental Impact Statement Chapter 2 – Alternatives and Alternatives Development [ 18 ] referred to in the Project Location and Study Area (text box, p. ES-1). Many design options were considered, but only a few were carried forward for study. The design options retain their original numbering system. The 15 technical reports used geographical areas designated Zones A, B, C, and D to reference the location of the design options, although the impact analysis within each technical report was not necessarily meant to be based on those zone boundaries. In the SDEIS, the narrative is intended to be less focused on the zone boundaries and more focused on features in the proposed Sunrise Project area. For reviewers of both the technical reports and the SDEIS, the I-205 Interchange area corresponds to Zone A, the Midpoint area corresponds to Zones B and C, and the Rock Creek Junction area corresponds to Zone D. Design Option A-2: Modified 1996 design Design Option A-2 is in the I-205 Interchange area and could be implemented with either build alternative. This design option would differ from Alternatives 2 and 3 by not extending Lawnfield to the north (see Figure 6, Comparison of Options for I-205 Interchange Area, p. ES-10) and replacing it with a smaller local connection to/from SE 82 nd Drive and the Lawnfield industrial area. The connection would be from SE Industrial Way over the Union Pacific Railroad tracks via SE Tolbert Street. This option was developed to address business community concerns about connectivity in the area. This design option is available under both build alternatives. It may be substituted for the North Lawnfield Extension. Design Option B-2: 1996 Split interchange (modified) Design Option B-2 is in the SE 122 nd Avenue area and is an option for Alternative 2 only, because Alternative 3 does not have an interchange in the Midpoint area. Design Option B-2 would have a modified split-diamond interchange involving both SE 122 nd Avenue and SE 130 th Avenue (see Figure 7, Comparison of Options for Midpoint Area, p. ES-11) instead of single diamond interchange only at SE 122 nd Avenue. Travelers on the proposed Sunrise Project would have two choices of exits, a feature that is intended to reduce potential congestion on OR 212/224 at the off- and on-ramps at the midpoint under Alternative 2. Design Option B-2 could be considered with Design Option A-2 and/or Design Option C-2. However, it would not be compatible with the design of the curves in Design Option C-3, so those two options could not be combined. Design Option C-2: Central alignment Design Option C-2 is located in the SE 135 th Avenue area and may be substituted for the comparable segment in Alternatives 2 and 3, and for Design Option C-3. Design Option C-2 would alter the road alignment in the vicinity of Rock Creek, moving it closer to the existing OR 212/224 alignment (see Figure 8, Comparison of Options for Midpoint Area [East End], p. ES- 12). Its purpose is to reduce impacts to the wildlife corridor by moving the alignment farther from the base of the bluff. Design Option C-3: Modified follow tree-line alignment Design Option C-3 would more closely follow the existing tree line to the north to reduce impacts to a residential development (see Figure 8, p. ES- 12). It may be substituted for the comparable segment in Alternatives 2 and 3, and for Design Option C-2. However, Design Option B-2 and Design Option C-3 are incompatible due to the curves in Design Option C-3. Design Option D-2: Alignment through knoll (folded diamond interchange) Design Option D-2 is in the Rock Creek Junction area and could be used with either build alternative or Design Option D-3. This option would move the folded diamond interchange south from its location mostly north of a natural knoll under Alternatives 2 and 3. Design Option D-2 would place the alignment through the knoll but would have lower right-of-way impacts on a narrow wildlife corridor and the site of the October 2008 Supplemental Draft Environmental Impact Statement Chapter 2 – Alternatives and Alternatives Development [ 19 ] proposed medical care complex (see Figure 9, Comparison of Options for Rock Creek Junction Area, p. ES-13). Design Option D-3: Single-point diamond interchange Design Option D-3 in the Rock Creek segment is an option to Alternatives 2 and 3 and to Design Option D-2. This design option replaces the folded diamond interchange with a single-point diamond design interchange that would require less right-of-way (see Figure 9, p. ES-13) and reduce impacts on the site of the proposed medical care complex. Preliminary Project Costs Preliminary construction and right-of-way cost estimates for the build alternatives and design options are presented in Table 1 (p. ES-6). Actual construction costs would depend upon labor and materials costs, competitive market conditions, final project requirements, and other variables at the time of the construction contract. Construction cost estimates are based on unit costs as derived from recent large construction projects in the region. Both cost estimates for current year (2008) and expected year of construction (2013) are provided. Estimated 2013 costs are derived using inflation factors of 4.3 percent (2009 – 2011) and 4.0 percent (2012 – 2013). The total cost of the proposed project depends on the alternative and design option selected. Table 1 (p. ES-6) shows that in 2008 dollars, Alternative 2 is estimated to cost $1,209 million, while Alternative 3 is estimated at $1,147 million. Alternative 2 with Design Option B-2 has the highest estimated cost—$1,308 million—while Alternative 3 with Design Option D-2 has the lowest estimated cost—$1,064 million. FHWA has guidance for major projects that imposes requirements on recipients of federal financial assistance for projects with an estimated cost of $500 million or more. The proposed Sunrise Project will need to comply with those requirements by developing a Project Management Plan and Financial Plan, mechanisms for managing such large projects. How New Connections Would Be Made This section describes and depicts how travelers would get from point to point on the new highway. Figures 10 through 17 (pp. 23 through 30) depict the changes to connections that would occur. Changes to connections between I-205, Milwaukie Expressway, and SE 82 nd Avenue/Drive The proposed alignment would cross SE 82nd Avenue and I-205 with a long overpass, then turn southeast (Figures 10 and 11, pp. 23 and 24). Travelers could make the following connections: • From eastbound on the Milwaukie Expressway to I-205 northbound via a looped on-ramp; • From eastbound on the Milwaukie Expressway to I-205 southbound by turning right onto the on-ramp at the western end of the overpass; • From westbound on the proposed Sunrise Project to I-205 northbound via an auxiliary lane and off-ramp; • From westbound on the proposed Sunrise Project to I-205 southbound by a loop to I-205 on-ramp; • From I-205 traveling north or south, access to the proposed Sunrise Project at signals at end of off-ramps or, in the case of southbound I-205 to eastbound Sunrise, via a direct fly-over ramp; • From northbound on I-205 to SE 82nd Avenue/Drive via a dedicated off-ramp; and • From southbound on I-205 to westbound Milwaukie Expressway (OR 224) by turning right only at a signal at the west end of the proposed Sunrise Project overpass. October 2008 Supplemental Draft Environmental Impact Statement Chapter 2 – Alternatives and Alternatives Development [ 20 ] On I-205, the on- and off-ramps would be “braided,” or channeled, between interchanges at SE Sunnyside Road, the proposed Sunrise Project, and OR 212/224. Braided ramps mean traffic will be separated according to its destination; the braided ramps are what give the I-205/Sunrise Interchange its spaghetti-like look. For example, traffic on I-205 southbound will have a ramp dedicated to the eastbound direction on the proposed Sunrise Project. By separating traffic, the braided ramps avoid the “weaving” that currently happens when traffic from one highway has to cross lanes to access another highway or exit. Braided ramps address the safety needs of the project by reducing potential collision points and they also improve traffic flow. By preventing certain connections, they help to eliminate dangerous movements that tend to happen today on I-205. For example, the braided ramps will eliminate the movements between Sunnyside Road and SE 82nd Avenue and the movements between OR 212/224 and SE 82nd Avenue. The movements would be possible on local streets but not on I-205. The Lawnfield area network would change by the addition of a street connection from SE Lawnfield Road to SE Mather Road through an extended SE 98th Avenue. SE Lawnfield Road would be extended west and south under the proposed Sunrise Project to connect with SE Clackamas Road. SE 82nd Avenue (west of I-205) would be directly connected to SE 82nd Drive (east of I-205) over I-205. Travelers on SE 82nd Avenue/Drive wanting to go south on I-205 would have a signalized on- ramp just south of the Milwaukie Expressway. Travelers on I-205 northbound would connect directly to SE 82nd Avenue/Drive through a signalized off-ramp. Travelers from SE 82nd Avenue at the north end of the project area wanting to go either north or south on I-205 could use SE Sunnyside Road. The new interchange configuration does not affect the connection between the Sunnyside/Sunnybrook Interchange and the OR 212/224 Interchange. The braided ramps still allow drivers to use I-205 between the two interchanges. Connections at the Midpoint Area Travelers would use the Midpoint connection to access OR 212/224 from either direction on the proposed Sunrise Project (Figures 12 through 15, pp. 25 through 28). Conversely, residents and business traffic traveling from OR 212/224 would use SE 122nd Avenue to go eastbound or westbound on the proposed Sunrise Project. Under Design Option B-2, travelers on the proposed Sunrise Project or on OR 212/224 could exit either at SE 122nd Avenue or at SE 130th Avenue. Connections at Rock Creek Junction Under Alternatives 2 and 3 and Design Option D-2, the proposed Sunrise Project would incorporate a folded diamond interchange aligned north of a prominent knoll. Figures 16 and 17 (pp. 29 and 30) depict schematic drawings of the connections in the Rock Creek Junction area. Travelers eastbound on the proposed Sunrise Project wanting to connect to OR 224 eastbound would use an exit ramp and turn right at the signalized intersection. Travelers westbound on the proposed Sunrise Project wanting to connect to OR 212 eastbound would exit via an off-ramp and turn left to a connecting road to OR 212/224. The same connecting road to OR 212/224 would be used by travelers wanting to go east or west on the highway. Westbound travel would connect to a loop ramp at the same location as the westbound off-ramp. Eastbound travel would be via an on-ramp from the connecting road just south of the highway. Under Design Option D-3, the interchange ramps would lead to a signal underneath the highway and travelers would use the connecting road under the highway the same as described above for Design Option D-2. The connection between OR 224 and OR 212 would be reconfigured 1,300 feet farther south with a signalized T-intersection. The new access road would turn north and connect to the October 2008 Supplemental Draft Environmental Impact Statement Chapter 2 – Alternatives and Alternatives Development [ 21 ] existing OR 212/224 at another signalized T-intersection. How the Preferred Alternative Will Be Developed Ultimately, the Preferred Alternative will be the one that best meets the project purpose and need and minimizes unavoidable negative environmental and community impacts. The Project Management Team and technical team will evaluate the results of the SDEIS analysis, looking for the alternative and design options that best meet the purpose, need, goals, and objectives for the project. The Project Management Team has developed specific evaluation criteria to measure how well each alternative and design option would meet the stated goals and objectives and, therefore, the purpose of and need for the proposed Sunrise Project. The goals, together with the criteria, are presented in the section titled “The Characteristics of a Good Solution.” Table 4 (p. ES-30) lists the goals, criteria, and sections of the SDEIS that discuss the impact evaluation corresponding to the criteria. Reviewers can use this table to guide their own comments on what the Preferred Alternative, including recommended mitigation, should be. Aerial view of Rock Creek Junction October 2008 Supplemental Draft Environmental Impact Statement Chapter 2 – Alternatives and Alternatives Development [ 22 ] This page left intentionally blank. åå å å å å å å å å !S( !S( !S( !S( !S( !S( !S( !S( !R( !R( !R( !R( DD D D D D D D D D D MATHER RD LAWNFIE LD CLACKAMAS RD JOHNSON RD 82ND SUNRISE PROJECT MILWAUKIE EXPRESSWAY MATHER RD DEER CREEK LN JOH NSO N R D JANNSEN RD TOLBERT ST IND US TRI AL WA Y 84TH OAK B LUF F R D SUNNYBROOK 97TH 98TH I-20 5 I-205 UPRR No direct access to Sunnybrookfrom Sunrise Project Main westside accessto/from SE 82nd Ave. Clackamas Industrial Area No direct access to SE 82nd Ave.from Lawnfield Industrial Area New frontage road This area feeds into 82nd @ Jannsen Rd. OR 212/224 to SB I-205 NB I-205 to OR 212/224 or 82nd SB 82nd to SB I-205 WB Sunrise to NB I-205 West Clackamas Hollywood Clackamas Industrial Area Old Clackamas JEFFERSON ST ROOTS RD HOOD ST No direct access from Sunnybrook on-ramp to Sunrise Project New extension of Lawnfield Rdto Sunnybrook Blvd to allow for better access to LawnfieldIndustrial Area New frontageroad Adams Stclosure !(212!(224 Access to Clackamas Hwy.only from 82nd Ave. via 82nd Drive, not I-205 F Sources: ODOT and Metro, Portland OR Figure 10 Alternatives 2 and 3 Travel Patterns, I-205 Interchange Area I-205INTERCHANGE AREA §¨¦205 Legend800 0 800400 Feet §¨¦205 !R( Right-in, Right-out !S( Signal D Close Existing Access Existing Street Directional Traffic Flow Multi-use Path _^ Police Station Neighborhoods Railroad å Schools Proposed Project Business Districts I-205 InterchangeAreaBoundary I ~ - ~ Sunrise Project, 1·205 to Rock CreekJunction åå å å å å å å å å !S( !S( !S( !S( !S( !S( !S( !S( !R( !R( !R( !R( DD D D D D D D D D D MATHER RD LAWNFIE LD CLACKAMAS RD JOHNSON RD 82ND SUNRISE PROJECT MILWAUKIE EXPRESSWAY MATHER RD DEER CREEK LN JOH NSO N R D JANNSEN RD TOLBERT ST IND US TRI AL W AY 84TH OAK B LUF F R D SUNNYBROOK 97TH 98TH I-20 5 I-205 UPRR Clackamas Industrial Area Lawnfield Rd connectionto 97th retained West Clackamas Hollywood Clackamas Industrial Area Old Clackamas JEFFERSON ST ROOTS RD HOOD ST Add new UPRRovercrossing No new northLawnfield connection !(212!(224 Access to Clackamas Hwy.only from 82nd Ave. via 82nd Drive, not I-205 F Sources: ODOT and Metro, Portland OR Figure 11 Design Option A-2 Travel Patterns I-205INTERCHANGE AREA §¨¦205 Legend800 0 800400 Feet §¨¦205 I-205 InterchangeAreaBoundary! R( Right-in, Right-out !S( Signal D Close Existing Access Existing Street Directional Traffic Flow Multi-use Path _^ Police Station Neighborhoods Railroad å Schools Proposed Project Business Districts ~ Sunrise Project, 1·205 to Rock CreekJunction #å åå !S( !S( !S( !R( !R( !R( D D 122 ND 142 ND SUNRISE 135 TH 135 TH 142 ND 130 TH JENNIFER STREET F Sources: ODOT and Metro, Portland OR Figure 12 Alternative 2 Travel Patterns, Midpoint Area 1,000 0 1,000 Feet Legend MIDPOINT AREA Highway 212/224Business District Three Mobile Home Parks SUNRISE PROJECT Bluffs Clackamas Industrial Area New cul-de-sacaccess to 125th Ct New cul-de-sacaccess to 142nd Ave !R( Right-in, Right-out Neighborhoods Existing Street !S( SignalDirectional Traffic Flow Business Districts Multi-use Path # Fire Stations å SchoolsClose Existing AccessD Proposed Project Midpoint Area Boundary !(212 !(212 !(224 !(224 ~f------.------,------,---r---------+--r--rl ----+------- I ru i ~ I b:-J ~r;~ f--1[f--JL IFI I ~~~~~~~~~~~_ - I I _JL ~ Sunrise Project, 1-205 to Rock CreekJunction #å åå !S( !S( !S( !S( !R( !R( !R( D D 122 ND 142 ND 135 TH 135 TH 142 ND 130 TH JENNIFER STREET F Sources: ODOT and Metro, Portland OR Figure 13 Design Option B-2 Travel Patterns 1,000 0 1,000 Feet Legend Highway 212/224Business District Three Mobile Home Parks SUNRISE PROJECT Bluffs Clackamas Industrial Area WB Sunrise off-ramp EB Sunrise to OR 212/224 SunriseVillage !R( Right-in, Right-out Neighborhoods Existing Street !S( SignalDirectional Traffic Flow Business Districts Multi-use Path # Fire Stations å SchoolsClose Existing AccessD Proposed Project Midpoint Area Boundary MIDPOINT AREA !(212 !(212 !(224 !(224 't I I ~ Sunrise Project, 1·205 to Rock CreekJunction #å åå D D 122 ND 142 ND SUNRISE 135 TH 135 TH 142 ND 130 TH F Sources: ODOT and Metro, Portland OR Figure 14 Alternative 3 Travel Patterns, Midpoint Area 1,000 0 1,000 Feet Legend Highway 212/224Business District Three Mobile Home Parks SUNRISE PROJECT Bluffs Clackamas Industrial Area No access to Sunrise:east or west on Highway 212/224to next interchange New cul-de-sac access to 142nd MIDPOINT AREA !R( Right-in, Right-out Neighborhoods Existing Street !S( SignalDirectional Traffic Flow Business Districts Multi-use Path # Fire Stations å SchoolsClose Existing AccessD Proposed Project Midpoint Area Boundary !(212 !(212 !(224 !(224 ~ Sunrise Project, 1·205 to Rock CreekJunction #!S( !S(!S( D D DD SUNRISE F Sources: ODOT and Metro, Portland OR Figure 15 Design Options C-2 and C-3 Travel Patterns Option C-2: Central Alignment 1,000 0 1,000 Feet Legend 142 ND # !S( ! S( D D D D 142 ND 152 ND MIDPOINT AREA Option C-3: Modified Follow Tree-line Alignment Highway 212/224 Business District 13 5TH Three Mobile Home Parks 135 TH 142 ND 135 TH 135 TH Three Mobile Home Parks BluffsBluffs Sunrise Village Highway 212/224Business District SunriseVillage152 ND New cul-de-sac access to 142nd Neighborhoods Business Districts Existing Street Directional Traffic Flow # Fire Station !S( Signal Close Existing AccessD Proposed Project MIDPOINT AREA Midpoint Area Boundary !(212!(224 !(212!(224 ~ Sunrise Project, 1·205 to Rock CreekJunction !S( !S( !S( !S( D D D D D D 172 ND 162 ND BEL AIR ANDEREGG ECKERT GOOS E ORCHARD VIEW New road by others WB Sunrise from south of OR 212 via OR 224 End OR 212 New cul-de-sac End Armstrong Circle SUNRISE PROJECT Sunrise Village SunnysideCommunityChurch Anderegg ParkOrchardLake HOLLOW Bel Air Estates Rock Creek Industrial Area Clackamas Industrial Area Orchard Lake residentswould have up to 3,200 feet of out-of-direction travel Medical Center Bel Air Subdivision residents may have their only access to the subdivision changed to a right-in / right-out depending upon the final design of the transition from the proposed Sunrise Project to existing OR 212. F Sources: ODOT and Metro, Portland OR Figure 16 Alternatives 2 and 3 Travel Patterns, Rock Creek Junction Area ROCK CREEK JUNCTION AREA 1,000 0 1,000 Feet Legend Proposed Project D Close Existing Access !S( Signal Neighborhoods Business Districts Existing Street Directional Traffic Flow Rock Creek Junction Area Boundary !(212!(212 !(224 I i I ~ II I [ I I I II \ \ \ I I I U I I I /: /, \ L I ~ Sunrise Project, 1·205 to Rock CreekJunction !S( !S(!S( !S( D D D D D D 172 ND 162 ND BEL AIR ANDEREGG ECKERT GOOS E ORCHARD VIEW New road by others End OR 212 New cul-de-sac End Armstrong Circle SUNRISE PROJECT Sunrise Village SunnysideCommunityChurch Anderegg ParkOrchardLake HOLLOW Bel Air Estates Rock Creek Industrial Area 152 ND Medical Center Bel Air Subdivision residents may have their only access to subdivision changed to right-in, right-out depending upon the finaldesign of the transition from the SunriseProject to existing OR 212 F Sources: ODOT and Metro, Portland OR Option D-2: Alignment Through Knoll(Folded Diamond Interchange) Figure 17 Design Options D-2 and D-3 Travel Patterns 1,500 0 1,500 Feet Legend !S( ! S(!S( D D D D D D 172 ND 162 ND BEL AIRAN DEREGG ECKERT GOOS E ORCHARD VIEW End OR 212 New cul-de-sac End Armstrong Circle SUNRISE PROJECT Sunrise Village SunnysideCommunityChurch Anderegg ParkOrchardLake HOLLOW Bel Air Estates Rock Creek Industrial Area 152 ND New road by others Medical Center Bel Air Subdivision residents may have their only access to subdivision changed to right-in, right-out depending upon the finaldesign of the transition from the SunriseProject to existing OR 212 ROCK CREEK JUNCTION AREA Option D-3: Single-Point Diamond Interchange D Close Existing Access !S( Signal Neighborhoods Business Districts Existing Street Directional Traffic Flow Proposed Project ROCK CREEK JUNCTION AREA Rock Creek Junction Area Boundary !(212 !(224 !(212 !(224 ~ Sunrise Project, 1-205 to Rock CreekJunction                                !" #$" %%# #& & '"#"& ()! " &*( !" ""& % !"   "& $ " '"# +", $&, " &), "- ""#" .$/ /" !$ % #("  & &"/, "#! )""0&, )!#! &*" "/, %%"# , ". 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"& $ " '"# !" 2& ( " "#!#/ "  $(("  &&/ .( ." $"  !" %. % &&/ %%# (/ J% "-. /"  # 75& *": # /1" "" # 75& *": # A " & & # 75& *": # "/#0. "" "( "- (  1$/&( ") 1#,#/" & "&"  #"#  /  "#.."&"&  . #"#*,  /& $ " #*" )! !" 1$/& /"*"  !" &".&  !"   ")0  "- "#"&  "-#""& !" # #, % #" & 1, 54%4  ..F" !" ""& % &" ( "-#"   /)" .1/, &&  !" .( ." $" #$/& 1" "- /"& '&&/ %%# .( ." $" )$/& 1" ""&"&  !" %//)( /# B • $ 525:556 &<54;  # 255& '*"$" • /!1$& &<54; "-  $ 525:556 • $ 556 1")"" 9"1 " & & &<54;  FHWA and ODOT would need to approve any proposed deviations from their standards for highways, known as design exceptions.                      ! (" /"% "//, 1/0 Figure 18 Existing Congestion (2004) 7:00 - 8:00 AM Eastbound: I-205 SB Off- Ramps to 82nd Drive Heavy congestion in all lanes as vehicle demand exceeds signalized intersection capacity. Arterial LOS: F Avg. Speed: 10 mph Avg. Travel Time: 1 min Westbound: 106th Avenue to 82nd Drive Heavy congestion in right lane beyond 98th Avenue due to excessive volume, unbalanced lane utilization, signal coordination, and signal timing at the two closely spaced intersections (NB I-205 Ramps and 82nd Drive Intersections). Arterial LOS: E Avg. Speed: 15 mph Avg. Travel Time: 2 min Westbound: 142nd Avenue to 135th Avenue Heavy congestion in all lanes as vehicle demand exceeds signalized intersection capacity. Arterial LOS: F Avg. Speed: 10 mph Avg. Travel Time: 3 min A B C C C A B A B C C C C A B A F AB CA B ED F U UUU U U U U U U UU U U UU U U U U UU U U U U U Eastbound: Clackamas Highway split to Armstrong Circle Heavy congestion in the right lane due to steep uphill grade and long delays caused by unprotected EB left turn onto Armstrong Circle. Unsignalized EB left turn from OR 212 to Armstrong Circle operates at LOS E. Arterial LOS: D Avg. Speed: 24 mph Avg. Travel Time: 2 min Eastbound: I-205 SB Off- Ramps to 82nd Drive Heavy congestion in all lanes as vehicle demand exceeds signalized intersection capacity. Queuing extends onto SB I-205. Arterial LOS: F Avg. Speed: 6 mph Avg. Travel Time: 2 min Eastbound: Webster Road to Lawnfield Road Heavy congestion in all lanes due to heavy main line volume, closely spaced signalized intersections, and heavy side-street volumes at Webster Road, Johnson Road, and I-205 off-ramps. Arterial LOS: E Avg. Speed: 17 mph Avg. Travel Time: 5 min Northbound: Jannsen Road to I-205 Off-Ramps Heavy congestion in all lanes due to near- capacity operations at the I-205 off-ramps. Arterial LOS: F Avg. Speed: 13 mph Avg. Travel Time: 3 min Southbound: Jannsen Road to OR 212/224 Heavy congestion in all lanes due to over-capacity operation of SB left turn from 82nd Drive to OR 212/224. Left-turn queue spills into through-lane, causing queuing to extend beyond Tolbert Street. Arterial LOS: F Avg. Speed: 12 mph Avg. Travel Time: 6 min Westbound: 106th Avenue to 82nd Drive Heavy congestion in all lanes to 106th Avenue due to excessive volume, unbalanced lane utilization, signal coordination, and signal timing at the two closely spaced intersections (NB I-205 ramps and 82nd Drive intersections). Arterial LOS: F Avg. Speed: 5 mph Avg. Travel Time: 9 min Figure 19 Existing Congestion (2004) 4:30 - 5:30 PMC A B E D D FA C B B B F E D F C BE E E E C B B E Figure 20 Alternative 1 Projected Congestion (2030) 7:00 - 8:00 AM CA B ED F FF FF FFF F F F F F F F FF F E E C B C B U U U U U U U U U Westbound: 172nd Avenue to OR 212/224 Split Heavy congestion in all lanes beyond 172nd Avenue due to over-capacity operations at OR 212/224. Arterial LOS: F Avg. Speed: 3 mph Avg. Travel Time: 23 min Eastbound: 122nd Avenue to OR 212/224 Split Moderate congestion in all lanes due to over-capacity left turns at 135th Avenue and 142nd Avenue spilling into adjacent lanes. Arterial LOS: C Avg. Speed: 22 mph Avg. Travel Time: 5 min Northbound: Eckert Lane to OR 212/224 Split Heavy congestion in all lanes beyond Eckert Lane due to over-capacity northbound left turns at the OR 212/224 split. Arterial LOS: F Avg. Speed: 10 mph Avg. Travel Time: 5 min Eastbound: I-205 SB Off-Ramps to 82nd Drive Heavy congestion in all lanes as vehicle demand exceeds signalized intersection capacity. Queuing extends onto the I-205 off-ramp. Arterial LOS: F Avg. Speed: 5 mph Avg. Travel Time: 4 min Eastbound: Webster Road to I-205 SB On-Ramp Light congestion in the left lane due to over-capacity left turn onto 82nd Avenue northbound. Arterial LOS: D Avg. Speed: 23 mph Avg. Travel Time: 2 min Westbound: I-205 Off-Ramps to Webster Road Heavy congestion occurs in all lanes, beyond the I-205 ramps, due to over-capacity operations at Pheasant Court and Webster Road. Congestion impacts traffic flow on the southbound I-205 off-ramps and the auxiliary lane. Arterial LOS: F Avg. Speed: 7 mph Avg. Travel Time: 15 min Southbound: Jannsen Road to OR 212/224 Heavy congestion in all lanes to Jannsen Road due to the over-capacity operations at the intersection with OR 212/224. The southbound left turn queue at OR 212/224 spills into and blocks all through-lanes. Arterial LOS: E Avg. Speed: 11 mph Avg. Travel Time: 3 min Westbound: 122nd Avenue to 82nd Drive Heavy congestion in all lanes beyond the OR 212/224 split due to over- capacity operations at 82nd Drive and 102nd Avenue. Arterial LOS: F Avg. Speed: 5 mph Avg. Travel Time: 40 min Figure 21 Alternative 1 Projected Congestion (2030) 4:30 - 5:30 PM CA B ED F F FF F F F F F FF F F F F F F FF FF D B B Eastbound: OR 212/224 Split to 172nd Avenue Light congestion in right lane due to steep uphill grade and large number of trucks. Arterial LOS: D Avg. Speed: 23 mph Avg. Travel Time: 2 min Eastbound: 122nd Avenue to OR 212/224 Split Heavy congestion in all lanes to 130th Avenue due to over-capacity operations at 135th Avenue. Arterial LOS: F Avg. Speed: 16 mph Avg. Travel Time: 9 min Northbound: Eckert Lane to OR 212/224 Split Heavy congestion in all lanes beyond Eckert Lane due to over-capacity northbound left turns at the OR 212/224 split. Arterial LOS: E Avg. Speed: 14 mph Avg. Travel Time: 2min Eastbound: I-205 SB Off- Ramps to 122nd Avenue Moderate congestion in all lanes due to over-capacity operations at the 82nd Drive Intersection. Southbound freeway congestion is metering the arrivals to this interchange. Metering effect on the freeway is not included in the analysis. Actual performance for this section may be better than indicated. Arterial LOS: D Avg. Speed: 20 mph Avg. Travel Time: 11 min Eastbound: Webster Road to I-205 SB On-Ramp Moderate congestion in all lanes beyond Webster Road due to heavy main line volume, closely spaced signalized intersections, and heavy side- street volumes at Webster Road and I-205 ramps. Arterial LOS: F Avg. Speed: 10 mph Avg. Travel Time: 6 min Westbound: I-205 Off-Ramps to Webster Road Heavy congestion in all lanes due to near-capacity operations at the I-205 ramps and queuing in left-turn lanes at I-205, Johnson, and Webster. The southbound I-205 off-ramp is over capacity; this causes queuing to spill onto the freeway, resulting in congestion in all lanes beyond Sunnyside Road. Arterial LOS: F Avg. Speed: 10 mph Avg. Travel Time: 9 min Southbound: Jannsen Road to OR 212/224 Heavy congestion in all lanes due to over-capacity operations of SB left turn from 82nd Drive to OR 212/224. Left-turn queue spills into through lane, causing queuing to extend beyond Jannsen Road. Arterial LOS: F Avg. Speed: 5 mph Avg. Travel Time: 22 min Westbound: 122nd Avenue to 82nd Drive Heavy congestion in all lanes beyond the OR 212/224 split due to over-capacity operations at 82nd Drive to 102nd Avenue. Arterial LOS: F Avg. Speed: 3 mph Avg. Travel Time: 34 min U U U U U U U U U Figure 22 Alternative 2 Project Congestion (2030) 7:00 - 8:00 AM CA B ED F FF FF F FFF F F F F F F F FF F D D B B B B B B B B B C A C UU U U U U Northbound: Eckert Lane to Sunrise Westbound On-Ramp No congestion. Arterial LOS: C Avg. Speed: 25 mph Avg. Travel Time: 2 min Eastbound: 122nd Avenue to OR 212/224 Split Light congestion in left-lane due to over-capacity eastbound left turns at 135th Avenue and 142nd Avenue; the resulting queues spill back onto the main line. Arterial LOS: E Avg. Speed: 17 mph Avg. Travel Time: 8 min Northbound I-205 Heavy congestion in the right lane due to high exiting volumes to closely spaced exits at OR 212/224 and Sunrise. The off-ramp influence is felt in the adjacent lane, causing light to moderate congestion. Eastbound: I-205 SB Off- Ramps to 82nd Drive Heavy congestion in all lanes due to over-capacity operations at 82nd Drive. Arterial LOS: F Avg. Speed: 7 mph Avg. Travel Time: 3 min Southbound: I-205 Ramp Meter Heavy congestion in right lane. The southbound 82nd Avenue to I-205 southbound volume is greater than the I-205 ramp meter rate. Eastbound: Webster Road to I-205 SB On-Ramp Light congestion due to near- capacity operations at Johnson Road. Arterial LOS: B Avg. Speed: 38 mph Avg. Travel Time: 5 min Westbound: I-205 Northbound Off-Ramp to Webster Road Heavy congestion occurs in all lanes, beyond the I-205 ramps, due to over-capacity operations at Webster Road and Pheasant Court. Congestion influences the I-205 off-ramps, but does not influence the I-205 main line. Arterial LOS: F Avg. Speed: 6 mph Avg. Travel Time: 20 min Northbound: I-205 Ramp Meter Heavy congestion in auxiliary lane. The westbound Sunrise to northbound I-205 volume is greater than the I-205 ramp meter rate. Westbound: 122nd Avenue to 82nd Drive Heavy congestion in right lane near 82nd Drive due to near-capacity conditions, and the high volume of right-turning vehicles at 82nd Drive and the I-205 on-ramp. Congestion spills into all lanes beyond 102nd Avenue and continues back through the OR 212/224 split. Arterial LOS: F Avg. Speed: 4 mph Avg. Travel Time: 35 min Figure 23 Alternative 3 Projected Congestion (2030) 7:00 - 8:00 AM CA B ED F C F C F C F C B F F F F F F F F F F F F F F F F C B C A B B Northbound: Eckert Lane to Sunrise Westbound On-Ramp No congestion. Arterial LOS: D Avg. Speed: 20 mph Avg. Travel Time: 2 min Eastbound: 122nd Avenue to OR 212/224 Split Light congestion due to over- capacity eastbound left turns at 135th Avenue and 142nd Avenue. Arterial LOS: C Avg. Speed: 27 mph Avg. Travel Time: 3 min Northbound I-205 Heavy congestion in the right lane due to high exiting volumes to closely spaced exits at OR 212/224 and Sunrise. The off- ramp influence is felt in the adjacent lane, causing light to moderate congestion. Eastbound: I-205 SB Off- Ramps to 82nd Drive Heavy congestion due to over- capacity operations at 82nd Drive. Arterial LOS: F Avg. Speed: 5 mph Avg. Travel Time: 5 min Westbound: I-205 Northbound Off-Ramp to Webster Road Heavy congestion in all lanes due to over-capacity operations at Webster Road. The four-lane cross section is not capable of handling the predicted demand. Arterial LOS: F Avg. Speed: 6 mph Avg. Travel Time: 12 min Northbound: I-205 Ramp Meter Heavy congestion in auxiliary lane due to the westbound Sunrise to northbound I-205 ramp meter rate. Westbound: 122nd Avenue to 82nd Drive Heavy congestion beyond the OR 212/224 split due to over-capacity conditions at 82nd Drive. Arterial LOS: F Avg. Speed: 3 mph Avg. Travel Time: 48 min Eastbound: Webster Road to I-205 SB On-Ramp Light congestion due to near- capacity operations at Johnson Road. Arterial LOS: E Avg. Speed: 16 mph Avg. Travel Time: 3 min UU U U U U Figure 24 Alternative 2 Projected Congestion (2030) 4:30 - 5:30 PM CA B ED F C A B E D F C C C C B A A F FF F F F B C B C B C B F D A D A D Northbound: Eckert Lane to Sunrise Westbound On-Ramp No congestion. Arterial LOS: C Avg. Speed: 21 mph Avg. Travel Time: 2 min Eastbound: 122nd Avenue to OR 212/224 Split Light congestion due to over- capacity eastbound left turns at 135th Avenue and 142nd Avenue. Arterial LOS: C Avg. Speed: 23 mph Avg. Travel Time: 4 min Southbound I-205 at OR 212/224 On-Ramp Heavy congestion in slow lane due to high volume of merging traffic. Eastbound: I-205 SB Off- Ramps to 82nd Drive Heavy congestion due to over- capacity operations at 82nd Drive. Arterial LOS: F Avg. Speed: 6 mph Avg. Travel Time: 2 min Westbound: I-205 Northbound Off-Ramp to Webster Road Light congestion in all lanes due to over-capacity operations at Webster Road. Arterial LOS: D Avg. Speed: 26 mph Avg. Travel Time: 3 min Westbound: 122nd Avenue to 82nd Drive Heavy congestion beyond 130th Avenue due to over-capacity operations at 82nd Drive. Arterial LOS: F Avg. Speed: 5 mph Avg. Travel Time: 22 min Southbound: I-205 Ramp Meter Heavy congestion in right lane. The southbound 82nd Avenue to I-205 southbound volume is greater than the I-205 ramp meter rate. Eastbound: Webster Road to I-205 SB On-Ramp Light congestion due to near- capacity operations at Johnson Road. Arterial LOS: C Avg. Speed: 31 mph Avg. Travel Time: 2 min UU U U U U Figure 25 Alternative 3 Projected Congestion (2030) 4:30 - 5:30 PM CA B ED F C A BE DF B BC C F F F FF F F F F F C A B E D C D C C UU U U U U Northbound: Eckert Lane to the Sunrise Westbound On-Ramp No congestion. Arterial LOS: D Avg. Speed: 20 mph Avg. Travel Time: 2 min Eastbound: 122nd Avenue to OR 212/224 Split Light congestion due to over- capacity eastbound left turns at 135th Avenue and 142nd Avenue. Arterial LOS: C Avg. Speed: 28 mph Avg. Travel Time: 4 min Southbound I-205 at OR 212/224 On-Ramp Heavy congestion in slow lane due to high volume of merging traffic. Eastbound: I-205 SB Off- Ramps to 82nd Drive Heavy congestion due to over- capacity operations at 82nd Drive. Arterial LOS: F Avg. Speed: 4 mph Avg. Travel Time: 3 min Westbound: I-205 Northbound Off-Ramp to Webster Road Moderate congestion in all lanes due to over-capacity operations at Webster Road. Arterial LOS: F Avg. Speed: 14 mph Avg. Travel Time: 9 min Westbound: 122nd Avenue to 82nd Drive Heavy congestion beyond 135th Avenue due to over-capacity operations at 82nd Drive. Arterial LOS: F Avg. Speed: 4 mph Avg. Travel Time: 36 min Southbound: I-205 Ramp Meter Heavy congestion in right lane. The southbound 82nd Avenue to I-205 southbound volume is greater than the I-205 ramp meter rate. Eastbound: Webster Road to I-205 SB On-Ramp Light congestion due to near- capacity operations at Johnson Road. Arterial LOS: D Avg. Speed: 22 mph Avg. 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arver MT. TALBERT Town Center Carver Junction Promenade Sunnyside Sunnyside Village ALMA MYRA PARK CAMP WITHYCOMBE UNNAMED PARK FURNBERG PARK SOUTHERN LITES PARK PLEASANT VALLEY GOLF CLUB KAISER SUNNYSIDE HOSPITAL ANN-TONI SCHREIBER PARK CARVER BOAT RAMP SAH-HAH-LEE GOLF COURSE RIVERSIDE PARK VILLAGE GREEN HEDDIE NOTZ PARK JOHNSON CITY PARK NORTH CLACKAMAS AQUATIC CENTER GOLF COURSE NEIGHBOR- HOOD PARK CEDAR PARK JAMES ABELE PARK Sunrise Project Alignment Land Use Study Area LAND USE CATEGORY Ag Lands Open Space Park Single-Family Dwelling Mobile Home Park Multifamily Dwelling Schools Community Uses Church Commercial Office Emergency Services Industrial Office Warehouse Warehouse Military Utlilties Vacant (Not Included in Study) 1:24,000 ' City of Happy Valley City of Damascus City of Damascus City of Gladstone City of Milwaukie City of Johnson City Figure 26 Existing Land Use (May 2006) 17 2N D S E AV E AR MS TRONG CIRCLE F O S T E R RD SUNNYSIDE HW Y 13 0T H LAKE RD ST JENNIFERSE LN RD R D RD S E 97 TH D R R D S E RDROOTS JO H N SO N 82 N D SE HUBBARD RD EC HO RD RD 82N D D R SE MANGAN DR MATHER R D FU LL ER SUNNYSIDE 82 N DD R JE N N IF E R ST CAPPS SE L OS VE RDES DR THIESSEN RD SUNNYSIDE SE CLACKAMAS RIVER DR CLACKAMAS RIVER DR RD ALLEYVIEW S E S TE V E IN D U S TR IA L S E RD HINES DR PRINCETON VILLAGE 14 5T H AV E S E SUNNYBROOK BLVD OREGON TRAIL DR 12 9T H AV E AV E AV E AV E W AY WAY 82 N D AV E 93RD AV E 97TH AVE S E 13 5T H AV E S E 14 2N D AV E 12 2N D AV E10 2N D AV E RD EV EL YN ST S E 10 6T H AV E SE L AWN FIEL D RD WA Y SE 15 2N D DR S E 84 TH AV E 12 2N D AV E 12 2N D AV E STRAWBERRY CA SO N R D S EW E B S TE R 13 2N D SE PH E AS AN T C T SE PI A ZZ A AV E SE 13 9T H AV E SIEBEN CREEK DR PIONEER DR TERRITORY D R H IN E S D R S E 15 2N D D R 1 2 6T H AV E 11 7T H AV E AVE C A R P ENTER DR CLACKAMAS SE M ATH ER R D MONTEREY AVE S E 14 7T H AV E V 205 205 Carver MT. TALBERT Town Center Carver Junction Clackamas Clackamas Promenade Clackamas Sunnyside SunnysideVillage JOHNSON CITY ZONING DESIGNATIONS Open Space Management (OSM) Exclusive Farm Use (EFU) Rural Res. Farm/Forest (RRFF5) Future Urban (FU10) Rural Single-Family Res. (RA2) Urban, Low Density Res. (R10) Urban, Low Density Res. (R15) Urban, Low Density Res. (R20) Urban, Low Density Res. (R8.5) Urban, Low Density Res. (R7) Village Residential (VR57) High Density Residential (HDR) Medium Density Res. (MR1) Medium High Density Res. (MR2) Planned Medium Density Res. (PMD) Planned Mixed Use (PMU3) Community Commercial (C2) General Commercial (C3) Neighborhood Commercial (NC) Office Commercial (OC) Business Park (BP) Regional Center Commercial (RCC) Regional Center Office (RCO) Retail Commercial (RTL) Light Industrial (I2) General Industrial (I3)1:24,000 GLADSTONE MILWAUKIE HAPPY VALLEY HAPPYVALLEY DAMASCUS DAMASCUS C3 OC RCC I3 I2 C3 PMU3 I2 HDR R15 LDR R10 R20 R8.5 R10 LDR MDR I2 I2 OSM OSM OSM MR1 MR1 I3 C3 GC HDR HDR MDR OC G3 FU10 I2 OSM MR1 MR2 C2 I2 MR1 EFU R15 RRFF5 MR2 RCC OSM RTL RCO OC BP R20 PMD BP I3 R10 R8.5 C3 R7 I2 I2 R8.5 R8.5 R10 R8.5 R15 MR1 EFU R8.5 FU10 VR5/7 R7 R20 MR1 RRFF5 RA2 R10R10R8.5 FU10 R8.5 FU10 R7 RRFF5 FU10 HDR VR5/7 FU10 FU10 FU10 FU10 MR1 R-7 R10 R15 R10 FU10 FU10R15 MR2 Land Use Study Area Sunrise Project Alignment Figure 27 Clackamas County Zoning Designations 172 ND SE AVE ARMS TRONG CIRCLE R FOST E R RD SUNNYSIDE 130 TH LAKE RD ST JENNIFERSE LN RD E RD RD RD STE R SE 97T H MONTEREY DR RD SE RDROOTS JOHNSON 82N D SE HUBBARD RD ECH O RD RD 82ND DR SE MANGAN DR MATHER RD FUL LER SUNNYSIDE 82N DDR JE N NIF ER ST CAPPS SE L OS VE RDES DR THIESSEN RD SUNNYSIDE SE CLACKAMAS RIVER DR CLACKAMAS RIVER DR RD VALLEYVIEW SE STE V IND US TR IAL SE RD HINES DR PRINCETON VILLAGE 145 TH AVE SE SUNNYBROOK BLVD OREGON TRAIL DR 129 TH AVE AVE AVE AVE AVE WA Y WAY 82N DA VE 93RDAV E 97TH AVE SE 135 TH AVE SE 142 ND AVE 122 ND AVE SE 102 ND AVE RD EVE LYN ST SE 106 TH AVE SE LAWN FIELD RD WAY SE 152 ND DR SE 84T HA VE 122 ND AVE 122 ND AVE STRAWBERRY CASO N RD SEWEBSTER 132 ND SE PHE ASA NT CT SE PIA ZZA AVE SE 139 TH AVE SIEBEN CREEK DR PIONEER DR TERRITORY D R HIN ES DR SE 152 ND DR 1 2 6 T H AVE 117 TH AVE AVE C A R P ENTER DR CLACKAMAS SE MATH ER RD MONTEREY AVE SE 147 TH AVE 205 205 Clackamas River 205 205 D ean Creek Cow Creek Camp Withycombe Mount Talbert Three Rivers Tr illi um C ree k SE 1 62 N D A VE 224 224 212212 SE SUNNYSIDE RD SE 82N D D R SE 1 72 N D AV E SE JENNIFER ST SE 1 22 N D AV E SE W EBSTER R D SE 1 52 N D AV E SE LAKE RD SE 97TH AVE SE 1 42 N D AV E SE 1 32 N D AV E SE THIESSEN RD SE HARMONY RD SE JO H N SO N R D SE ROOTS RD SE 1 30 TH A VE S CLACKAMAS RIVER DR SE F UL LE R RD SE CLACKAMAS RD SE HUBBARD RD SE JENNINGS AVE SE STRAWBERRY LN SE S TE VE N S R D SE CAPPS RD SE 12 9T H AV E W EBSTER R D SE E VE LY N ST SE 1 35 TH A VE SE ARMSTRONG CIR SE 1 06 TH A VE SE C A SO N R D SE 1 22 N D AV E 224 Ro ck C ree k Co w Cr ee k Moun t Scot t Cree k Kellogg Creek Phillips Creek Sources: ODOT and Metro, Portland OR Figure 28 Estimated Right-of-Way Impacts and Map Key 2,000 0 2,000 Feet Legend Construction Impact Line Right-of-Way (Property numbers referenced to corresponding Table 7) Figures 29 and 34 Figures 30 and 35 Figures 31, 32 and 36 Figure 37 Figures 33, 38 and 39 Property Impacts Type of Property Impact Full Acquisition Partial Acquisition MSE JO H N SO N R D SE J O H N SO N R D UPRR SE L AWN FIEL D RD 205 SE SUNNYBROOK BLVD SE MATHE R RD SE LAKE RD SE 97TH AVE SE THIESSEN RD 224 24 42 33 32 11 36 58 56 18 79 35 50 9 26 74 30 5 72 8 149 28 15 54 150 7 16 21 77 38 52 29 37 81 67 46 47 10 152 70 82 64 12 153 4 85 73 151 158 57 80 25 43 62 20 61 59 55 83 66 75 63 31 34 1 76 19 27 53 7884 6 13 86 48 45 44 6069 17 68 14 65 39 154 41 22 40 23 86 156 71 155 49 51 Sources: ODOT and Metro, Portland OR Figure 29 Estimated Right-of-Way Impacts Alternatives 2 and 3, I-205 Interchange 800 0 800 Feet Legend Construction Impact Line Right-of-Way (Property numbers referenced to corresponding Table 7)Property Impacts Type of Property Impact Full Acquisition Partial Acquisition 205 87 88 157 89 97 90 151 98 96 91 92 100 99 212 107 102 106 113 109 116 120 126 123 105 108 110 112 115 117 118 119 SE CLACKAMAS RD SE 102N D AVE 205 125 124 132 101121 122 128 129 135 141 144 142 140 143 147 148 103 111 114 104 127 134 137136 139 138 146 145 133 131 133 88 SE 82N D DR SE JO H NSO N RD SE ROOTS RD CLACKAMAS RD SE E VE LY N ST 58 56 79 74 149 150 77 81 67 152 70 82 64 153 85 80 62 61 59 83 66 75 63 76 78 84 86 60 69 68 65 154 86 156 71 155 Sources: ODOT and Metro, Portland OR Figure 30 Estimated Right-of-Way Impacts, Alternatives 2 and 3, SE 82nd Drive and OR 212/224 300 0 300 Feet Legend Construction Impact Line Right-of-Way *(Property numbers referenced to corresponding Table 7) Property Impacts* Type of Property Impact Full Acquisition Partial Acquisition 224212 285 286 292 287 SE 1 42 N D A VE SE 1 30 TH A VE SE HUBBARD RD SE 1 35 TH A VE SE 1 06 TH A VE SE 12 2ND A VE 158 180 159 2 216 261 188 199 161 213 200 167 160 181 170 172 169 220 164165 258 217 186 227 259 223 171 178 252 208 204 260 251 257 166 215218 222 219 179 168 242 162 226 205 173 221230 175 243176 177 253 240 163 174 250 202 183 184 212 255 185 182 206 211 207 209 210 228 225 241 231 203 214 224 284 229 201 Sources: ODOT and Metro, Portland OR Figure 31 Estimated Right-of-Way Impacts Alternative 2, Midpoint Area 800 0 800 Feet Legend Construction Impact Line Right-of-Way (Property numbers referenced to corresponding Table 7)Property Impacts Type of Property Impact Full Acquisition Partial Acquisition 224212 THE 285 286 292 287 S SE 1 42 N D A VE SE 1 30 TH A VE SE HUBBARD RD SE 1 35 TH A VE SE 1 06 TH A VE SE 1 22 N D A VE 158159 2 216 261 188 199 161 213 200 167 160 170 172 169 220 164165 217 227 223 208 204 166 215218 222 219 168 162 226 205 221230 163 202 212 206 211 207 209 210 228 225 231 203 214 224 284 229 201 Sources: ODOT and Metro, Portland OR Figure 32 Estimated Right-of-Way Impacts Alternative 3, Midpoint Area 800 0 800 Feet Legend Construction Impact Line Right-of-Way (Property numbers referenced to corresponding Table 7)Property Impacts Type of Property Impact Full Acquisition Partial Acquisition SE 1 62 N D A VE 212 288 224 224 SE 1 72 N D A VE SE 1 52 N D A VE 264263 374 355 357356 302 287 364 309 305 362 312 289 307 365 366291 310 372 361 363 360 306 371 370 375 304 373 368 369 358 376 377 378 379 290 311 308 367 359 303 Sources: ODOT and Metro, Portland OR Figure 33 Estimated Right-of-Way Impacts Alternatives 2 and 3, Rock Creek Junction 800 0 800 Feet Legend Construction Impact Line Right-of-Way (Property numbers referenced to corresponding Table 7)Property Impacts Type of Property Impact 313 313 312 346 313 354 314 317 322 318 353 324 352 342 341 337 347 348 331 328 327 332 336 321 320 319315 316 340 343 339 344 338 345 351 350349 325 330 334329 323 326 335 333 Full Acquisition Partial Acquisition MSE JO H N SO N R D SE J O H N SO N R D UPRR SE L AWN FIEL D RD 205 SE SUNNYBROOK BLVD SE MATHE R RD SE LAKE RD SE 97TH AVE SE THIESSEN RD 224 24 42 33 11 36 58 56 18 79 35 50 9 26 74 30 5 72 8 149 28 15 54 150 7 16 21 77 38 29 37 81 67 46 47 10 152 70 82 64 12 153 4 85 73 151 158 57 80 25 43 62 20 61 59 55 83 66 75 63 31 34 1 76 19 27 53 7884 6 13 86 48 45 44 6069 17 68 14 65 39 154 41 22 40 23 156 71 49 51 Sources: ODOT and Metro, Portland OR Figure 34 Estimated Right-of-Way Impacts Design Option A-2, I-205 Interchange 800 0 800 Feet Legend Construction Impact Line Right-of-Way (Property numbers referenced to corresponding Table 7)Property Impacts Type of Property Impact Full Acquisition Partial Acquisition 205 W 87 88 157 89 97 90 151 98 96 91 92 100 99 212 107 102 106 113 109 116 120 126 123 105 108 110 112 115 117 118 119 SE CLACKAMAS RD SE 102N D AVE 205 125 124 132 101121 122 128 129 135 141 144 142 140 143 147 148 103 111 114 104 127 134 137136 139 138 146 145 133 131 133 88 93 95 94 SE 82N D DR SE JO H NSO N RD SE ROOTS RD CLACKAMAS RD SE E VE LY N ST 58 56 79 74 149 150 77 81 67 152 70 82 64 153 85 80 62 61 59 83 66 75 63 76 78 84 86 60 69 68 65 154 86 156 71 155 Sources: ODOT and Metro, Portland OR Figure 35 Estimated Right-of-Way Impacts Design Option A-2, SE 82nd Drive and OR 212/224 290 0 290 Feet Legend Construction Impact Line Right-of-Way *(Property numbers referenced to corresponding Table 7) Property Impacts* Type of Property Impact Full Acquisition Partial Acquisition 224212 285 286 292 287 236 256 254 249 248 247 246 245 239 233232 238 237 244 235 234 196 159 380 381 SE J SE 1 42 N D A VE SE 1 30 TH A VE SE HUBBARD RD SE 1 35 TH A VE SE 1 06 TH A VE SE 12 2ND A VE 158 180 159 2 216 261 188 199 161 213 200 167 160 181 170 172 169 220 164165 258 217 186 227 259 223 171 178 252 208 204 260 251 257 166 215218 222 219 179 168 242 162 226 205 173 221230 175 243176 177 253 240 163 174 250 202 183 184 212 255 185 182 206 211 207 209 210 228 225 241 231 203 214 224 284 229 201 Sources: ODOT and Metro, Portland OR Figure 36 Estimated Right-of-Way Impacts Design Option B-2 800 0 800 Feet Legend Construction Impact Line Right-of-Way (Property numbers referenced to corresponding Table 7)Property Impacts Type of Property Impact Full Acquisition Partial Acquisition 285 286 2923 293 287 216 290 288 191 193 194 282 281 280 279 278277 276 275 269 265 267 262 266 270 271 283 284 273 274 268 187 198 19 5 197 190189 206 SE 1 42 N D A VE SE 1 30 TH A V E HUBBARD RD SE 1 35 TH A V E 188 199 200 220 217 227 223 208 204 7 215218 222 219 226 205 221230 202 212 206 211 207 209 210 228 225 231 203 214 224 284 229 201 Sources: ODOT and Metro, Portland OR Figure 37 Estimated Right-of-Way Impacts Design Options C-2 and C-3 1,000 0 1,000 Feet Legend Construction Impact Line Right-of-Way (Property numbers referenced to corresponding Table 7)Property Impacts Type of Property Impact 285 286 292 294 295 296 297 298 3 293 287 216 SE 1 42 N D A VE SE 1 30 TH A V E HUBBARD RD SE 1 35 TH A V E 188 199 200 220 217 227 223 208 204 7 215218 222 219 226 205 221230 202 212 206 211 207 209 210 228 225 231 203 214 224 284 229 201 DESIGN OPTION C-3DESIGN OPTION C-2 Full Acquisition Partial Acquisition SE 1 62 N D A VE 212 288 224 224 297 298 299 300 301 SE 1 72 N D A VE SE 1 52 N D A VE 264263 374 355 357356 302 287 364 309 305 362 312 289 307 365 366291 310 372 361 363 360 306 371 370 375 304 373 368 369 358 376 377 378 379 290 311 308 367 359 303 Sources: ODOT and Metro, Portland OR Figure 38 Estimated Right-of-Way Impacts Design Option D-2 800 0 800 Feet Legend Construction Impact Line Right-of-Way (Property numbers referenced to corresponding Table 7)Property Impacts Type of Property Impact 313 313 312 346 313 354 314 317 322 318 353 324 352 342 341 337 347 348 331 328 327 332 336 321 320 319315 316 340 343 339 344 338 345 351 350349 325 330 334329 323 326 335 333 Full Acquisition Partial Acquisition SE 1 62 N D A VE 212 288 224 224 SE 1 72 N D A VE SE 1 52 N D A VE 264263 374 355 357356 302 287 364 309 305 362 312 289 307 365 366291 310 372 361 363 360 306 371 370 375 304 373 368 369 358 376 377 378 379 290 311 308 367 359 303 Sources: ODOT and Metro, Portland OR Figure 39 Estimated Right-of-Way Impacts Design Option D-3 800 0 800 Feet Legend Construction Impact Line Right-of-Way (Property numbers referenced to corresponding Table 7)Property Impacts Type of Property Impact 313 313 312 346 313 354 314 317 322 318 353 324 352 342 341 337 347 348 331 328 327 332 336 321 320 319315 316 340 343 339 344 338 345 351 350349 325 330 334329 323 326 335 333 Full Acquisition Partial Acquisition Carver MT. TALBERT Town Center Carver Junction Clackamas Clackamas Promenade Clackamas Sunnyside Sunnyside Village 17 2N D S E AV E AR MS TRONG CIRCLE RD F O S T E R RD SUNNYSIDE 13 0T H LAKE RD ST JENNIFERSE LN RD R D R D RD S TE R S E 97 TH D R R D S E RDROOTS JO H N SO N 82 N D SE HUBBARD RD O RD RD 82N D D R MATHER R D FU LL ER SUNNYSIDE 82 N DD R JE N N IF E R S T CAPPS SE L OS VE RDES DR THIESSEN RD SUNNYSIDE SE CLACKAMAS RIVER DR CLACKAMAS RIVER DR RD VIEW S E S TE IN D U S TR IA L S E RD S E SUNNYBROOK BLVD 12 9 AV E AV E AV E AV E W AY 82 N D AV E 93RD AV E 97TH AVE S E 13 5T H AV E S E 14 2N D AV E 12 2N D AV E10 2N D AV E RD S E 10 6T H AV E SE L AWN FIEL D RD SE 15 2N D DR S E 84 TH AV E 12 2N D AV E 12 2N D AV E STRAWBERRY CA SO N R D S EW E B S TE R 13 2N D S E 15 2N D D R CLACKAMAS SE M ATH ER R D MONTEREY AVE S E 14 7T H AV E 1:24,003 HAPPY VALLEY C la ck am as R iv er GLADSTONE MILWAUKIE JOHNSON CITY DAMASCUS DAMASCUS HAPPY VALLEY Unique Land Uses Camp Withycombe - Military Dept. Camp Withycombe - ODOT Williams Pipeline Gas Distribution Facility KEX Radio KZNY Radio NW Pipe & Casing Clackamas Cemetery Sunrise Project Alignment Clackamas HS Clackamas Middle School Clackamas ES McLoughlin MS Mt. Talbert Nature Park Riverside Park Sah-Hah-Lee Golf Course 205 205 Figure 40 Unique Land Uses and Features October 2008 ThisOpageOleftOintentionallyOblank.O Supplemental Draft Environmental Impact Statement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TALBERT Town Center Carver Junction Clackamas Clackamas Promenade Clackamas Sunnyside Sunnyside Village JOHNSON CITY ALMA MYRA PARK CAMP WITHYCOMBE UNNAMED PARK PARK SOUTHERN LITES PARK PLEASANT VALLEY GOLF CLUB KAISER SUNNYSIDE HOSPITAL ANN-TONI SCHREIBER PARK CARVER BOAT RAMP SAH-HAH-LEE GOLF COURSE RIVERSIDE PARK VILLAGE GREEN HEDDIE NOTZ PARK JOHNSON CITY PARK NORTH CLACKAMAS AQUATIC CENTER COURSE NEIGHBOR- HOOD PARK CEDAR PARK JAMES ABELE PARK Sunrise Project Alignment Land Use Study Zones (A, B, C, D) Neighborhood Service Commercial Area Existing Park Existing School Recreation Site 1:24,000 HAPPY VALLEY C la ck am as R iv er GLADSTONE MILWAUKIE DAMASCUS DAMASCUS HAPPY VALLEY Three Mobile Home Parks Sunrise Village Bluffs Old ClackamasWest Clackamas Bel Air Estates Anderegg Park Orchard Lake Hollywood Mobile Home Park Existing Stormwater Facility Existing Golf Course Existing Bike/Ped. Trails Proposed Trails -- NCPRD Proposed Clackamas Bluffs Trail - Metro Public Schools Colleges Universities Private Schools Police Station Fire Station Hospital Ambulance Churches P.O. Post Office/ USPS Facility P.O. P.O. Clackamas High School Sunrise Middle Sunnyside Elementary La Salle High CCC Harmony Campus Sabin Skills Center Sabin- Schnellenburg Clackamas Elementary Bilquist Elementary Oregon Trail Elementary 205 205 Figure 41 Community Features 205 Carver MT. TALBERT Town Center Carver Junction Clackamas Clackamas Promenade Clackamas Sunnyside Sunnyside Village JOHNSON CITY ALMA MYRA PARK CAMP WITHYCOMBE SOUTHGATE PARK FURNBERG PARK GETHSEMANI CEMETERY SOUTHERN LITES PARK PLEASANT VALLEY GOLF CLUB KAISER SUNNYSIDE HOSPITAL ANN-TONI SCHREIBER PARK SAH-HAH-LEE GOLF COURSE RIVERSIDE PARK VILLAGE GREEN HEDDIE NOTZ PARK JOHNSON CITY PARK NORTH CLACKAMAS AQUATIC CENTER TOP-O-SCOTT GOLF COURSE NEIGHBOR- HOOD PARK CEDAR PARK JAMES ABELE PARK Sunrise Project Alignment Land Use Study Area Employer Locations Clackamas Business District Clackamas Industrial Area Figure 42 Business Districts 17 2N D S E AV E AR MS TRONG CIRCLE R F O S T E R RD SUNNYSIDE 13 0T H LAKE RD ST JENNIFERSE LN RD R D R D RD S E 97 TH MONTEREY D R RD SE RDROOTS JO H N SO N 82 N D SE HUBBARD RD CH O RD RD 82ND D R SE MANGAN DR MATHER RD FU LL ER SUNNYSIDE 82 N DD R JE N N IF ER ST CAPPS SE L OS VE RDES DR THIESSEN RD SUNNYSIDE SE CLACKAMAS RIVER DR CLACKAMAS RIVER DR RD VIEW S E S TE V E N IN D U S TR IA L S E RD HINES DR PRINCETON VILLAGE 14 5T H AV E S E SUNNYBROOK BLVD OREGON TRAIL DR 12 9T H 205 AV E AV E AVE AV E AV E W AY WAY 82 N D AV E 93RD AV E 97TH AVE S E 13 5T H AV E S E 14 2N D AV E 12 2N D AV E SE 10 2N D AV E RD EV EL YN ST S E 10 6T H AV E SE L AWN FIEL D RD WA Y SE 15 2N D DR S E 84 TH AV E 12 2N D AV E 12 2N D AV E STRAWBERRY D S E 90 W E B S TE R 13 2N D SE PH EA SA N T C T SE PI A ZZ A AV E SE 13 9T H AV E SIEBEN CREEK DR PIONEER DR TERRITORY D R H IN E S D R S E 15 2N D D R 1 2 6T H AV E 11 7T H AV E 119T H AV E C A R P ENTER DR CLACKAMAS SE M ATH ER R D MONTEREY AVE S E 14 7T H AV E Clackamas Regional Center 1:23,852 MILWAUKIE HAPPY VALLEY HAPPY VALLEY DAMASCUS DAMASCUS DAMASCUS The Clackamas Business District is centered on SE 82nd Drive intersection with OR 212/224 has freeway-oriented retail and services, retail serving the surrounding residential and employment areas, and industrial and warehousing close to Lawnfield Road. The Clackamas Regional Center contains the Clackamas Town Center mall, the Clackamas Promenade mall, three hotels, a hospital, a college branch campus, county offices, and other retail, office, and service uses. The Clackamas Industrial Area contains 1,558 acres for industrial and employment uses. Proximity and access to I-205 has resulted in a regional concentration of warehouses, transportation, and wholesale uses. GLADSTONE OR 212/224 Business Districts Rock Creek Employment Area The Rock Creek Employment Area has been identified in several plans as a location for future employment uses. Providence Medical Center has purchased a large site and plans a future hospital and medical office facility. Highway 212/224 Business Districts are concentrations of retail uses located along OR 212/224.                    ;    Minorities are defined as Black (or African American, having origins in any of the black racial groups of Africa); Hispanic (of Mexican, Puerto Rican, Cuban, Central or South American, or other Spanish culture or origin, regardless of race); Asian American (having origins in any of the original peoples of the Far East, Southeast Asia, the Indian subcontinent, or the Pacific Islands); or American Indian and Alaskan Native. Very Low-Income persons are defined as people residing in households with income below the federal poverty guidelines. Poverty guidelines are determined for households by household size. Low-Income persons are defined as people residing in households with an income between the federal poverty guidelines and an amount two times greater than the federal poverty guidelines. 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(" /"% "//, 1/0 SRD S 17 2N D SE S GRONLUND RD SPR INGWATER AV E AR MS TRONG CIRCLE S HATTAN RD RD F O S T E R RD SUNNYSIDE RD 82N D FORSYTHE 13 0T H LAKE RD ST JENNIFERSE LN RIVER RD LAKE SEH AR MON Y R D RD RD SE SE HILL RD W E B ST ER SE NA EF RD SE SE RU SK SE 97 TH H O M E MONTEREY R D RD R U SK D R SE RD E E E ST ST ST GLO UCE STE R ARL ING TONDA RTM OUT H W W GLO UCE STE R DAR TMO UTH TONS T ST SE RDTHOMPSON RDROOTS JO HNSO N 82 N D SE HUBBARD RD EC HO RD S G R ONL UND RD RD RD 82ND DR SE MANGAN DR MATHER RD FU LL ER SUNNYSIDE 82 N DD R JE N N IF ER ST CAPPS SE RAILROAD GL EN EC HO 82 N D D R S L OS VE RDES DR THIESSEN RD TH IES SE N ALDERCREST RD R D NS SUNNYSIDE RO ETH E RD SE JE NN IN GS CL AC KA M A S RI VE R DR CLACKAMAS RIVER DR CLACKAMAS RIVER DR RD VALLEYVIEW SE ST EV EN S R D HAROLD AVE OATFIELD RD LN IN D U ST R IA L SE GL EN RD HINES DR PRINCETON VILLAGE 14 5T H AV E SE SUNNYBROOK BLVD OREGON TRAIL DR 12 9T H RD ALDERCREST BL VD O ATFIELD RD AV E AV E AV E AV E AVE AVE AV E AV E AVWAY W AY WAY 82 N D AV E 93RD AVE 97TH AVE SE 13 5T H AV E SE 14 2N D AV E 12 2N D AV E SE 10 2N D AV E RD EV EL YN ST SE 10 6T H AV E SE L AWN FIEL D RD WA Y SE 15 2N D DR SE 84 TH AV E 12 2N D AV E 12 2N D AV E PO RTLAND ALDERCRES T RD SE ABERNETHY STRAWBERRY CA SO N R D SE 90 TH AV E W EBSTER 13 2N D DRSE M AP LE HU RS T RD MAPLEHURST RD SE PH EA SA NT C T WALLACE RD SE PI AZ ZA AV E SE 13 9T H AV E SIEBEN CREEK DR PIONEER DR TERRITORY DR HI NE S D R SE 15 2N D D R 12 6T H AV E 11 7T H AV E 119T H AVE SE OE TK IN RD C A R P ENTER DR SE ST AN LE Y AVE E CLACKAM AS BLVD RD CLACKAMAS SE M ATHE R RD LAKE 145T H AVE MONTEREY AVE CAUSEY AVE SE 14 7T H AV E CAUSEY AVE 99E MCLOUGHLIN BLVD 99E HARMONY BL VD SE VE STINGTON 34 TH RD WASHINGTONAV E O ATFIELD ST CEDA ROAK DR JOLIE POINT RD MAPLETON DR OA TF IE LDR NIXO N AVE ELMRAN DR RIS LE Y A VE AVE CON COR D RD M cLO U G H LIN BLVD BLVD MCLOUGHLIN OAK GROVE Jennings Lodge Carver MT. TALBERT Town Center HAPPY VALLEY Carver Junction Clackamas Damas Clackamas Promenade Clackamas Oatfield Ridge Sunnyside Sunnyside Village GLADSTONE WEST LINN JOHNSON CITY ALMA MYRA PARK CAMP WITHYCOMBE DAMAS CEMET 7TH DAY ADVENTIST PARK SOUTHGATE PARK FURNBERG PARK GETHSEMANI CEMETERY SOUTHERN LITES PARK PARK PLEASANT VALLEY GOLF CLUB SCOUTERS MOUNTAIN BOY SCOUT CAMP CEDAROAK BOAT RAMP CEDAR ISLAND MARY S. YOUNG PARK KAISER SUNNYSIDE HOSPITAL ANN-TONI SCHREIBER PARK CARVER BOAT RAMP BAKERS CABIN SAH-HAH-LEE GOLF COURSE RIVERSIDE PARK HIGH ROCKS BILLY GOAT ISLAND NORTH CLACKAMAS PARK ELL CENTU RY PARK STANLEY PARK CLIFFORD STOCKER PARK MAX PATTERSON MEMORIAL PARK DIERICKX FIELD VILLAGE GREEN HEDDIE NOTZ PARK JOHNSON CITY PARK NORTH CLACKAMAS AQUATIC CENTER TOP-O-SCOTT GOLF COURSE NEIGHBOR- HOOD PARK CEDAR PARK JAMES ABELE PARK MARK LANE TOT LOT Figure 43 Sunrise Project Alignment Land Use Study Area 1:32,850 MILWAUKIE HAPPY VALLEY HAPPY VALLEY DAMASCUS DAMASCUS County: 2% Asian 1% African American 11% 65 and older 14% disabled median household income $52,080 6% below poverty line State: 3% Asian 2% African American 12% 65 and older 17% disabled median household income $40,916 11% below poverty line BG 1 CT 221.03 10% Asian 2% African American BG 1 CT 221.04 3% African American median household income $26,396 11% below poverty line BG 3 CT 221.04 38% disabled median household income $35,489 BG 4 CT 221.04 5% Asian 2% African American 31% 65 and older median houshold income $37,500 BG 5 CT 221.04 7% Asian BG 2 CT 221.04 26% disabled median houshold income $37,292 16% below poverty line BG 2 CT 221.01 BG 1 CT 221.01 BG 1 CT 215.00 BG 3 CT 232.02 Section 8 Housing Site Environmental Justice Areas of Concern 205 205 Mobile Home Parks October 2008 ThisOpageOleftOintentionallyOblank.O Supplemental Draft Environmental Impact Statement                           Vividness is the memorability of the visual impression received from contrasting landscape elements as they combine to form a striking and distinctive visual pattern and encompasses: landform, vegetation, water, and man-made development. Intactness is the integrity of visual order and how much the view is free from encroaching features. Unity is the degree to which the visual resources of the landscape form a coherent, harmonious visual pattern and the compositional harmony or compatibility between landscape elements. Foreground is the area closest to the viewer, which can be designated with clarity and simplicity because the observer is a direct participant. Middleground is the area where parts of the landscape may be seen to join together (i.e., where trees become a forest) or revealed as either comfortable or conflicting with the landscape. Background is the area farthest from the viewer where distance effects are primarily explained by aerial perspective (i.e., emphasis is primarily on outlines or edges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• ?      •   A  !   •       ! •      ?    •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iew S1 shows an approximate representation of how Alternatives 2 and 3 could affect the visual quality of the view from a playing field southwest of the I-205 interchange. View S2 shows an approximate representation of how Alternatives 2 and 3 could affect the visual quality from SE 97th Avenue.                          View S3 simulation looking east from just north of Oak Acres mobile home park provides an approximate representation of Design Option B-2. The visual quality would decrease. View S4 looking northwest from southeast of the intersection of OR 212/224 and SE 135th Avenue provides an approximate representation of Design Option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• ." "- ( *"("  !" " " "&(" % !" 1// 0  91<9#!"//"1"( 2"" & "  % !"  ." #. /"-  !" ! • '/ *" #%"$ & &"#&$$ ""  !" $! &" % !" !(!), " (0 '#" .1/" !." 0 • ." "- ( *"(" $! % " &"#"  !" 1/$%% • " (  " !"# &" ( "." % !" )//  9# 2*;! '*"$" & !" View S5 shows an approximate representation of how Design Option D-2 could decrease visual quality from residences in the Hubbard Terrace neighborhood. View S6 shows an approximate representation of how the view north from the Oak Terrace neighborhood would be affected by the removal of the knoll under Design Option D-2. View S7 generally shows how views from the Windswept Waters development might look upon completion.                             "& '"# =* 1/" %. !" .1/" !." 0 $!"  % ! " "#> &  !" )// & $#$"  !" ") (. 525:556 "#!("C $ " )// ."/ ! #. /"." !" $$&( ("/(,C & / *" "" & !$1  / "  !"/ * $//, " !" "#!("  $$&( *"(" & " /#" ." % !" /  *"(" • '/ *" #%"$ & &"#&$$ "" /( !" ! & $! / " % !" !(!), 1")"" 9# 2*;! '*"$" & 9# 2;5& *"  !"/ #"" " *" *")" = " + " &" % 7$11& "#" & !" .1/" !." 0  !" $!"  #" % 9# 2*;! '*"$" & (. 525:556> • '/ *" #%"$ "" /( !" ! / " % !" "#!(" " .*")& .1/" !." 0 • '/ *" #%"$ ""  !" $!)"  G$& % !" (. 525:556 "#!("+ #$//, 1")"" !" &"*"/ ( #"/ & !" ") " "#+  #"" *")" %. !"&/(! & //(! • '/ *" #%"$ "" & "  ., "- ( ""   1/"  ! "  !" ! "& % 9# (#!& ;") $" • '/ *" #%"$ & &"#&$$ "" 1")"" 9# 235& '*"$" & 9# 285& '*"$"  !" $! &" % !" ") !(!),                           ! (" /"% "//, 1/0                            +    =,  >  ?  # (*  -   #  (-  '    !      &+,%      ?  # (*  -   #  (-          -    ? 4 >  "   4  ?  # (*  -   #  (-                            0 4               9 ! +'+.++0   '%  >  ?  # (*  -   #  (-  %     7  &       A  !     9""    "   ?  # (*  -   #  (-  1      7  &        ? 4   "   "   "!      4  ?  # (*  -   #  (-                            ,   3 3       "   ! 4     ?  # (*  -   #  (-                          ! (" /"% "//, 1/0 Sources: ODOT, Metro, Portland OR and Parsons Brinckerhoff *This generally shows the areas within which all alternatives and design options would be contained Legend: View Viewshed 1 Viewshed 2 Viewshed 3 Viewshed 4 Viewshed 5 Project Corridor * Figure 44 I-205 Interchange Area ViewshedsF NOTE: Photos for views scoring moderatelyhigh are included. There are no moderatelyhigh (5) values in this area. I-205 Interchange Area (Views 1-5) 224 205 205 Sources: ODOT, Metro, Portland OR and Parsons Brinckerhoff *Viewshed extends beyond map extent. **This generally shows the areas within which all alternatives and design options would be contained. Legend: View Viewshed 6 Viewshed 7* Viewshed 8 Viewshed 9* Viewshed 10 Viewshed 11 Project Corridor ** Figure 45 West Half of Midpoint Area ViewshedsF NOTE: Photos for views scoring moderatelyhigh are included. Views 7, 8, 9, and 11 scored moderately high (5). West Half of Midpoint Area (Views 6-11) View 7 Viewers are employees at Camp Withycombe and visitors to and employees of the industrial complex north of the camp. Some residents see this view as they walk, run, or ride their bicycles along Industrial Way and SE Mather Road. Vividness: average Intactness and unity: high VQ Moderately high (5). Alts 2/3 would diminish to moderately low (3) due to removal of grass in the foreground and grass and mature trees in the middleground. Highway would encroach on view and vehicles would provide new sources of light and glare. Overall unity would decrease. Design Option B-2 would decrease VQ to low (2). View 8 Viewers are military personnel at Camp Withycombe, visitors to and employees of the industrial complex north of the camp, and residents of the neighborhood directly south of the camp. Vividness: average Intactness and unity: high VQ Moderately high (5). Alts 2/3 would decrease to average (4) due to highway crossing through the middleground in front of bluff. Highway, declining from left to right, would partially block views of some of the vegetation on the bluff. View 9 Viewers are military personnel at Camp Withycombe. Vividness: average Intactness and unity: moderately high VQ Moderately high (5). Alts 2/3 would decrease from moderately high (5) to low (2) due to substantial amount of vegetation removed from the grassy fields. The highway would bisect the view, decreasing its intactness and diminishing overall unity. Slightly lower impacts under Alternative 3 from fewer brake lights and narrower roadway. Higher impacts from Design Option B-2 due to bigger structures needed for 8 lanes and multi-use path. View 11 Viewers are visitors to and employees of industrial facilities north of OR 212/224 at SE 122nd Avenue. Vividness, intactness, and unity: moderately high VQ moderately high (5). Alts 2/3 would decrease to low (2) due to considerable change in character from a heavily forested slope to six-lane highway. Most foreground vegetation would be removed and landform graded. New views to the west may be created for motorists on the highway. Substantial new light and glare impacts. 224212 224212 Sources: ODOT, Metro, Portland OR and Parsons Brinckerhoff *This generally shows the areas within which all alternatives and design options would be contained. Legend: View Viewshed 12 Viewshed 13 Viewshed 14 Viewshed 15 Viewshed 16 Project Corridor * Figure 46 F East Half of Midpoint Area ViewshedsNOTE: Photos for views scoring moderatelyhigh are included. Views 13 and 14 scored moderately high (5). East Half of Midpoint Area (Views 12-16) View 13 Viewers are employees of or visitors to the industrial buildings. Vividness, intactness, and unity: high VQ High (6). Alt 2 would decrease to low (2) due to tree removal and cut into the slope to level the terrain. The remaining slope would be supported by a retaining wall. Six travel lanes, signs, lights, and traffic would encroach, reducing intactness. Alt 3 would decrease VQ to moderately low (3), with less impact than Alt 2 due to lack of interchange. View 14 Viewers are residents of the Hubbard Terrace neighborhood. VQ Moderately high (5). Alt 2 would decrease to moderately low (3) due to the removal of vegetation and the elevation of the highway 30 feet above grade. Lower elevation would reduce impacts slightly under Alt 3. 224212 224 212 Sources: ODOT, Metro, Portland OR and Parsons Brinckerhoff *This generally shows the areas within which all alternatives and design options would be contained. Legend: View Viewshed 17 Viewshed 18 Viewshed 19 Viewshed 20 Viewshed 21 Project Corridor * Figure 47 F Rock Creek Junction Area ViewshedsNOTE: Photos for views scoring moderatelyhigh are included. Views 18, 19, 20, and 21scored moderately high (5). Rock Creek Junction Area (Views 17-20) View 18 Viewers are residents of the neighborhood east of the Sunnyside Community Church, especially those living on the northwest corner of the development, and pedestrians walking along OR 212/224. Vividness: average Intactness and unity: moderately high VQ Moderately high (5). Would decrease to low (2) due to highway replacing most of the knoll and open fields, doubling or tripling the visible pavement and elevating ~30 feet above fields at SE 162nd Avenue. View’s intactness decreased by intrusion of new highway into the existing fields. Unity between the man-made highway and the agricultural fields would be low. View 19 Viewers are primarily workers in the agricultural fields and motorists on SE 172nd Avenue. Vividness: moderately high Intactness and unity: high VQ Moderately high (5). Would decrease to low (2) due to replacing the vegetated field in the foreground with the six-lane intersection. View overall would appear more bisected between the developed intersection and housing development in the foreground and the vegetated slopes in the middleground and background. View 20 Viewers are motorists on OR 224. Vividness and unity: moderately high Intactness: high VQ Moderately high (5). Would decrease to low (2) due to removal of some foreground vegetation. Views to the forested ridgelines in the background could be opened, but also partially blocked by the elevated portion of the highway. Character of the view would change to that of a major road corridor. View 21 Viewers are residents, pedestrians, and bicyclists. Vividness and unity: moderately high Intactness: high VQ Moderately high (5). Would decrease to moderately low (3) due to removal of the knoll and new elevated structure on OR 224. Visibility of parts of the OR 224 structure would impose a more noticeable man-made, linear feature on the view. 224 212 224 212 224 205 205 Sources: ODOT, Metro, Portland OR and Parsons Brinckerhoff *Viewshed extends beyond map extent. **This generally shows the areas within which all alternatives and design options would be contained. Legend: View Viewshed S1 Viewshed S2 Viewshed S3 Viewshed S4 * Viewshed S5 * Viewshed S6 Viewshed S7 Project Corridor ** Figure 48 F Simulation Viewsheds Simulation Viewsheds (Views S1-S7) S2 S1 S3 S4 S5 S7 S6 224 212 224 212 224205 205 October 2008 ThisOpageOleftOintentionallyOblank.O Supplemental Draft Environmental Impact Statement                 +     9 " . # " , #//, &""."& 1, $ (  #. $" .&"/  "&# "- ( & %$$"  " /"*"/ %  '"# 9$& /"*"/ ." $"." " 0"  ." /#  *&"  #.   % "- ( ." $"& & .&"/"& #&  */&" $ " % !" .&"/ 9!"!" !" #!(" )$/& #""  D. #E &" "&  !) .$#! ) " ! "- ( #&  " )$/& 1"#."  "#%# /# =#//"&  $1 / #" ">  )!"!" !" 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'"#"& % 54*4 9 " /"*"/ )"" "&#"& % 28;  " "&# " " " "( ;86 " &"/ $ + #!/ + #.."#/+  &$ /  "" 9$& /"*"/ )"" "&#"&  ; %"" 1*" ($& /"*"/  .  /# '  %")  "" + $& /"*"/ )"" "&#"&  "#&+ !&+  %$! %/ !"(! +($" 68+ 9 " 3. # 9" = 2*2> !)  -." /# )!"" $& /"*"/ )"" "&#"&  !"  " .&"/ & &"%"& )!"!" !" . # ) &$"   " "-#""&( "!" !" 1 /$"  "/*" #" " #"+  1! ' ." /# + !" & )// .*" ), %. ."  "" + & $& /"*"/ " "- "#"&  &. ! % !" '"#  1$/ dBA means A-weighted decibels. For comparative purposes, human breathing is approximately 10 dBA, a calm room ranges 40-50 dBA, normal talking ranges 40-60 dBA, typical television setting is about 60 dBA at 10 feet, and a passing car is 60-80 dBA at 50 feet. 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o ck C re ek Co w Cr ee k Moun t Scot t Cree k Phillips Creek 1 6 99 98 97 96959493 9288 91 9087 81 80 78 75 76 77 74 72 69 65 66 64 63 61 5960 58 57 56 55 52 51 49 40 37 38 36 35 34 27 148 (D-2, D-3 Only) 111 110 109 116 128 118 119 120 124 129 130 131 132 141 139 138 149 150103 105104 100 C2-3 89 79 22 108 85 D2 & 3-2 C3-3 Sources: ODOT and Metro, Portland OR Figure 49 Noise Impact Sites, Alternatives 2 and 3 2,000 0 2,000 Feet Legend Urban Growth Boundary (UGB) Project Subareas Construction Impact Line Right-of-Way Predicted Noise Impact Locations Exceeds Absolute Criteria Only General Locations of Noise Prediction Sites Exceeds Absolute and Substantial Increase Criteria No Noise Impact and Lower Noise Level than Alternative 1 Exceeds Significant Increase Criteria Only Clackamas River 205 205 D ean Creek Cow Creek Camp Withycombe Mount Talbert Three Rivers Tr illi um C ree k SE 1 62 N D A VE 19 62 133 23 25 26 28 20 21 16 17 14 10 (A-2 Only) 8 9 48 47 46 45 44 43 42 54 53 101 Cow Creek Camp Withycombe Alternative 3: Build with No Midpoint Interchange 101 SE JENNIFER ST SE HUBBARD RD SE 1 35 TH A VE SE 1 06 TH A VE SE 1 22 N D A VE 99 98 97 96959493 9288 91 9087 83 80 78 75 76 77 74 149 150103 105104 100 C2/3 89 79 108 85 NOTE: 175 sites were evaluated for impacts. This figure shows sites that exceed the impact criteria. The exceptions are the green dot sites, where the increase in the noise level would not be an impact under the build alternatives but would be an impact under the No Build Alternative. Not shown are sites that had noise levels below the absolute or substantial increase impact criteria (except for the green dot locations). 224 212 224 212 224 212 224 10 A-2 Only 83 B-2 Only 84 B-2 Only 88 B-2 Only 98 C-3 Only 100 C-2 Only 101 C-3 Only C2-1 C-3 Only C2-3 C-3 Only C3-3 C-3 Only D2 & 3-2 D-2 Only 103 No Criteria Exceeded under B-2, C-2 104 No Criteria Exceeded under B-2, C-3 108 C-2, D-2, D-2 and C-2, D-2, D-3 (3rd & 4th floors) 110 C-2, D-2, D-3 116 No Criteria Exceeded under C-2, C-3 128 D-2, D-3 148 D-2, D-3 149 No Criteria Exceeded under B-2, C-2 Differences of Design Options Sources: ODOT and Metro, Portland OR Figure 502,000 0 2,000 Feet Map Document: (P:\O\ODOT00000548\0600INFO\GS\arcmap\EIS Figures\Fig_4_Noise.mxd) 12/11/2007 -- 9:40:42 AM Legend Urban Growth Boundary (UGB) Project Subareas Construction Impact Line Noise Walls Existing Recommended for Inclusion in the Project Recommended for Special Consideration Not Recommended Noise Walls Clackamas River 205 205 D ean Creek Cow Creek Camp Withycombe Mount Talbert Three Rivers Tr illi um Cr ee k SE 16 2N D AV E SE SUNNYSIDE RD SE 82N D D R SE 17 2N D AV E SE JENNIFER ST SE W EBSTER R D SE 15 2N D AV E SE LAKE RD SE 97TH AVE SE 14 2N D AV E SE 13 2N D AV E SE THIESSEN RD SE HARMONY RD SE JO H N SO N R D SE ROOTS RD SE 13 0T H AV E S CLACKAMAS RIVER DR SE FU LL ER SE CLACKAMAS RD SE HUBBARD RD SE ST EV EN S R D SE CAPPS RD SE 12 9T H AV E SE EV EL YN ST SE 13 5T H AV E SE ARMSTRONG CIR SE 10 6T H AV E SE C A SO N R D SE 12 2N D AV E Ro ck Cr ee k Co w Cr ee k Moun t Scot t Cree k Phillips Creek Wall 1 Wall 2 Existing Wall Wall 4 Wall 3 Wall 5 Recommended for Special Consideration Wall 6 Wall 8 Not Recommended Wall 11 Wall 14 Recommended for Design Option D-2 Only Wall 15 Existing Wall Existing Wall Existing Wall Wall 13 224212 224 224 212 Wall 10 Not Recommended Wall 12 Not Recommended Wall 9 Not Recommended                 > A  !    & # ' G$/, . # " #/ "/, "&  %%# . # ' G$/, ) /,F"&  1!  /#/ & "(/ 1  % !" 9#39 !" $&, " #/$&" "- ( &), + /"& ") &), + & /#/+ /, "%.( " "# )!"" #!("  %%# */$." )$/& ##$   " $/ % !" 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(" /"% "//, 1/0 Clackamas River Moun t Scot t Cree k Phillips Creek Jo hn so n Cr ee k Sieben Creek Ro ck C re ekDean Creek SE 8 2N D D R Cow Creek Gra ham Camp Withycombe Mount Talbert Tr illi um C ree k Si eb en C re ek 212 224 224 212 224 212 224 Cre ek 205 205 SE SUNNYSIDE RD SE 82ND DR SE 1 72 N D AV E SE JENNIFER ST SE 1 22 N D AV E SE W EB STER R D SE 1 52 N D D R SE 1 47 TH A VE SE LAKE RD SE 97TH AVE SE 1 42 N D AV E SE 1 32 N D AV E SE THIESSEN RD SE HARMONY RD SE JOHNSO N RD SE ROOTS RD SE 1 30 TH A VE S CLACKAMAS RIVER DR SE F UL LE R RD SE CLACKAMAS RD SE HUBBARD RD SE JENNINGS AVE SE STRAWBERRY LN SE S TE VE N S R D SE CAPPS RD SE 12 9T H AV E W EB STER RD SE E VE LY N ST SE 1 35 TH A VE SE ARMSTRONG CIR SE 1 06 TH A VE SE C AS O N R D SE 1 22 N D AV E Sources: ODOT and Metro, Portland OR Streams as modified by DEA as found on field visit Figure 51 Habitat Types/Plant Communities 2,000 0 2,000 Feet Wetland CommunitiesPalustrine Emergent Wetland Palustrine Forested Wetland Palustrine Scrub-Shrub Wetland Palustrine Forested Scrub-Shrub Wetland Palustrine Scrub-Shrub Emergent Wetland Upland Communities Conifer Forest Emergent Wetland Forested Scrub-Shrub Wetland Industrial Disturbed Mi ed Forest Residential Upland Grassland Agricultural Piped Culverted Streams Legen River Area of Potential Impact API Urban Growth Boundary UGB Wildlife Corridors Clackamas River Moun t Scot t Cree k Phillips Creek Cow Creek Sieben Creek Ro ck C ree k Dean Creek SE 8 2N D D R Co w Cr ee k Cow Creek Camp Withycombe Mount Talbert Tril lium Cr eek Si eb en Cr ee k Gr ah am Cree k 224212 224 212 205 205 SE SUNNYSIDE RD SE 82ND DR SE 1 72 N D AV E SE JENNIFER ST SE 1 22 N D AV E SE W EB STER R D SE 1 52 N D D R SE 1 47 TH A VE SE LAKE RD SE 97TH AVE SE 1 42 N D AV E SE 1 32 N D AV E SE THIESSEN RD SE HARMONY RD SE JOHNSO N RD SE ROOTS RD SE 1 30 TH A VE S CLACKAMAS RIVER DR SE F UL LE R RD SE CLACKAMAS RD SE HUBBARD RD SE JENNINGS AVE SE STRAWBERRY LN SE S TE VE N S R D SE CAPPS RD SE 12 9T H AV E W EB STER RD SE E VE LY N ST SE 1 35 TH A VE SE ARMSTRONG CIR SE 1 06 TH A VE SE C AS O N R D SE 1 22 N D AV E 224 Sources: ODOT and Metro, Portland OR Streams as modified by DEA as found on field visit Figure 52 Wetlands and Streams 2,000 0 2,000 Feet Legen Project Area Considered in Evaluation Urban Growth Boundary UGB River Wetlands Wetlands, National Wetlands Inventory, Metro Wetlands, Salmon Resource and Sensitive Area Mapping Project Field Verified Wetlands Emergent Wetland Forested Scrub-Shrub Wetland Streams (Field Verified by DEA) Daylight Channel Piped Culverted Streams As shown in Metro s Regional Land Information System RLIS , not verified Streams shown in RLIS, that no longer e ist in mapped alignments Dean Creek Cow Creek Camp Withycombe Mount Talbert Three Rivers La n ie ea ign ent Sie b SE 2n A enue Bridge would connect north/south sections of SE Ambler Road over UPRR and Mount Scott Creek. Bridge for new on-ramp would affect east edge of forested wetland, and cross Philips Creek, the UPRR track, Mt. Scott Creek, and Dean Creek. Impacts confined to the areas where wildlife values are already compromised. Mt. S ott Cree Cu ert Area New slopes for on-ramp, creating new impacts to the narrowest segment; wildlife can travel along southern bank but narrowed already by I-205 development. Wildlife trails evident on the I-205 fill slope above culvert, where on-ramp would be constructed, potentially creating a complete barrier. South of culvert, wildlife confined to single-file path along the Sunnybrook off-ramp fill slope and a dense Himalayan blackberry thicket (only 20 to 30 feet wide). Build alternatives would expose wildlife to traffic for 100 feet down to the KEX tower site. Mitigation plantings to provide adquate cover would take many years. La n ie ea ign ent Fill slopes for northbound ramp to I-205 and Lawnfield Extension create a long V-shaped topography which wildlife typically would avoid. Base should be at least 50 feet wide. Lawnfield Extension would bisect KEX site wetlands used by wildlife for food and shade in summer. The KEX grasslands and adjacent wet meadow are used by wildlife for food and water, particularly by waterfowl, amphibians, and mammals. An approximately 400-foot-long bridge through the forested area would allow wildlife passage underneath. Trees and shrubs would be removed. This realignment could sever one of the two main accesses for wildlife between Mount Talbert and KE a io To er Site New bridge over Dean Creek. North of bridge, retaining wall about 450 feet long would likely narrow small corridor through ditch already mostly impassable with overgrowth. Road currently used by wildlife would be removed. Steepening fill slopes and placing wall far from ditch would help reduce impacts. Ca Wit y o e Area Alignment enters Camp Withycombe where it crosses maintained fields that provide habitat for small mammals. Planned multi-use path would be located where forested and grassland habitat types converge. Loss of edge habitat reduces overall habitat complexity and directly reduces habitat for edge species. B u Single-family housing forms north edge and industrial land uses along base of bluff form south edge of corridor. Retaining walls for interchange built on the north side of alignment would limit intrusion into corridor. Midpoint interchange would narrow width of corridor from 150 to 75 feet for ~2,000 feet. Lights at interchange and on the highway would reduce the suitability of the corridor for nocturnal animals. Alternative 2’s midpoint interchange would impact additional 3.0 acres of Upland Class B compared to Alternative 3. East of the interchange area, alignment forms southern third of the bluff width so the corridor would be narrowed in the least usable part of the corridor. Vegetation removed during construction; temporary loss of habitat during regrowth of mitigation plants would functionally narrow the corridor for several years, decreasing its suitability for species less tolerant of human activity. Tree removal would result in permanent impacts to wildlife. Areas next to development are susceptible to invasion by non-native plants, such as Himalayan blackberry, which further degrades suitability of the area for wildlife travel. 212 224 224 205 205 W O O D A V E SE 82ND DR SE JENNIFER ST SE W EBSTER RD SE LAKE RD SE 97TH AVE SE THIESSEN RD SE JO HNSO N RD SE 1 30 TH A VE SE CLACKAMAS RD SE HUBBARD RD SE JENNINGS AVE S SE E VE LY N ST SE 1 35 TH A VE SE 1 06 TH A VE SE 1 22 N D A VE Mt. Sc ott Cr eek Kellogg Creek Sieben Creek Sources: ODOT and Metro, Portland OR (Streams as modified by DEA as found on field visit) Figure 53 Descriptions of Wildlife Habitats and Impacts (I-205 and Midpoint Areas) 1,500 0 1,500 Feet Metro Resource Habitat Classification Riparian Class I Riparian Class II Riparian Class III Upland Class A Upland Class B Upland Class C Legen Area of Potential Impact (API) Urban Growth Boundary (UGB) Wildlife Corridors River Streams Culvert 205 205 Map Locator Clackamas River ek Tri lliu m Cr eek Sie be n C ree k Ca Wit y o e Area Alignment enters Camp Withycombe where it crosses maintained fields that provide habitat for small mammals. Planned multi-use path would be located where forested and grassland habitat types converge. Loss of edge habitat reduces overall habitat complexity and directly reduces habitat for edge species. B u Single-family housing forms north edge and industrial land uses along base of bluff form south edge of corridor. Retaining walls for interchange built on the north side of alignment would limit intrusion into corridor. Midpoint interchange would narrow width of corridor from 150 to 75 feet for ~2,000 feet. Lights at interchange and on the highway would reduce the suitability of the corridor for nocturnal animals. Alternative 2’s midpoint interchange would impact additional 3.0 acres of Upland Class B compared to Alternative 3. East of the interchange area, alignment forms southern third of the bluff width so the corridor would be narrowd in the least usable part of the corridor. Vegetation removed during construction; temporary loss of habitat during regrowth of mitigation plants would functionally narrow the corridor for several years, decreasing its suitability for species less tolerant of human activity. Tree removal would result in permanent impacts to wildlife. Areas next to development are susceptible to invasion by non-native plants, like Himalayan blackberry, which further degrades suitability of the area for wildlife travel. SE 135t A enue to o Cree Tri utary Riparian habitats at Sieben Creek add complexity and prey for wildlife traveling the Mount Talbert to Rock Creek corridor. Traffic on the access road could result in an increase of animal-vehicle collisions. Removal of Douglas-fir trees would result in impacts to fish habitat due to watershed effects. Other wildlife impacted will be to bats, neotropical birds, and raptors. Alternative 2 would build access road north of the alignment west from SE 142nd Avenue. It would bisect the wetland/upland area, severing habitat from forested area north. New bridge for expressway across SE 142nd Avenue would be built on fill slopes, which are main cause for impacts to wildlife habitat. Vegetation removed during construction; temporary loss of habitat during regrowth of mitigation plants would functionally narrow the corridor for several years, decreasing the suitability of the corridor for species less tolerant of human activity. Areas next to development susceptible to invasion by non-native plants, such as Himalayan blackberry, which further degrades suitability of the area for wildlife travel. o Cree Tri utary to o Cree Wildlife corridor width less than 200 feet, mixed-forest land between housing on north/south. Alternative 2/3 built on fill slopes at approach to proposed new bridge over Rock Creek, creating at least temporary impacts. Replanted cover would take several years to achieve sufficient size to provide cover for traveling wildlife, which may stop using the area in the interim. New bridge over Rock Creek, which is last portion of the wildlife corridor to the Clackamas River corridor. o Cree Tri utary to o Cree Construction of Alternative 2/3 interchange would remove all of Upland Class A and B habitat on wooded knoll. Alternatives 2/3 impact low-value agricultural fields and dense stand of Douglas fir, habitat for small animals. 212 224 212 224 212 224 SE JENNIFER ST SE 1 52 N D D R SE 1 42 N D A VE SE 1 30 TH A VE SE HUBBARD RD SE CAPPS RD SE 1 35 TH A VE SE ARMSTRONG CIR SE 1 22 N D A VE Ro ck C ree k Sources: ODOT and Metro, Portland OR (Streams as modified by DEA as found on field visit) Figure 54 Descriptions of Wildlife Habitats and Impacts (Midpoint Area and Rock Creek Junction) 1,500 0 1,500 Feet Metro Resource Habitat Classification Riparian Class I Riparian Class II Riparian Class III Upland Class A Upland Class B Upland Class C Legen Area of Potential Impact (API) Urban Growth Boundary (UGB) Wildlife Corridors River Streams Culvert 205 205 Map Locator Clackamas River 205 205 Dean Creek T ree Cree Cow Creek Camp Withycombe Mount Talbert Tri lliu m Cr eek C a a a B u o Cree Jun tion 212 224 212 224 212 224 224 SE SUNNYSIDE RD SE 82ND DR SE 1 72 N D AV E SE 1 22 N D AV E SE W EB STER R D SE 1 52 N D D R SE 1 47 TH A VE SE LAKE RD SE 97TH AVE SE 1 42 N D AV E SE 1 32 N D AV E SE THIESSEN RD SE HARMONY RD SE JOHNSO N RD SE ROOTS RD SE 1 30 TH A VE S CLACKAMAS RIVER DR SE F UL LE R RD SE CLACKAMAS RD SE HUBBARD RD SE JENNINGS AVE SE STRAWBERRY LN SE S TE VE N S R D SE CAPPS RD SE 12 9T H AV E W EB STER RD SE E VE LY N ST SE 1 35 TH A VE SE ARMSTRONG CIR SE 1 06 TH A VE SE C AS O N R D SE 1 22 N D AV E Ro ck Cr eek Co w Cr ee k Moun t Scot t Cree k Kellogg Creek Sieben Drainage Ditch Phillips Creek Jo hn so n Cr ee k Sources: ODOT and Metro, Portland OR Streams as modified by DEA as found on field visit Figure 55 Habitat Impacts for Alternatives 2 and 3 2,000 0 2,000 Feet Metro Resource Habitat Classification Riparian Class I Riparian Class II Riparian Class III Upland Class A Upland Class B Upland Class C Legen Area of Potential Impact API Urban Growth Boundary UGB Wildlife Corridors River Streams Culvert A ternati e 3: Bui it No Mi oint Inter ange C a a a B u SE HUBBARD RD 212 224 212 224 I-205 Interchange Area Midpoint Area Rock Creek Junction Dean Creek Ne Nort La n ie ea ign ent 205 224 205 SE 82ND DR SE W EBSTER RD SE 97TH AVE SE THIESSEN RD SE JO HNSO N RD SE ROOTS RD SE CLACKAMAS RD SE JENNINGS AVE SE E VE LY N ST SE 1 06 TH A VE Moun t Scot t Cree k Kellogg Creek Sources: ODOT and Metro, Portland OR Streams as modified by DEA as found on field visit Figure 5 Habitat Impacts, I-205 Interchange Area Options 1,500 0 1,500 Feet Metro Resource Habitat Classification Riparian Class I Riparian Class II Riparian Class III Upland Class A Upland Class B Upland Class C Legen River Streams Culvert Wildlife Corridors Dean Creek 224 205 205 De ign O tion A 2 re o e t e nort La n ie ea ign ent. S SE 82ND DR SE W EBSTER RD SE 97TH AVE SE THIESSEN RD SE JO HNSO N RD SE CLACKAMAS RD SE JENNINGS AVE SE E VE LY N ST SE 1 06 TH A VE Moun t Scot t Cree k Kellogg Creek Design Option A-2Alternatives 2 and 3 Alternatives 2 and 3 Alternatives 2 and 3 with Design Option A-2 I-205 Interchange Area Midpoint Area Rock Creek Junction 212 224 212 224 SE JENNIFER ST SE 1 30 TH A VE SE HUBBARD RD SE E VE LY N ST SE 1 35 TH A VE SE 1 06 TH A VE SE 1 22 N D A VE 212 224 212 224 SE JENNIFER ST SE 1 30 TH A VE SE HUBBARD RD SE E VE LY N ST SE 1 35 TH A VE SE 1 06 TH A VE SE 1 22 N D A VE Sources: ODOT and Metro, Portland OR Streams as modified by DEA as found on field visit Figure 5 Habitat Impacts, Midpoint Area Options, Alternative 2 1,200 0 1,200 Feet Metro Resource Habitat Classification Riparian Class I Riparian Class II Riparian Class III Upland Class A Upland Class B Upland Class C Legen River Streams Culvert Wildlife Corridors Alternative 2 Design Option B-2 Alternative 2 Alternative 2 with Design Option B-2 I-205 Interchange Area Midpoint Area Rock Creek Junction 224212 224212 SE 1 30 TH A VE SE HUBBARD RD SE 1 35 TH A VE Sources: ODOT and Metro, Portland OR Streams as modified by DEA as found on field visit Figure 5 Habitat Impacts, Midpoint Area (East End) Options 930 0 930 Feet Metro Resource Habitat Classification Riparian Class I Riparian Class II Riparian Class III Upland Class A Upland Class B Upland Class C Legen River Streams Culvert Wildlife Corridors Alternatives 2 and 3 212 224 212 224 SE 1 30 TH A VE SE HUBBARD RD SE 1 35 TH A VE Design Option C-2 212 224 224212 SE 1 30 TH A VE SE HUBBARD RD SE 1 35 TH A VE Design Option C-3 Alternatives 2 and 3 with Design Option C-2Alternatives 2 and 3 Alternatives 2 and 3 with Design Option C-3 Zone A Zone B Zone C Zone D o Cree Jun tion 224 212 SE ARMSTRONG CIR Ro ck C ree k Sources: ODOT and Metro, Portland OR Streams as modified by DEA as found on field visit Figure 5 Habitat Impacts, Rock Creek Junction Area Options 1,500 0 1,500 Feet Metro Resource Habitat Classification Riparian Class I Riparian Class II Riparian Class III Upland Class A Upland Class B Upland Class C Legen River Streams Culvert Wildlife Corridors Ma Lo ator Alternatives 2 and 3 o Cree Jun tion 224 212 SE ARMSTRONG CIR Ro ck C ree k Design Option D-2 o Cree Jun tion 224 212 SE ARMSTRONG CIR Ro ck C ree k Design Option D-3 Alternatives 2 and 3 Alternatives 2 and 3 with Design Option D-2 Alternatives 2 and 3 with Design Option D-3 October 2008 ThisOpageOleftOintentionallyOblank.O Supplemental Draft Environmental Impact Statement                 3     Palustrine wetlands (commonly called marsh, swamp, bog, fen, or prairie) may include small shallow ponds and are found near lakes, rivers, and estuaries or in isolated catchments or on slopes. They are distinguished from riverine and lacustrine (lake) wetlands because vegetation areas are greater than open water. Palustrine emergent (PEM) wetlands are dominated by herbaceous, hydrophytic (water tolerant), and often perennial vegetation that is present most of the growing season in most years. Palustrine forested (PFO) wetlands include areas dominated by woody vegetation that is at least 6 meters (20 feet) tall. Palustrine scrub-shrub (PSS) wetlands are dominated by woody vegetation less than 6 meters (20 feet) tall that may include true shrubs, young trees, and trees or shrubs that are small or stunted because of environmental conditions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(""  / % )"/& + 1$ ) #" ." ! $&"  % *+ &  #/$&" !" .  .-"& %" "&: #$1< !$1 )"/& • &!     )*  ) )$/& " $/  %")" / )"/& . # ! $&"  % *  J)* 1, 1$ %$ #" & ) 1, 1$ - #"     )* )$/& %%"# !" /"  .$ % .-"& %" "&: #$1< !$1 )"/& •     )* )$/& !*" /(!/, %")" . #  !" "."(" )"/& #"(, !  % *  •     ) )$/& !*" /(!/, !(!" . #  )"/& ! '/"*" 5 & *+ /   !" "."(" )"/& #"(, 1/" 54 $..F" / % )"/& #"(" 1, )"/& #"(, - &'  9"/&  !" 9$ " ''"# " *&" 1$ 22 &%%"" %$# ! # 1" ($ "& $&" !"" . #"(" B )" G$,+ )" G$/,+ & % ! & )/&/%" !1 9" G$, %$# "%"   )"/&6 1/,  " .)"  %/& )" & !" &"/,  "/" " 9" G$/, %$# "%"   )"/&6 1/,  1/F" & " "&." + "($/" !" #,#/( % $" $#!  ! !$ & ("+ & "($/" )" ". "$" + ! & )/&/%" %$# "%"   )"/&6 1/,  *&" !" %& $#" +                 3     As it relates to wetlands, microtopography refers to small-scale changes in elevations, typically in inches. !1 $#$" + & !" ##/ %# % % ! & )/&/%" &$( ."  // % !" *$ /%" (" +$# )"" "&   #/" % F"  " =4 4  2 4>  "<"! #"."  ! !" */$" #$/& 1" #. 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lackamas River 205 205 D ean Creek M N E Wetland A (0.32 Acres) Forested wetland adjacent to west side of SE 82nd along floodplain of Phillips and Mt. Scott Creeks. Phillips Creek flows through wetland just prior to its confluence with Mt. Scott Creek. Adjacent is a hazardous waste groundwater remediation area. Wetland B (1.36 Acres) Wetland is ODOT mitigation site adjacent to I-205, office park development, and Dean Creek. Conditions favorable to native frogs. Wetland C (7.09 Acres) Most valuable wetland resource within project API, includes diverse plant communities with native species and evidence of deer bedding down. KEX Radio tower portion is emergent wetland. Seventh-Day Adventist property contains emergent and forested/scrub-shrub plant communities. Wetland D (4.17 Acres) Patches of remnant wetlands west of KEX Radio tower site and railroad tracks, emergent with small patch of forested/scrub-shrub and high percentage of invasive and non-native species adjacent to ditched section of Dean Creek. Wetland E (0.36 Acres) Emergent wetland of low function due to isolation and high presence of invasive species. Wetland F (3.65 Acres) At Camp Withycombe, wetland is mix of emergent and forested wetlands. Water from the ditch flows through center of the wetland and eventually to Dean Creek. Wetland G (1.66 Acres) Wetland at Camp Withycombe contains a large population of common camas. Wetland H (0.21 Acres) Forested wetland is surrounded by development, which severely limits its wildlife support functions. Wetland I (0.64 Acres) Scrub-shrub wetlands, bordered by industrial facilities, are shallow but wide areas created by draining hillside seeps that provide connection to other natural resource areas. Wetland J (15.30 Acres) Estimated wetland acreage and conditions only, not verified. Potential acreage is large and property connects with upland wildlife corridor to north, which helps support wildlife habitat function. Past disturbance from mowing and removal of vegetation and possibly fill in places has reduced acreage. Wetland K (3.34 Acres) Emergent wetland lies adjacent to Rock Creek, roughly 40 to 50 feet above active channel. Historically cattle pasture, wetland is dominated by non-native grasses. Visitation by humans is infrequent and the area is relatively well-buffered from other traffic. Wetland L (2.20 Acres) Tributary of Rock Creek crosses under OR 224, via culvert near intersection with OR 212, and runs through emergent wetland. Downed trees showed beaver activity along roadway fill slopes of OR 224. Wetland M (0.88 Acres) Wetland mitigation site next to a self- storage facility. Beginning to transition from emergent to a scrub-shrub community. A high percentage of native plant species. Wetland N (0.22 Acres) Emergent wetland dominated by non-native grasses but has some native species. Bordered on all sides by development. Wetland E (0.36 Acres) Emergent wetland of low function due to isolation and high presence of invasive species. Wetland E (0.36 Acres) Emergent wetland of low function due to isolation and high presence of invasive species. 224 212212 SE SUNNYSIDE RD SE 82N D D R SE 1 72 N D AV E SE JENNIFER ST SE 1 22 N D AV E SE W EB STER R D SE 1 52 N D D R SE 1 47 TH A VE SE LAKE RD SE 97TH AVE SE 1 42 N D AV E 224 SE 1 32 N D AV E SE THIESSEN RD SE JO H N SO N R D SE ROOTS RD SE 1 30 TH A VE S CLACKAMAS RIVER DR SE F UL LE R R D SE CLACKAMAS RD SE HUBBARD RD SE JENNINGS AVE SE STRAWBERRY LN SE S TE VE N S R D SE CAPPS RD SE 1 29 TH A VE W EB STER RD SE E VE LY N ST SE 1 35 TH A VE SE ARMSTRONG CIR SE 1 06 TH A VE SE C AS O N R D SE 1 22 N D AV E 224 Ro ck C re ek Co w Cr ee k Mt. S cott C reek Kellogg Creek Sieben Creek Phillips Creek Jo hn so n Cr ee k A B C D E F G EH I J K L Sources: ODOT and Metro, Portland OR Streams as modified by DEA as found on field visit, DEA Wetland Boundaries Figure 60 Wetlands and Other Waters in the Area of Project Impact (Aerial) 2,000 0 2,000 Feet Wetlands - Cowardin Classifications Palustrine Emergent (PEM) Palustrine Forested (PFO) Palustrine Scrub-Shrub (PSS) Palustrine Forested/Palustrine Scrub-Shrub (PFO/PSS) Palustrine Scrub-Shrub/Palustrine Emergent (PSS/PEM) Legend Urban Growth Boundary (UGB) Area of Project Impact (API) River Streams Culvert Clackamas River 205 205 D ean Creek 224 212 224 212212 SE SUNNYSIDE RD SE 82N D D R SE 1 72 N D AV E SE JENNIFER ST SE 1 22 N D AV E SE W EB STER R D SE 1 52 N D D R SE 1 47 TH A VE SE LAKE RD SE 97TH AVE SE 1 42 N D AV E 224 SE 1 32 N D AV E SE THIESSEN RD SE HARMONY RD SE JO H N SO N R D SE ROOTS RD SE 1 30 TH A VE S CLACKAMAS RIVER DR SE F UL LE R R D SE CLACKAMAS RD SE HUBBARD RD SE JENNINGS AVE SE STRAWBERRY LN SE S TE VE N S R D SE CAPPS RD SE 1 29 TH A VE W EB STER RD SE E VE LY N ST SE 1 35 TH A VE SE ARMSTRONG CIR SE 1 06 TH A VE SE C AS O N R D SE 1 22 N D AV E 224 Ro ck C ree k Co w Cr ee k Moun t Scot t Cree k Kellogg Creek Sieben Creek Phillips Creek Jo hn so n Cr ee k Sources: ODOT and Metro, Portland OR Streams as modified by DEA as found on field visit, DEA Wetland Boundaries Figure 61 Wetland Impacts for Alternative 2 and Alternative 3 2,000 0 2,000 Feet Wetlands - Cowardin Classifications Palustrine Emergent (PEM) Palustrine Forested (PFO) Palustrine Scrub-Shrub (PSS) Palustrine Forested/Palustrine Scrub-Shrub (PFO/PSS) Palustrine Scrub-Shrub/Palustrine Emergent (PSS/PEM) Legend Urban Growth Boundary (UGB) Alternative 2 - Area of Project Impact (API) River Streams Culvert Alternative 3: Build with No Mid-Point Interchange 212 SE HUBBARD RD 224 212 224 Option B-2 results in expanded footprint compared to Alternative 2 case, resulting in additional acreage impacts primarily at the wetlands east of Sieben Creek. Wetland J Impacts: Alternatives 2 and 3: 10.28 Acres Option B-2: 12.35 Acres Wetland G Impacts: Alternatives 2 and 3: 1.24 Acres Wetland I Impacts: Alternatives 2 and 3: 0.53 Acres Option B-2: 0.58 Acres 212 224 212 224 SE JENNIFER ST SE 1 30 TH A VE SE HUBBARD RD SE 1 35 TH A VE SE 1 06 TH A VE SE 1 22 N D A VE D ean Creek Option A-2 lacks Lawnfield connection, results in fewer impacts to moderately high functioning Wetland C. Wetland H Impacts: Alternatives 2 and 3: 0.21 Acres Wetland F Impacts: Alternatives 2 and 3: 2.91 Acres Wetland E Impacts: All alternatives and options impact Wetland E at this location. Wetland B Impacts: Alternatives 2 and 3: 1.36 Acres Wetland C Impacts: Alternatives 2 and 3: 7.09 Acres Option A-2: 2.07 Acres Wetland D Impacts: Alternatives 2 and 3: 4.17 Acres Option A-2: 4.16 Acres 224 205 205 SE 82N D D R SE 97TH AVE SE THIESSEN RD SE JO H N SO N RD SE ROOTS RD SE CLACKAMAS RD VE SE E VE LY N ST Mt. S cott C reek Sources: ODOT and Metro, Portland OR Streams as modified by DEA as found on field visit, DEA Wetland Boundaries Figure 62 Comparison of Wetland Impacts from Design Options 1,500 0 1,500 Feet Wetlands - Cowardin Classification Palustrine Emergent (PEM) Palustrine Forested (PFO) Palustrine Scrub-Shrub (PSS) Palustrine Forested/Palustrine Scrub-Shrub (PFO/PSS) Palustrine Scrub-Shrub/Palustrine Emergent (PSS/PEM) Legend River Streams Culvert Alternatives 2 and 3 Options C-2 and C-3 and Alternatives 2 and 3 result in varying impacts to Wetlands J and M. Option C-3 results in fewer wetland impacts, but involves much greater encroachment into upland wildlife corridor. Option C-2 results in complete removal of Wetland M, a mitigation site, but keeps large portion of Wetland J intact and connected to wildlife corridor. Alternatives 2 and 3 avoid impacts to Wetland M, and reduces encroachment into wildlife corridor; however, it bisects Wetland J which would adversely affect wetland function. Wetland J Impacts: Option C-2: 5.77 Acres Option C-3: 4.10 Acres Wetland M Impacts: Alternatives 2 and 3: No Impact Option C-2: 0.88 Acres Option C-3: No Impact Wetland I Impacts: Alternatives 2 and 3: 0.53 Acres Option C-2: 0.53 Acres Option C-3: 0.64 Acres 212 224 SE HUBBARD RD Rock Creek Junction Options D-2 and D-3 and Alternative 2 and 3 result in varying impacts to Wetlands K and N. Alternative 2 and 3 scenarios avoid impacts to Wetland N, but result in notably greater impacts to Wetland K. Options D-2 and D-3 would both eliminate Wetland N, whereas the Alternatives 2 and 3 scenarios would avoid Wetland N. Wetland N Impacts: Option D-2: 0.22 Acres Wetland L Impacts: Alternatives 2 and 3: 2.19 Acres Option D-2: 2.19 Acres Option D-3: 2.19 Acres Wetland K Impacts: Alternatives 2 and 3: 1.62 Acres Option D-2: 0.71 Acres Option D-3: 1.34 Acres 212 224 Ro ck Cr ee k Alternative 2 Alternatives 2 and 3Alternatives 2 and 3 Alternatives 2 and 3: Option A-2 Alternative 2: Option B-2 Alternatives 2 and 3: Options C-2 and C-3 Alternatives 2 and 3: Options D-2 and D-3 October 2008 ThisOpageOleftOintentionallyOblank.O Supplemental Draft Environmental Impact Statement                 B!      #    ! "# &" #1" !" /#/ ("/(,+ / + ($&)"+ & " ./(,  !" 9$ " ''"# " '// % !" " %# %%"# !" # $#1/, % !" '"# & !)  .(! ""&  1" "#%#//, "("""&+ #/$&( ."!&  "# !" %"$" +($" 3* & +($" 36 = 272 & 275> !) !" . /#/ %"$" % !" / & ("/(, % !" '"# "  # !" ("/(, % !" 9$ " ''"# " ! 1 " /," % ) , " % 1"&#0 *"/ 1,  *", % &"   + %//)"& 1, $%#" / !" ) , " % 1"&#0 $ J&( $* & 9&, .*" $& "J!*" &%%"" #!#" # ! #$/& %%"# # $# % !"   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F Figure 64 Surface Soils Map, Alternatives 2 and 3 Alternative 3 1A Aloha silt loam, 0 to 3 percent slopes 8B Bornstedt silt loam, 0 to 8 percent slopes 8C Bornstedt silt loam, 8 to 15 percent slopes 8D Bornstedt silt loam, 15 to 30 percent slopes 13B Cascade silt loam, 3 to 8 percent slopes 13C Cascade silt loam, 8 to 15 percent slopes 13D Cascade silt loam, 15 to 30 percent slopes 14C Cascade silt loam, stony substratum, 3 to 15 percent slopes 17 Clackamas silt loam 23C Cornelius silt loam, 8 to 15 percent slopes 25 Cove silt clay loam 30C Delena silt loam, 3 to 12 percent slopes 41 Huberly silt loam 53A Latourell loam, 0 to 3 percent slopes 53B Latourell loam, 3 to 8 percent slopes 70C Powell silt loam, 8 to 15 percent slopes 71B Quatama loam, 3 to 8 percent slopes 76B Salem silt loam, 0 to 7 percent slopes 84 Wapato silty clay loam 87A Willamette silt loam, gravelly substratum, 0 to 3 percent slopes 91A Woodburn silt loam, 0 to 3 percent slopes 91B Woodburn silt loam, 3 to 8 percent slopes 91C Woodburn silt loam, 8 to 15 percent slopes 92F Xerochrepts and Haploxerolls, very steep 224212 224 224212 224 212 224212 205 205                        An isolated find in Oregon is defined as one to nine artifacts discovered in a location that appears to reflect a single event, loci, or activity. By definition, isolates are not significant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• '/"&, / "&  !" 9.7'C • +) & &""."&  1" "/(1/" 1$  =,"> / "&  !" 9.7'C • 9") " ! "  1/, "/(1/" =, #//, %//)"& 1,  "#.."&  ("#" ! !", 1" &"#/"& "/(1/">C & • '"//, "/(1/" 1"#$ " % !" (" 1$ &  ."" !" #" % "/(1/, =, #//, %//)"& 1, "#.."&  ("#" ! !", 1" &#$.""&  "/(1/"> !" . # /,  %#$ "  )!#! % !" " ="!" "( ""&  "/(1/"  1" "( ""&> #$/& 1" %%"#"& 1, !"   "& 9$ " ''"# #$." 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".( %$ #!"/(#/ "  #$"/, $0) & )// "G$" " *" (  # $# .( = "" 1/" 5* & ( & #$ >  % ,H I&  )$/& !*"  &"# "%%"#  , &"%"& #!"/(#/ " $#"                         • 2     !   • $  !         ? • >? > #               -    ( • >? : #      " ! 2  ( • >?  #  ',1   $ ( •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✔ ✔ ✔ ✔ 2 0  ✔ ✔ ✔ ✔ 2& ✔ ✔ 4& ✔ ✔ !& ✔ !& ✔ & &                        Section 106 of the National Historic Preservation Act of 1966 requires federal agencies to take into account the effects of federal undertakings on any district, site, building, structure, or object that is listed in or eligible for listing in the National Register of Historic Places. The 106 process provides for the identification and evaluation of significant historic properties and for the development and implementation of agreements about how adverse effects to these properties will be considered. The 106 process involves consultation with the State Historic Preservation Office, the tribes, local governments, and the public. If there are adverse effects to a historic property, consultations to avoid, minimize, or mitigate adverse effects will follow.   ' &' !" 9$ " ''"# " ! 1"" !" %#$ % ! #/ #*, #" !" "/,  .&<2744 !" "/, "/" )"" #"&  !" #! %./& & *" & .&" $ " % !" )" $#" *&"& 1, !" %//  ("( 2, #/, "/"." )"" #"""& $& !" %// & /( !" 9//."" & 2/#0. .*" !" *"/& 1#! % !" ("( /  "& !$(! !" '"# " & ., % !" "/, *"/" "/"&  !" ")/, #""& #..$" % ;/& " & ("( 2, !" 9$ " ''"# " # 82 " $#"  #1$( %"$"  " $#" ! "  )$/& 1" ;4 ," % (" )! %*" ," +($" 3; & 33 = 278 & 284> !) !" /# % !" 82 ! # " $#"  #1$( %"$" =!"" ., 1" ." ! " #1$( %"$"   (*" " $#" '// 82 " $#" &: #1$( %"$" " &" #1"&  ' "&- 2 > ! "# & #$ " /, !" %$ ! # " $#" "/(1/" % / (  !" 9.7' & "//, &"#/,  &"#/, %%"#"& 1, , % !"   "& 9$ " ''"# /"*"  &" (   2. 9!,#.1" =)! #1$( %"$" K52+ K5*+ K56+ & K5;  +($" 3;> ! "*$ /, 1"" &""."& 1, 97'(  1" "/(1/" % / (  !" 9.7' !" +0 ' 71"/#! 7$ ":9/*"!"& +$ & '#0/" 90 &$/&( = (/" " $#" )! ) %"$" + K*7 & K*8>  "/(1/" % / (  !" 9.7' &  /   ;/ ; ." $#" / "&   2/#0. 2$, $&.0 !" !& "/(1/" " $#"  !" +#L  ." +#/, =K57>+ #  ( %  1$/&(+ &  .  )" + & $&"($& )" "#" , %  .  !" %$! "/(1/" " $#"    % !" . /" % !" 9$!" '#%# ./& =) % '#%# ./& WK65X> 9"# 243 "". % #/(1/, %. % !"" " $#" =2. 9!,#.1" ) /"&, &""."& "/(1/"> )"" " "&  "G$"  97'(6 ##$"#"  !" "#.."& % "/(1/, % / (  !" 9.7' &  !" (%##" % !" . # 97'( !& "*")"& & ##$"& )! !" "#.."& & %&( % "%%"#  !" 9"# 243 %. % !" " $#" 1, '$($  5447 1/" 5; /  !" 9.7'<"/(1/" ! # " $#" & !" /"*"/ % "%%"#  ! " " $#"  % ,H I&  )$/& !*"  &"# "%%"#  , % !" &"%"& 1*"($& ! # " $#"  % *  )$/& &"#/, %%"# ) ! # " $#" B !" 2. 9!,#.1" "6 #1$( " $#" & !" +#L  ." +#/, &$/&( !"   "& 9$ " ''"# )$/& " $/  !" /" % //   % "#! % !" " ) " $#"     )* )$/& !*"  &"# "%%"#  , &"%"& 1*"($& ! # " $#"     I)* )$/& &"#/, . # !" 71"/#! 7$ " & 9/*"!"& '#0/" &$/&( 3%     I)*  "/"#"&+  %&( %  &*" " %%"#  !" ! # " $#" ! /"&, 1"" & #$ "& )! 97'( &   " " " %&( )$/& 1"   "&   %, 9"# 6=%>                            )* )  )*  ) )$/&  " $/  , . #  ! # " $#" !  !" ." . #  $&"  % *   ' ""' !"" )$/& 1"  &"# "%%"#  , % !" &"%"& #!"/(#/ " $#" 3&"# . #  ! # " $#" # ##$ )!"  '"# )$/&  !, #//, /" !" " $#" !". "/*" 1$ )$/& /" !" "(+ !""1, %%"#( !" 1/, % !" " $#"  #*",  ! # #!#" & " " % /#"  % *  ., !*" &"# "%%"#  !" 9$!" '#%# ./& 9//."" ;//",  $" =K65> !" 1$/& /"*" )$/& #"" *"  " *" !" /& . /"  *0    2     6   "     "      "   !     6  8   " 3% '6  /*) 8        8    3  6   "  %%  $%  !# @* 5 # 7*  *  I ! 6+   5 # 7*  *  I 6$5  5 # 7*  *  I .=6# 7  8  #2 #  %#0  ?  5  # 7*  *  I% 2   $ 7   ?     $    # B      *# C  >1J;   /# 6 >1J;   /# 6 *   )%  3  $5 $ I 2   $ 7  ?          # B      *# C /"'87  # 8 * 01  * $95 A I& /"'87  # 8 * A0   $ >*$+#"  = "  0   $>* $+#" = "  ?* $01  * $95 A I 2   $ 7  2 9 ?  *   6H $ #  # B  6 #<*    $  " #  *#   #  7* $C 0 * +## 5  $=    F 6!3  0 * +## 5  $B  K +## 5  $C    $   01$2  I 2   $ 7  )$ #  # B#  *#     C                            I)*  !" /,   ! #$/& "//, &"#/, %%"# !" ! # " $#"  !" $!"  G$& % !" " "# % 9# 2*4! '*"$" & (. 525:556 21$( %"$" K*7+ !" 9/*"!"& +$ & '#0/" 90 &$/&(+ "-"&  !" &), (!< %<),+ &  &'#" #1$( %"$"+ " K*8+ !" +0 71"/#! 7$ "+  #$"/, $ "&   " $     I)* ! !" "/  &"#/, . # K*8 1, !" /#"." %  &")/0 /( (. 525:556 + K*7+ !" # $# . # /" ! 1"" $  "/, /#"&    *& . #  !" 1$/&(+ & !"   "& )&"( % 9# 2*4! '*"$" )$/& 0" /#"  !"   " &" % 9# 2*4! '*"$" %. !" 1$/&( + #1$( %"$" K*8+ !" # $# . # )$/& ##$ /( !" ! "&(" % !" #"/ & )$/& #/$&" !" # $# %  &")/0 3 1! # " + !" 1$/&( )$/&  1" . #"&+ & !" . # %. !" /#"." %  &")/0  % % !" " " " $ )$/& /0"/, 1"  "!#"."     )* )  )*  ) )$/&  &"#/, %%"# , " $#"       & 9 (%# #!"/(#/ " $#" !*" 1"" &"%"&  !" $&" #&$#"&  &" 1$ !" (%##" % %$ &"%"& " $#"  // $0) #-#* !$/& 1" #&$#"&  ! " "  "*/$" !" (%##" 9#" *"." #*" !" *;2$5;* "+  #!"/(  !$/& . , )0  ! " 3% "*&"#" % #!"/(#/ &"    1 "*"& &$( .(+ , ".# "  "-#* !$/& 1" #&$#"&  "*/$" !" (%##" % !" &"   &"#$ " !" 7'' #$/& # 1$"& #!"/(#/ " $#" + &&/ *" ( )!"" !"   "& 9$ " ''"# # " !" 7'' !$/& 1" #&$#"& 3% !" *" ( &""." ! !" '"# " # (%# #!"/(#/ &"   ! )$/& 1" $*&1/, & &*" "/, . #"& 1, !"   "& 9$ " ''"#+ !" (( & 2/#0. 2$, )$/& ""&  &"*"/   " .( ." $"  # $/ )! 97'(+ ("#" + & 1" ( ." $" ., #/$&" " "*( !" " $#"  /#"  "-#*(  % !" " $#"  (%# ./, %  #"%# */$" ( ." $" )$/& 1" ""&"& % , ! # " $#" &""."&  1" "/(1/" % / (  !" 9.7' & % )!#!  9"# 243 +&( % #%%"# &""."& ! !" '"# )$/& !*"  &*" " "%%"# ( ." $" ., #/$&"+ 1$ "  "#" /, /."& + &#$."( !" %%"#"& " $#" )! !( ! + & ! )0 .$  1" "("&  # $/ )! 97'( ' ".&$. % '(""." )$/& 1" " "& & ("& 1, # ( " !" ".&$. % '(""." )$/& $/" !" ." $"  "&$#"+ *&  .(" !" &*" " "%%"# !"   "& 9$ " ''"# )$/& !*"  &*" " "%%"#  2. 9!,#.1"+ & !""%" .( ." $" )$/& 1" "G$"& !" '"# ". ! " "&  9"# 6=%> #*/$ ! # &" !" . #  2. 9!,#.1" = "" 9"# 6=%> #*/$ %//)( ' "&- > 97'( ##$"& )! !" %&( % D9 7 # ' "" '&*" "/, '%%"#"&E % !" 9$!" '#%# ./& 9//."" ;//",  $" =K65> & 2/#0. #/".", 9#!/ =K82> 9 .( ." $" )$/& 1" "G$"& % ! " " $#" ' +&( % #%%"# =+(#> !  ," 1"" $1."& % !" +#L  ." +#/, ( ." $" ., 1" "G$"& % !" +#L  ." +#/, % !" '"# # 1" &" ("&  *& "- "#"& . #                        ! (" "//, /"% 1/0 Figure 65 Location of Historic Resources Site 25Site 11 Site 24Site 23Site 21 Site 43Site 42 Site 59Site 58 Site 38Site 28 Site 39 Source: USGS Quadrangles: Damascus, OR 1961 (Photorevised 1984) and Gladstone, OR 1961 (Photorevised 1984) Site 71 28 71 42 # # 24 23 21 25 38 39 26 11 43 58 59 # # # 1 2 3 45 6 7 9 13 8 10 12 14 6932 31 33 15 16 29 30 68 27 17 18 19 20 34 22 41 4037 36 35 46 47 45 44 49 48 54 50 52 51 53 55 56 57 70 67 60 61 66 62 63 65 64 224212 224 224 212 205 205 Resources and/or contributing features recommended or determined to be eligible for the NRHP (Section 106 forms) Resources and/or contributing features previously determined eligible for the NRHP (by SHPO) Resources and/or contributing features identified as possibly eligible (not affected) Resource recommended not eligible for NRHP (Section 106 form) Resource recommended not eligible for the NRHP (baseline survey) Key Figure 66 Location of Historic Resources (Aerial) Resource and/or contributing features recommended or determined to be eligible for NRHP (Section 106 forms) Resource and/or contributing features previously determined eligible for NRHP (by SHPO) Resource and/or contributing features identified as possibly eligible for NRHP (not affected) Resource recommended not eligible for NRHP (baseline survey) Resource recommended not eligible for NRHP (Section 106 form) Legend 12 3 56 7 4 8 910 11 71 28 4212 13 14 15 16 30 27 68 69 29 31 33 32 26 20 17 18 19 34 24 23 21 25 22 39 37 36 35 40 41 46 45 47 44 43 49 48 54 50 52 51 55 56 57 53 70 58 59 60 67 66 61 6362 64 65 Site 25Site 11 Site 24Site 23Site 21 Site 43Site 42 Site 58 Site 38Site 28 Site 39 Locations of all resources identified during the Archaeological Investigations Northwest, Inc. (AINW) reconnaissance survey. The resource numbers are keyed to Appendix A of the Cultural Resources Technical Report. Site 71Site 59 38 224212 224 224 212 205 205                 9 B  /      <&   '#*" */*( !F&$ ."/ !*" !" "/  #"" & /"*" 1"!& #& ! # 1" !.%$/  !" "*." &  !" " /" 9#'' "G$" ! !" "/ % "#$"( !F&$ ."/ &$( # $#   " %    "& '"# 1" & #/ "& !"" #"(" % " !*" !" "/  #    '"# &"*"/ ."B • 9" )! 0) #. ! " // 1"( *" ("& & "."&"&C • 9" ! !& ! #/ #. 1$ !*" "#"*"&  %$!" # =9+'> &"". %.   " ("#" C & •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nvironmental Protection Agency databases: • Comprehensive Environmental Response, Compensation, and Liability Information System (CERCLIS). Environmental Protection Agency database of known and potentially hazardous waste facilities reported • National Priority List (NPL). A subset of CERCLIS properties; identifies priority sites for cleanup under the Superfund Program. • Resource Conservation and Recovery Act (RCRA). Identifies facilities that handle hazardous waste as part of their business. Oregon Department of Environmental Quality databases: • Environmental Cleanup Site Information System (ECSI) & Confirmed Release List. Includes facilities where there has been a confirmed release of hazardous substances, facilities where investigation or cleanup has been initiated, and facilities suspected of a release of hazardous substances. • Leaking Underground Storage Tank (LUST) database. Includes facilities where a petroleum release from an UST had occurred. • Registered Underground Storage List (UST) database. Includes facilities with current operational USTs and former (decommissioned) USTs.  9 B  /                  • / !      !*   ! !  " *       • 2       B        •      B       •    A     4   *       *   4    "      B      • /            B                       9 B  /      $#$"+  " )!  9+' &"  "#" /, ." !" "  %"" % #. !" !& #"(, % "/ "*."/ #   /"  ! " " )! " /& & 1$ " $ " */*" !" ("+ $ "+ & &  / % !F&$ ."/ + 1$ !" 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"&   % ,H I&        & (( "/ !F&$ ."/  $" &$( # $#  , #//, !"/ "&  ##. / !"& !$(! // "*" /  !" , " % "."&/ ." $" , #/ % !" # $# & "."& &$ , !"   "& 9$ " ''"# #$/& ##"/"" !" #/"$ % #."& / )! !" '"# " 7)"*"+ , #/ & # $# '"# &  #/$&" #. "!" *" #/"$ % " $/" !" #.   . "&."  # $#   "   0  )0" !"/! & %", Clackamas River 205 205 D ean Creek Cow Creek Camp Withycombe Mount Talbert Three Rivers Tr illi um C ree k SE 1 62 N D A VE 14. ODOT Ambler Road West (SE Ambler Road and SE 82nd Avenue) Groundwater contamination. Remediation ongoing. 18. PCC Structural Business Operation (13340 SE 84th Avenue) Groundwater contamination. Bio-remediation plan implemented in 2005. Current status unknown. 19. Interstate Industrial Park (13101 SE 84th Avenue) Groundwater contamination reported. Reports have been submitted. 9. Keller Property (10248 SE Mather Road) Groundwater contamination. Further investigation required based on link to the adjacent Temco site. 10. Temco Metal Products (10240 SE Mather Road) Contaminated soil, groundwater, and surface water. Some remedial action performed; investigation ongoing. 12. RS Davis Recycling (10105 SE Mather Road) Contaminated soil and stormwater runoff. Excavation of contaminated soil completed; probably not a significant threat but DEQ is re-evaluating its environmental priority. 13. ORARNG Camp Withycombe (101 SE Clackamas Road) Camp Withycombe - Firing Range; Camp Withycombe - Landfill Soil contamination. Remediation ongoing. 1. Ellsworth Dump Site (14570 SE 82nd Drive) Illegal dumping reported but no evidence revealed by federal site inspection in 1988. DEQ recommends soil sampling. 3. Northwest Pipe and Casing-Hall Process Company (SE Mather Road at SE Industrial Way) Contaminated soil and groundwater. Soil removed and capped. Groundwater remediation ongoing. 26. Cascade Chemical, Inc. (16081 SE Evelyn Street) Releases of unknown hazardous materials. Remediation investigation needed; "medium priority" status for further state action. 20. Met-Tek, Inc. (15651 SE 125th Court) Soil contamination. Further evaluation may be needed. 22. D and M Pallets (13150 OR 212) Potential soil and water contamination. DEQ recommends sediment sampling. 25. Pritchard's Truck Center (11857 OR 212) Soil contamination. Monitoring ongoing and further evaluation needed. OR 212 SE SUNNYSIDE RD SE 82N D D R SE 1 72 N D AV E SE JENNIFER ST SE W EBSTER R D SE 1 52 N D AV E SE LAKE RD SE 97TH AVE SE 1 42 N D AV E O R 224 SE 1 32 N D AV E SE THIESSEN RD SE HARMONY RD SE JO H N SO N R D SE ROOTS RD SE 1 30 TH A VE S CLACKAMAS RIVER DR SE F UL LE R R SE CLACKAMAS RD SE HUBBARD RD SE S TE VE N S R D SE CAPPS RD SE 12 9T H AV E SE E VE LY N ST SE 1 35 TH A VE SE ARMSTRONG CIR SE 1 06 TH A VE SE C A SO N R D SE 1 22 N D AV E OR 224 Ro ck C ree k Co w Cr ee k Moun t Scot t Cree k Phillips Creek 8 73 4 1 2 6 5 2321 203940 41 2524 3736 32 30 19 18 31 17 16 35 34 28 29 44 26 42 14 9 15 22 43 27 45 33 38 13 10 11 12 Sources: ODOT and Metro, Portland OR Figure 67 Hazardous Material Sites 2,000 0 2,000 Feet Legend Urban Growth Boundary (UGB) Project Subareas Construction Impact Line Right-of-Way Hazardous Materials Site Important Hazardous Materials Site Cow Creek Camp Withycombe 20. Met-Tek, Inc. (15651 SE 125th Court) Soil contamination. Further evaluation may be needed. 22. D and M Pallets (13150 OR 212) Potential soil and water contamination. DEQ recommends sediment sampling. 25. Pritchard's Truck Center (11857 OR 212) Soil contamination. Monitoring ongoing and further evaluation needed. Alternative 3: Build with No Midpoint Interchange OR 212 SE JENNIFER ST SE HUBBARD RD SE 1 35 TH A VE SE 1 06 TH A VE SE 1 22 N D AV E 9 2321 203940 41 24 3736 42 10 11 2225 43 27 13 15. Gem Top Manufacturing, Inc. (ECSI, NFA) 16. Howard S. Wright Construction (LUST-NFA) 17. Dietrich Property (Lust-NFA) 18. PCC Structural Business Operation (ECSI; OR CRL; undergoing remediation for solvent contamination in groundwater) 19. Interstate Industrial Park (ECSI; TCE, DCE, and PAHs groundwater contamination from offsite source) 20. Met-Tek (ECSI; OR CRL; removal of TPH and PCB-contaminated soil; DEQ recommended further evaluation 21. American Wood Dryers (ECSI; CERCLIS-NFRAP; NFA provided by DEQ and EPA 22. D&M Pallets (ECSI; OR CRL; PAH/BTEX/metals soil contamination, further evaluation required by DEQ) 23. Smith Masonry Contractors (LUST-NFA) 24.Safety-Kleen Corporation 7-148 (ECSI; OR CRL; CERCLIS-NFRAP; CORRACTS; NFA provided by DEQ 25. Pritchard’s Truck Center (ECSI; DEQ recommended further soil evaluation, and LUST-NFA) 26. Cascade Chemical Inc. (ECSI; CERCLIS-NFRAP; OR CRL; LUST-NFA; VOCs, PCE, and TCE contamination of soil and groundwater; medium priority listing 27. CMD Transportation (ECSI; LUST-NFA; contaminated soil removed, NFA provided by DEQ 28. Panoco 53 (LUST-NFA) 29. Chevron USA Inc. (LUST-NFA) 30. Coremark Distributors (LUST-NFA) 31.Western Oregon Conference of Seventh Day Adventists (LUST-NFA) 32. Transportation Center (LUST-NFA) 33. General Furnace and Air Conditioning, Inc. (LUST-NFA) 34. GTS Drywall (LUST-NFA) 35. ODOT Maintenance Facility (LUST-NFA) 36. Clackamas Distribution Center (LUST-NFA) 37. Fred Meyer Distribution Center (LUST-NFA) 38. Fred Meyer Clackamas (LUST-NFA) 39. Knez Building Supply (LUST-NFA) 40. Elting Pekkola Properties (LUST-NFA) 41. Ray’s Food Service (LUST-NFA) 42. ODOT (LUST-NFA) 43. Safeway Bakery (LUST-NFA) 44. Lumbermens of Oregon (LUST-NFA) 45. Clackamas Elementary School (LUST-NFA) 1. Ellsworth Dump Site (CERCLIS-NFRAP, ECSI) 2. Enoch Manufacturing (ECSI; VOC contamination of subsurface soil; no further investigation required by DEQ) 3. Northwest Pipe and Casing (NPL; CERCLIS, ECSI; ongoing) 4. Northwest Development (ECSI) 5. McFarlane’s Bark (LUST) 6. Neptune Pool (LUST-NFA) 7. Townes Property/NW Petroleum-Exxon (ECSI; ASTs; contaminated soil excavated; contaminated groundwater from off-site sources; DEQ approved NFA) 8. Timfab (LUST-NFA) 9. Keller Property (ECSI) 10. TEMCO Metal Products (ECSI; LUST-NFA; Decommissioned USTs; VOCs in groundwater) 11. Portable Equipment Salvage Co. (ECSI, CRL, OR Institutional Controls for O&M; soil cleanup in 1993) 12. 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"       & !" $/, *&" &&    " , .( ." $" % '/"*" 5 & * !" # $# "#%# )$/& # ." $"  " $" ! !" # $# #"&$" % "/# )$/& ..F" & $   "*#" SWA Future Water Supply Line Sunrise Water Authority (SWA) SWA Pump Station SWA Future Pumping Station SWA Future Water Treatment Facility SWA Future Wells CRW Water Reservoir CRW Proposed Reservoir Figure 68 Sewer and Water Systems Land Use Study Area Clackamas River Water (CRW) Clackamas County Service District I Existing Sewer Lines Potentially Impacted Sewer Lines 1:24,000 GLADSTONE MILWAUKIE DAMASCUS DAMASCUS DAMASCUS HAPPY VALLEY HAPPY VALLEY 205 17 2N D S E AV E AR MS TRONG CIRCLE RD F O S T E R RD SUNNYSIDE 13 0T H LAKE RD ST JENNIFERSE LN RD R D R D RD R S E 97 TH MONTEREY D R R D S E RDROOTS JO H N SO N 82 N D SE HUBBARD RD EC HO RD RD 82N D D R SE MANGAN DR MATHER R D FU LL ER SUNNYSIDE 82 N DD R JE N N IF E R S T CAPPS SE L OS VE RDES DR THIESSEN RD SUNNYSIDE SE CLACKAMAS RIVER DR CLACKAMAS RIVER DR RD VALLEYVIEW S E S TE V E IN D U S TR IA L S E RD HINES DR PRINCETON VILLAGE 14 5T H AV E S E SUNNYBROOK BLVD OREGON TRAIL DR 12 9T H AV E AV E AVE AV E AV E W AY WAY 82 N D AV E 93RD AV E 97TH AVE S E 13 5T H AV E S E 14 2N D AV E 12 2N D AV E SE 10 2N D AV E RD EV EL YN ST S E 10 6T H AV E SE L AWN FIEL D RD WA Y SE 15 2N D DR S E 84 TH AV E 12 2N D AV E 12 2N D AV E STRAWBERRY N R D S E 90 W E B S TE R 13 2N D SE PH E AS AN T C T SE PI A ZZ A AV E SE 13 9T H AV E SIEBEN CREEK DR PIONEER DR TERRITORY D R H IN E S D R S E 15 2N D D R 12 6 T H A V E 11 7T H AV E 19T H AVE C A R P ENTER DR CLACKAMAS SE M ATH ER R D MONTEREY AVE S E 14 7T H AV E 205 Potentially Impacted Water Lines 17 2N D S E AV E AR MS TRONG CIRCLE RD F O S T E R RD SUNNYSIDE 13 0T H LAKE RD ST JENNIFERSE LN RD R D R D RD R S E 97 TH MONTEREY D R R D S E RDROOTS JO H N SO N 82 N D SE HUBBARD RD EC HO RD RD 82N D D R SE MANGAN DR MATHER R D FU LL ER SUNNYSIDE 82 N DD R JE N N IF E R S T CAPPS SE L OS VE RDES DR THIESSEN RD SUNNYSIDE SE CLACKAMAS RIVER DR CLACKAMAS RIVER DR RD VALLEYVIEW S E S TE V E IN D U S TR IA L S E RD HINES DR PRINCETON VILLAGE 14 5T H AV E S E SUNNYBROOK BLVD OREGON TRAIL DR 12 9T H AV E AV E AVE AV E AV E W AY WAY 82 N D AV E 93RD AV E 97TH AVE S E 13 5T H AV E S E 14 2N D AV E 12 2N D AV E SE 10 2N D AV E RD EV EL YN ST S E 10 6T H AV E SE L AWN FIEL D RD WA Y SE 15 2N D DR S E 84 TH AV E 12 2N D AV E 12 2N D AV E STRAWBERRY N R D S E 90 W E B S TE R 13 2N D SE PH E AS AN T C T SE PI A ZZ A AV E SE 13 9T H AV E SIEBEN CREEK DR PIONEER DR TERRITORY D R H IN E S D R S E 15 2N D D R 12 6 T H A V E 11 7T H AV E 19T H AVE C A R P ENTER DR CLACKAMAS SE M ATH ER R D MONTEREY AVE S E 14 7T H AV E Land Use Study Area Distribution Line Impacts 115 KW Mainline 230 KW Mainline Carver Substation PGE Substations 1:24,000 GLADSTONE MILWAUKIE DAMASCUS DAMASCUS DAMASCUS HAPPY VALLEY HAPPY VALLEY Figure 69 Major Electric Power System Portland General Electric 205 205 17 2N D S E AV E AR MS TRONG CIRCLE RD F O S T E R RD SUNNYSIDE 13 0T H LAKE RD ST JENNIFERSE LN RD R D R D RD R S E 97 TH MONTEREY D R R D S E RDROOTS JO H N SO N 82 N D SE HUBBARD RD EC HO RD RD 82N D D R SE MANGAN DR MATHER R D FU LL ER SUNNYSIDE 82 N DD R JE N N IF E R S T CAPPS SE L OS VE RDES DR THIESSEN RD SUNNYSIDE SE CLACKAMAS RIVER DR CLACKAMAS RIVER DR RD VALLEYVIEW S E S TE V E IN D U S TR IA L S E RD HINES DR PRINCETON VILLAGE 14 5T H AV E S E SUNNYBROOK BLVD OREGON TRAIL DR 12 9T H AV E AV E AVE AV E AV E W AY WAY 82 N D AV E 93RD AV E 97TH AVE S E 13 5T H AV E S E 14 2N D AV E 12 2N D AV E SE 10 2N D AV E RD EV EL YN ST S E 10 6T H AV E SE L AWN FIEL D RD WA Y SE 15 2N D DR S E 84 TH AV E 12 2N D AV E 12 2N D AV E STRAWBERRY N R D S E 90 W E B S TE R 13 2N D SE PH E AS AN T C T SE PI A ZZ A AV E SE 13 9T H AV E SIEBEN CREEK DR PIONEER DR TERRITORY D R H IN E S D R S E 15 2N D D R 12 6 T H A V E 11 7T H AV E 19T H AVE C A R P ENTER DR CLACKAMAS SE M ATH ER R D MONTEREY AVE S E 14 7T H AV E Figure 70 Natural Gas Service Land Use Study Area NW Natural Distribution Williams Pipeline Distribution Williams Pipeline Local Gas Service Area NW Natural Transmission Lines 1:24,000 GLADSTONE MILWAUKIE DAMASCUS DAMASCUS DAMASCUS HAPPY VALLEY HAPPY VALLEY 205 205 17 2N D S E AV E AR MS TRONG CIRCLE RD F O S T E R RD SUNNYSIDE 13 0T H LAKE RD ST JENNIFERSE LN RD R D R D RD R S E 97 TH MONTEREY D R R D S E RDROOTS JO H N SO N 82 N D SE HUBBARD RD EC HO RD RD 82N D D R SE MANGAN DR MATHER R D FU LL ER SUNNYSIDE 82 N DD R JE N N IF E R S T CAPPS SE L OS VE RDES DR THIESSEN RD SUNNYSIDE SE CLACKAMAS RIVER DR CLACKAMAS RIVER DR RD VALLEYVIEW S E S TE V E IN D U S TR IA L S E RD HINES DR PRINCETON VILLAGE 14 5T H AV E S E SUNNYBROOK BLVD OREGON TRAIL DR 12 9T H AV E AV E AVE AV E AV E W AY WAY 82 N D AV E 93RD AV E 97TH AVE S E 13 5T H AV E S E 14 2N D AV E 12 2N D AV E SE 10 2N D AV E RD EV EL YN ST S E 10 6T H AV E SE L AWN FIEL D RD WA Y SE 15 2N D DR S E 84 TH AV E 12 2N D AV E 12 2N D AV E STRAWBERRY N R D S E 90 W E B S TE R 13 2N D SE PH E AS AN T C T SE PI A ZZ A AV E SE 13 9T H AV E SIEBEN CREEK DR PIONEER DR TERRITORY D R H IN E S D R S E 15 2N D D R 12 6 T H A V E 11 7T H AV E 19T H AVE C A R P ENTER DR CLACKAMAS SE M ATH ER R D MONTEREY AVE S E 14 7T H AV E Figure 71 Telecommunications and Cable Lines Land Use Study Area Telecom and Cable TV Impacts Level 3 to Sacramento Level 3 to Boise Verizon Fiber Optic Cable Verizon Switching Station Cell Towers 1:24,000 GLADSTONE MILWAUKIE DAMASCUS DAMASCUS DAMASCUS HAPPY VALLEY HAPPY VALLEY 205 205 SWA Future Water Supply Line Sunrise Water Authority (SWA) SWA Pump Station SWA Future Pumping Station SWA Future Water Treatment Facility SWA Future Wells CRW Water Reservoir CRW Proposed Reservoir Figure 68 Sewer and Water Systems Land Use Study Area Clackamas River Water (CRW) Clackamas County Service District I Existing Sewer Lines Potentially Impacted Sewer Lines 1:24,000 GLADSTONE MILWAUKIE DAMASCUS DAMASCUS DAMASCUS HAPPY VALLEY HAPPY VALLEY 205 172 ND SE AVE ARMS TRONG CIRCLE RD FOS TE R RD SUNNYSIDE 130 TH LAKE RD ST JENNIFERSE LN RD RD RD RD WE BS TER SE 97T H MONTEREY DR RD SE RDROOTS JOHNSON 82N D SE HUBBARD RD ECH O RD RD 82ND DR SE MANGAN DR MATHER RD FUL LER SUNNYSIDE 82N DDR JEN NIF ER ST CAPPS SE L OS VE RDES DR THIESSEN RD SUNNYSIDE SE CLACKAMAS RIVER DR CLACKAMAS RIVER DR RD VALLEYVIEW SE STE VE N IND US TR IAL SE RD HINES DR PRINCETON VILLAGE 145 TH AVE SE SUNNYBROOK BLVD OREGON TRAIL DR 129 TH AVE AVE AVE AVE AVE WA Y WAY 82N DA VE 93RDAVE 97TH AVE SE 135 TH AVE SE 142 ND AVE 122 ND AVE SE 102 ND AVE RD EVE LYN ST SE 106 TH AVE SE LAWN FIELD RD WAY SE 152 ND DR SE 84T HA VE 122 ND AVE 122 ND AVE STRAWBERRY CASO N RD SE 90 WEBSTER 132 ND SE PHE ASA NT CT SE PIA ZZA AVE SE 139 TH AVE SIEBEN CREEK DR PIONEER DR TERRITORY D R HIN ES DR SE 152 ND DR 12 6 TH A VE 117 TH AVE 119T H AVE C A R P ENTER DR CLACKAMAS SE MATH ER RD MONTEREY AVE SE 147 TH AVE 205 Potentially Impacted Water Lines CLACKAMAS COUNTY riM. iliiMHMd&DIMlW'i 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"'" - _ _.... --_.. -,_._--'------ ...._.. -- .............---_.~_--..... ...-.._ _...__.._N ....._ ,__ 172 ND SE AVE ARMS TRONG CIRCLE RD FOS TE R RD SUNNYSIDE 130 TH LAKE RD ST JENNIFERSE LN RD RD RD RD ER SE 97T H MONTEREY DR RD SE RDROOTS JOHNSON 82N D SE HUBBARD RD ECH O RD RD 82ND DR SE MANGAN DR MATHER RD FUL LER SUNNYSIDE 82N DDR JEN NIF ER ST CAPPS SE L OS VE RDES DR THIESSEN RD SUNNYSIDE SE CLACKAMAS RIVER DR CLACKAMAS RIVER DR RD VALLEYVIEW SE STE VE N IND US TR IAL SE RD HINES DR PRINCETON VILLAGE 145 TH AVE SE SUNNYBROOK BLVD OREGON TRAIL DR 129 TH AVE AVE AVE AVE AVE WA Y WAY 82N DA VE 93RDAVE 97TH AVE SE 135 TH AVE SE 142 ND AVE 122 ND AVE SE 102 ND AVE RD EVE LYN ST SE 106 TH AVE SE LAWN FIELD RD WAY SE 152 ND DR SE 84T HA VE 122 ND AVE 122 ND AVE STRAWBERRY ON R D SE 90 WEBSTER 132 ND SE PHE ASA NT CT SE PIA ZZA AVE SE 139 TH AVE SIEBEN CREEK DR PIONEER DR TERRITORY D R HIN ES DR SE 152 ND DR 12 6 TH A VE 117 TH AVE 119T H AVE C A R P ENTER DR CLACKAMAS SE MATH ER RD MONTEREY AVE SE 147 TH AVE Land Use Study Area Distribution Line Impacts 115 KW Mainline 230 KW Mainline Carver Substation PGE Substations 1:24,000 GLADSTONE MILWAUKIE DAMASCUS DAMASCUS DAMASCUS HAPPY VALLEY HAPPY VALLEY Figure 69 Major Electric Power System Portland General Electric 205 205 CLACKAMAS COUNTY riM. iliiMHMd&DIMlW'i -.'c#.........,..,. mm"...,.,. ~.... r"""...",. ~ """"""''''''''' ..._ __ "----~, .. "'" - _ _.... --_.. -,_._--'------ ...._.. -- .............---_.~_--..... ...-.._ _...__.._N ....._ ,__ 172 ND SE AVE ARMS TRONG CIRCLE RD FOS TE R RD SUNNYSIDE 130 TH LAKE RD ST JENNIFERSE LN RD RD RD RD ER SE 97T H MONTEREY DR RD SE RDROOTS JOHNSON 82N D SE HUBBARD RD ECH O RD RD 82ND DR SE MANGAN DR MATHER RD FUL LER SUNNYSIDE 82N DDR JEN NIF ER ST CAPPS SE L OS VE RDES DR THIESSEN RD SUNNYSIDE SE CLACKAMAS RIVER DR CLACKAMAS RIVER DR RD VALLEYVIEW SE STE VE N IND US TR IAL SE RD HINES DR PRINCETON VILLAGE 145 TH AVE SE SUNNYBROOK BLVD OREGON TRAIL DR 129 TH AVE AVE AVE AVE AVE WA Y WAY 82N DA VE 93RDAVE 97TH AVE SE 135 TH AVE SE 142 ND AVE 122 ND AVE SE 102 ND AVE RD EVE LYN ST SE 106 TH AVE SE LAWN FIELD RD WAY SE 152 ND DR SE 84T HA VE 122 ND AVE 122 ND AVE STRAWBERRY ON R D SE 90 WEBSTER 132 ND SE PHE ASA NT CT SE PIA ZZA AVE SE 139 TH AVE SIEBEN CREEK DR PIONEER DR TERRITORY D R HIN ES DR SE 152 ND DR 12 6 TH A VE 117 TH AVE 119T H AVE C A R P ENTER DR CLACKAMAS SE MATH ER RD MONTEREY AVE SE 147 TH AVE Figure 70 Natural Gas Service Land Use Study Area NW Natural Distribution Williams Pipeline Distribution Williams Pipeline Local Gas Service Area NW Natural Transmission Lines 1:24,000 GLADSTONE MILWAUKIE DAMASCUS DAMASCUS DAMASCUS HAPPY VALLEY HAPPY VALLEY 205 205 CLACKAMAS COUNTY riM. iliiMHMd&DIMlW'i -.'c#.........,..,. mm"...,.,. ~.... r"""...",. ~ """"""''''''''' ..._ __ "----~, .. "'" - _ _.... --_.. -,_._--'------ ...._.. -- .............---_.~_--..... ...-.._ _...__.._N ....._ ,__ 172 ND SE AVE ARMS TRONG CIRCLE RD FOS TE R RD SUNNYSIDE 130 TH LAKE RD ST JENNIFERSE LN RD RD RD RD ER SE 97T H MONTEREY DR RD SE RDROOTS JOHNSON 82N D SE HUBBARD RD ECH O RD RD 82ND DR SE MANGAN DR MATHER RD FUL LER SUNNYSIDE 82N DDR JEN NIF ER ST CAPPS SE L OS VE RDES DR THIESSEN RD SUNNYSIDE SE CLACKAMAS RIVER DR CLACKAMAS RIVER DR RD VALLEYVIEW SE STE VE N IND US TR IAL SE RD HINES DR PRINCETON VILLAGE 145 TH AVE SE SUNNYBROOK BLVD OREGON TRAIL DR 129 TH AVE AVE AVE AVE AVE WA Y WAY 82N DA VE 93RDAVE 97TH AVE SE 135 TH AVE SE 142 ND AVE 122 ND AVE SE 102 ND AVE RD EVE LYN ST SE 106 TH AVE SE LAWN FIELD RD WAY SE 152 ND DR SE 84T HA VE 122 ND AVE 122 ND AVE STRAWBERRY ON R D SE 90 WEBSTER 132 ND SE PHE ASA NT CT SE PIA ZZA AVE SE 139 TH AVE SIEBEN CREEK DR PIONEER DR TERRITORY D R HIN ES DR SE 152 ND DR 12 6 TH A VE 117 TH AVE 119T H AVE C A R P ENTER DR CLACKAMAS SE MATH ER RD MONTEREY AVE SE 147 TH AVE Figure 71 Telecommunications and Cable Lines Land Use Study Area Telecom and Cable TV Impacts Level 3 to Sacramento Level 3 to Boise Verizon Fiber Optic Cable Verizon Switching Station Cell Towers 1:24,000 GLADSTONE MILWAUKIE DAMASCUS DAMASCUS DAMASCUS HAPPY VALLEY HAPPY VALLEY 205 205 CLACKAMAS COUNTY riM. iliiMHMd&DIMlW'i -.'c#.........,..,. mm"...,.,. ~.... r"""...",. ~ """"""''''''''' ..._ __ "----~, .. "'" - _ _.... --_.. -,_._--'------ ...._.. -- .............---_.~_--..... ...-.._ _...__.._N ....._ ,__ October 2008 Supplemental Draft Environmental Impact Statement Chapter 4 – Additional Impacts (Construction, Cumulative, and Unavoidable) and Applicable Laws [ 205 ] CHAPTER 4. ADDITIONAL IMPACTS (CONSTRUCTION, CUMULATIVE, AND UNAVOIDABLE) AND APPLICABLE LAWS Construction Impacts Alternative 1–No Build would not create construction impacts. Therefore, this section applies only to Alternatives 2 and 3 and the design options. Alternatives 2 and 3 would cause substantial construction impacts. Construction activities common to both alternatives and the design options would be trucking fill material to raise the roadbed, constructing bridges, moving earth and rock on the site, and reconstructing the interchanges. Constructing the proposed Sunrise Project would affect the immediate vicinity of businesses and residences and also be more widespread in the project area. Typical construction impacts are as follows: • Increased use of local and arterial roads by construction equipment and truck traffic resulting in traffic delays; • Temporary traffic rerouting and road and access closures; • Construction noise from heavy equipment operation and the construction of bridges and wall forms; • Blasting noise and dust; • Dust from excavating and placing fill; and • Lighting in construction areas in the evening. Additional impacts on businesses include: • Traffic rerouting, temporary road and driveway closures and delays; • Temporary loss of visibility from key roadways; and • Difficulty maneuvering trucks. Over 2 million cubic yards of fill could be moved from borrow pits outside the immediate area of the proposed Sunrise Project. This would require crossing arterial and collector streets, especially SE 135th Avenue, SE 142nd Avenue, and SE 152nd Avenue. The truck volumes are expected to interfere with other traffic movement. Constructing bridges would require trucking of other building materials, resulting in a greater impact under Alternative 2 than Alternative 3 because the former has more bridges. Moving construction materials would temporarily increase the congestion on the major roadways in the area. The reconstruction of the existing I-205/OR 212/224 Interchange would produce short-term negative impacts to the truck traffic originating or ending in the Clackamas Industrial Area. Likewise, this project would impact through truck traffic using the OR 212 freight route that connects US 26 and I-205. The need to continue to provide access from I-205 to OR 212/224 during this reconstruction may require the construction of a temporary interchange facility while the existing interchange is rebuilt. A large cut to the east of Rock Creek may reach down 80 feet and require blasting of the basalt. If the excavated material is suitable for fill, it would be trucked to other portions of the facility for reuse. If the material is not suitable, then it would be necessary to truck it to an external site for disposal. Constructing the Rock Creek Interchange could interrupt traffic on OR 212, OR 224, SE 152nd Avenue, and SE 162nd Avenue for varying periods of time. October 2008 Supplemental Draft Environmental Impact Statement Chapter 4 – Additional Impacts (Construction, Cumulative, and Unavoidable) and Applicable Laws [ 206 ] The construction impact is larger than the proposed right-of-way in the Rock Creek Junction area, near the Windswept Waters development. Temporary construction easements are assumed to be necessary due to the topographic constraints and the unknown location of the approved development. Businesses and communities. Impacts to both business districts and neighborhoods have the potential to affect business traffic and residential livability. A construction management plan should be developed that supports the continued operation of business districts and the livability of affected neighborhoods. Air quality. The primary impacts of construction would be the generation of dust from site clearing, excavation, and grading activities, and impacts to traffic flow in the project area. Traffic congestion increases idling times and reduces travel speeds, resulting in increased vehicle emission levels. Construction of concrete structures may have associated dust-emitting sources, such as concrete mixing operations. Stationary sources such as concrete mix plants are generally required to obtain air contaminant discharge permits from the Oregon Department of Environmental Quality and to comply with regulations to control dust and other pollutant emissions. Construction impacts would vary in extent and location, depending on the alternative or design options selected and on weather conditions (e.g., rain suppresses dust but increases erosion). Construction impacts would logically be lowest with Alternative 1–No Build and higher for Alternatives 2 and 3. Energy. ODOT may be able to reduce construction energy use by the following measures: • Minimize the number of hauling trips by using full trucks to and from the site; • Use recycled materials when possible, so that energy is not used to create new products; • Use regional products whenever possible to reduce the distance materials travel; • Use biodiesel or other nonpetroleum fuels and limiting vehicle idling; • Locate staging areas near work sites; and • Reuse construction signage, barriers, lighting, and other common materials to reduce energy in the production of materials. Views. To minimize temporary disturbances during construction, construction areas could be placed out of sight from the majority of viewers and restored to their pre-project condition. Lighting on work areas could be shielded to minimize spillover onto adjacent areas. Some of the temporary effects result from safety measures (e.g., brightly colored signs, safety lights) and cannot be mitigated. Biology. Construction activities and fill slopes would create at least a temporary impact to the wildlife corridor between the unnamed tributary to Rock Creek and Rock Creek. The banks of the fill slope would be planted with vegetation appropriate for the wildlife that use the area, but it would take several years for the plants to grow tall enough to provide cover for traveling wildlife. Consequently, wildlife may avoid the area for some time. Geology and soils. In the Midpoint area, construction traffic could create unstable roadway subgrades where there are wetlands and areas with shallow groundwater because the soils are likely to be weak and compressible. Shallow groundwater and seeps, found in places along the slopes in the Midpoint area, could also have adverse effects on slope stability during construction of temporary cut slopes. Placing fill while benching slopes could also potentially affect the temporary stability of slopes that have weaker soils underneath. For example, slopes underlain by Quaternary alluvium (or similar materials) may result in smaller failures or slumps if the cuts are too steep. October 2008 Supplemental Draft Environmental Impact Statement Chapter 4 – Additional Impacts (Construction, Cumulative, and Unavoidable) and Applicable Laws [ 207 ] Erosion during construction could greatly increase the sediment load being carried by surface runoff water into adjacent streams or lakes, thus causing subsequent environmental degradation. Development of deep gullies caused by continued long-term erosion could result in excessive maintenance costs associated with shallow cut or fill slope instability. Noise. Construction of the build alternatives may cause localized, short-duration noise impacts. Clackamas County exempts construction noise from regulations between the hours of 6 AM and 10 PM. Use of standard ODOT specifications for control of noise sources during construction can minimize construction impacts. The ODOT specifications are described in the Noise Technical Report (Construction Noise Mitigation). Cumulative Impacts Cumulative impacts on the environment are those that result from the incremental impact of the action when added to other past, present, and reasonably foreseeable future actions regardless of what agency (federal or non- federal) or person undertakes such other actions. General Historic Overview The Sunrise Corridor project area was homeland to the Clackamas Indians who occupied the area when the first Euroamericans visited the area in the early 1800s. The Native Americans fished at Willamette Falls and had villages and fishing stations along the Clackamas and Willamette rivers. Hunting and gathering camps were located in the uplands surrounding the project area. The Sunrise Corridor has been the focus of historical activity since the early to mid-1800s. The early settlers were attracted to the rich farmland and rivers, and made use of the power source provided by the falls at Oregon City. Early settlements were centered around the falls and along the Willamette and Clackamas rivers. The overland branch of the Oregon Trail passed through the project area and many of the early travelers settled in the newly created communities of Gladstone and Oregon City. Between 1847 and 1865, the county rural population began to grow, creating the need for rural centers. As the rural population increased, so did the need for better transportation routes. Several spurs and wagon roads developed as offshoots from the well-established Barlow Trail. The town of Clackamas was platted in 1869-70 and developed around the railroad. The Oregon Central Railroad ran its line through Clackamas (previously called Marshfield) in 1869. In 1870, Clackamas donated land to the railroad under the stipulation that a depot be built in the town. The depot was constructed shortly after the land transaction. The community benefited greatly from the railroad, and many businesses developed there because of it. The continued growth of rural areas and small towns in Clackamas County followed a pattern that was similar to the rest of Oregon for most of the first half of the twentieth century. Most of the growth occurred in or near small towns. After the Second World War, suburban residential and commercial development followed the existing road system in to northwestern Clackamas County, creating a large urban area by the 1960s. While suburban growth has continued until the present day, a series of major decisions made during the 1970s have played a major role in shaping the urban form of northwestern Clackamas County Major decisions of the 1970s Two major transportation projects, I-205 and the Milwaukie Expressway (OR 224), and two major land use policy decisions set the stage for the development that occurred in the last 30 years in the study area. During this time, a major regional employment, manufacturing, and wholesale distribution complex has developed, along with residential areas in urban unincorporated Clackamas County and in the City of Happy Valley. The transportation and land use patterns October 2008 Supplemental Draft Environmental Impact Statement Chapter 4 – Additional Impacts (Construction, Cumulative, and Unavoidable) and Applicable Laws [ 208 ] that evolved as a result of these transportation projects and policy decisions provide the impetus for the expected future growth in the recent UGB expansion areas of Damascus and East Happy Valley urban areas. This urbanization pattern has set the stage for future expansion of the UGB over the next twenty years. Major Highway Projects I-205 and the Milwaukie Expressway (OR 224), both built in the 1970s, are the transportation and freight backbone of the regional transportation system in Clackamas County’s portion of the Portland metropolitan area east of the Willamette River. The other main transportation corridor in this area is OR 99E, also known as McLoughlin Boulevard. I-205, formally known as Oregon Highway No. 64, the East Portland Freeway, was the largest of these major highway construction projects. This 26.6-mile-long route starts at I-5 at Tualatin, travels through Clackamas and Multnomah Counties to the Columbia River and then continues through Clark County, Washington, to rejoin I-5 just north of Vancouver, Washington. I-205 is now one of the most heavily traveled portions of interstate highway in Oregon and is a major truck route for the region. Average daily traffic on I-205 near its connection with I-84 in Portland is 148,300 vehicles per day. It took fourteen years to complete construction of I-205, which was built and opened in segments: • The first contract for construction of Willamette River Bridge at West Linn and Oregon City was awarded on January 11, 1968. • The connection from I-5 to Oregon City was opened to traffic on May 28, 1970. • The segment between Oregon City and Sunnyside Road was completed in 1974. At that time, I-205 was connected to OR 213N (82nd Avenue) and to the Milwaukie Expressway (OR 224). • By 1978-1979, construction on the remaining 9.2-mile section of I-205 in Oregon was underway. The final section of the I-205 project was one of the first Oregon highways to successfully follow the requirements of the National Environmental Policy Act. • The Glenn L. Jackson Bridge, which spans the Columbia River and connects Oregon and Washington, was opened in December 1982. Completion of I-205 was the final step in establishing the major truck freight distribution center now located along OR 212/224 and the Milwaukie Expressway (OR 224). The Milwaukie Expressway (OR 224), also built in the 1970s, is a 4-mile roadway traveling through Milwaukie to I-205. An early plan map for this project is dated 1949. OR 224 starts at OR 99E on the western edge of Milwaukie and travels east about four miles until it intersects with I-205 south of the Clackamas Regional Center (this section is the Milwaukie Expressway; east of I-205 the road is named OR 212/224). This four- lane expressway provides a major east-west traffic connection for employment areas and provides a north-south connection as well, connecting to US 99E and thus to Portland. OR 224 continues east, as OR 212/224, through the Clackamas Industrial Area until it reaches the Rock Creek Junction where is turns south to Carver and then travels through rural Clackamas County to Estacada. OR 212 continues east through the city of Damascus to US 26, which continues through the city of Sandy, over Mount Hood, and then to Bend and other parts of central Oregon, supporting the freight distribution function of the study area. Major Land Use Policy Decisions Beginning in 1973, Oregon established a statewide planning system that was intended to direct growth towards the urban areas as defined October 2008 Supplemental Draft Environmental Impact Statement Chapter 4 – Additional Impacts (Construction, Cumulative, and Unavoidable) and Applicable Laws [ 209 ] by urban growth boundaries. The establishment of the Portland regional UGB beginning in 1977 committed most of the land in the land use study area to future urban development. The subsequent adoption of the Clackamas County Comprehensive Plan in 1981 committed the area around I-205, the OR 224, and OR 212/224 to future development as a regional retail and office center, an employment/manufacturing center, and one of the largest truck distribution centers in the region. These decisions created the policy framework that guided the expansions of urban uses in the vicinity of the Sunrise Project, which has, in turn, produced the demand for more transportation facilities in the area. The second major policy decision that affects the Sunrise Project was a major expansion of the UGB in 2002. The location of the regional UGB did not significantly change for nearly twenty years after it was first established. Two small expansions located northeast of the Sunrise Project were approved in the late 1990s, followed in 2002 with a major expansion of the UGB that added 12,000 acres of land to the north and east of the Sunrise Project. The 2002 UGB expansion area, which contains the new city of Damascus and the easternmost part of the city of Happy Valley, is expected to eventually contain an estimated 45,000 new jobs and 25,000 new households. Past, Present, and Foreseeable Future Actions The following list includes past, present, and foreseeable future actions in the Sunrise Corridor area from the I-205 interchange area to just east of the Rock Creek Junction and areas beyond the project in all directions that could be included in a cumulative effects analysis. Transportation Projects Past highway projects • I-205 is a 26.6 mile-long route that meets I-5 south of Portland at Tualatin and joins I-5 just north of Vancouver, Washington. • OR 224 is a 22-mile roadway from Milwaukie to Estacada that intersects with I- 205 about four miles east of Milwaukie and then traverses the project area to the Rock Creek Junction where it turns south. No Build and Build assumptions for future road projects (arterial) • Widen SE 82nd Drive between Lawnfield Road and OR 212/224 (5 lanes). • Improve OR 212 connection to Mather Road via SE 102nd Avenue and Industrial Way (3 lanes). • At Rock Creek Boulevard, a new arterial road, create a new northerly extension from OR 224 at Rock Creek Junction that curves east to connect to SE 162nd and SE 172nd Avenues (5 lanes). • Widen SE 172nd Avenue between Foster Road and OR 212 (5 lanes). • Widen OR 224 between Rock Creek Junction and Carver Bridge (5 lanes). • Widen Carver Bridge to 5 lanes. • SE 82nd Drive, improvements, Gladstone to OR 212/224 (5 lanes). • Sunnybrook Boulevard Extension from SE 82nd Avenue (OR 213N) to Harmony Road (3 lanes). • Create a climbing lane on OR 212 between Rock Creek Junction and SE 172nd Avenue. October 2008 Supplemental Draft Environmental Impact Statement Chapter 4 – Additional Impacts (Construction, Cumulative, and Unavoidable) and Applicable Laws [ 210 ] Proposed transportation projects outside of the Sunrise Project Arterial road projects, Damascus • SE 242nd Avenue from OR 212 to Palmquist (5 lanes, 35 mph). • OR 212 from Rock Creek to SE 257th Avenue (5 lanes, 35 mph). • Sunnyside Road extension from SE 172nd to SE 242nd Avenues (5 lanes, 35 mph). • SE 232nd Avenue extension from OR 212 to Borges Road (3 lanes, 25 mph). • SE 190th Avenue extension from Tillstrom Road to SE 172nd (5 lanes, 35 mph). Arterial road projects, outside the UGB, south of the Clackamas River • Gronlund Road (5 lanes, 35 mph). • Bradley Road (3 lanes, 35 mph). • Forsythe Road (5 lanes, 35 mph). • Holcomb Boulevard (3 lanes, 35 mph). • Clackamas River Drive (3 lanes, 35 mph). • OR 213 (south of I-205) (4 lanes). • A new crossing of the Clackamas River connecting the I-205/Gladstone interchange with Clackamas River Drive (5 lanes, 35 mph). Transit-related projects • I-205 Light Rail with Station at Clackamas Town Center. • New bus routes connecting the Oregon City Transit Center with Carver (and Clackamas Town Center Transit Center) via Holcomb Boulevard and Forsythe Road. Buses will run every 30 minutes during service hours. Rail projects • Oregon Iron Works Railroad spur. • Closure of Lawnfield Road at-grade crossing of UPRR to vehicles. Bicycle network and related projects • I- 205 multi-use path improvements (existing gap completed between SE 82nd Drive and SE Roots Road). • Sunrise Project multi-use path construction, from I-205 multi-use path to SE 122nd Avenue/OR 212/224. • Bike paths and sidewalks on all proposed arterial streets listed above. Other agency plans • Parks. Both Metro and the North Clackamas Parks District identify several planned parks, greenspaces, natural resources areas, and trails or linear parks as part of the planned regional trails and greenways system. • Sewer. Clackamas County’s Water Environmental Services is constructing a sewer trunk line located beside Rock Creek (planned to be completed in late 2006) and plans to install sewer line in SE 172nd Avenue as part of a road construction project in 2007 and 2008. This is the first step in the delivery of sewer services to the east Happy Valley area within the Rock Creek basin. • Water. The Clackamas River Water District proposes a 6-million-gallon water reservoir about 800 feet west of SE 152nd Drive above the bluff and near its eastern edge. Sunrise Water Authority has proposed to put a new water reservoir northwest of the intersection of SE 172nd Avenue and Armstrong Circle. • Camp Withycombe. The site’s armory and readiness training center functions have been identified for upgrade or replacement to house the corporate headquarters of the 41st Brigade as well as joint forces in a new Armed Forces Readiness Center for realigned units from closing installations in the region. A new master plan for the site is October 2008 Supplemental Draft Environmental Impact Statement Chapter 4 – Additional Impacts (Construction, Cumulative, and Unavoidable) and Applicable Laws [ 211 ] being developed to identify how this and other future development on the site will be accommodated within the effective period of the Master Plan. Part of this master plan includes the possible construction of an overcrossing of UPRR tracks from Industrial Way to SE 82nd Drive via SE Tolbert Street. Land Use Decisions Land use decisions – past • Original Regional UGB location decision – 1977. • UGB expansions late 1990s and 2002— Pleasant Valley UGB expansion area, Rock Creek UGB Expansion Area, and Damascus Boring Concept Plan Area. Land use decisions – future • East Happy Valley Comprehensive Plan— Happy Valley implementation of their portion of the Damascus Boring Concept Plan. • Damascus Comprehensive Plan—Damascus implementation of their portion of the Damascus Boring Concept Plan. Land use decisions – development on private land • Providence Hospital. The hospital plans to develop a campus on property north of Rock Creek Junction, east of Rock Creek. A minimum of 30 net acres is needed to accommodate a full-service regional medical center to be developed over a 40- year period. At full build-out, the proposed medical center will: • Have up to 5,000 employees, about 45 percent of employees in the Rock Creek Employment Area as a whole. This is an employee density of 72 employees per gross acre and 170 employees per net acre. • Have a building inventory of 1.6 million gross square feet (gsf), including a 400- to 500-bed hospital and related inpatient facilities (1.1 million gsf) and outpatient facilities (0.5 million gsf), and up to 4,430 structured parking spaces. • Windswept Waters. This 192-lot subdivision is between OR 224 and the Clackamas River, south of the Rock Creek intersection and north of Carver. In 2003 the comprehensive plan designation was changed from Medium Density Residential to Low Density Residential. In 2005 the zone was changed from FU-10 to a combination of R-7 (Low Density Residential), MR-1 (Medium Density Residential), and OSM (Open Space Management). At the time of this report, the site is under construction. • River Rim. Design Review was approved for 144 single-family townhome lots on the western edge of OR 224, approximately 1,000 feet south of the OR 212/224 intersection (Rock Creek Interchange). At the time of this report, the site is under construction. • Clackamas Town Center expansion and Light Rail Station. At the time of this report, the site is under construction. • Clackamas Community College expansion at Harmony Road/82nd Avenue—Nurse Training Program. At the time of this report, the site is under construction. • Wentzel Park Estates, an approved 76-lot planned unit development and associated zone change at 14830 SE 142nd Avenue. In 2004, a zone change converted FU-10 (Future Urbanizable, 10-acre minimum lot size) to R-8.5 (Urban Low Density Residential, 8,500-square foot average lot size), resulting in 76 lots east of SE 142nd Avenue and north of OR 212/224. This development north of the corridor will contribute to the significant residential development occurring in the Sunnyside neighborhood above the bluff. It appears October 2008 Supplemental Draft Environmental Impact Statement Chapter 4 – Additional Impacts (Construction, Cumulative, and Unavoidable) and Applicable Laws [ 212 ] that Option C-3 may take up to 22 lots and new homes in this subdivision. Zoning changes Approved zone change from Industrial to Commercial at 15251 SE 142nd Avenue. The subject land contains both local and jurisdictional wetlands. The approval for the zone change permitted the applicant to impact the wetlands in exchange for off-site mitigation. The proposal will likely have mitigation and permitting challenges. Development of expected commercial uses may also include rerouting and enhancement of Sieben Creek. The land use action has not been finalized as of this report. Changes to Natural Resources Local and jurisdictional wetlands exist on the site at 15251 SE 142nd Avenue (see previous bullets). Cow Creek flows southwest to the Clackamas River through commercial and industrial areas. The drainage has become almost entirely contained in underground structures. Sieben Creek flows south from the hills north of the project area. South of OR 212/224 the creek has been ditched to the Clackamas River. Dean Creek flows from the Mount Talbert area to Mt. Scott Creek. It has been ditched at the I-205 crossing. Cumulative Impacts by Topic Area Transportation The future road projects common to all alternatives are expected to occur in support of the developing urban areas. In addition the road system will expand as local streets are built as part of the development process. Those projects would support the expanding urban area in the new additions to the UGB. While the projects would not be enough by themselves to provide adequate transportation infrastructure to support the new urban development, they would provide enough accessibility to allow development to occur for the foreseeable future. Alternative 1–No Build, in combination with the future highway and road projects common to all alternatives, would negatively impact this future transportation system by allowing increased congestion to affect the future arterial road system and freight movement on the main roads. The future arterial road facilities would support the future development in the Sunrise Project vicinity. Alternatives 2 and 3 would support the future transportation system by carrying much of the through traffic and freight movement in the corridor. Alternatives 2 and 3, in combination with the future highway and road projects common to all alternatives, would positively impact the future transportation system by providing the capacity needed to manage congestion on the future arterial road system and accommodate freight movement as needed. The development of future area road improvements common to all alternatives would result in an increase in the number of bike lanes and pedestrian facilities in the vicinity of the Sunrise Project. Alternative 1–No Build in combination with a planned bicycle network and related projects would allow the growth of more congestion and create additional safety concerns for bicycle lanes on roadways. Alternatives 2 and 3 would provide additional multi-use path improvements from the I-205 Interchange to SE 122nd Avenue. The cumulative effects of Alternatives 2 and 3 in combination with bicycle network and related projects would increase opportunities for alternative forms of travel in the vicinity of the Sunrise Project compared to Alternative 1. Land Use Major highway projects and land use policy decisions, previously discussed in this report, supported the urban development that occurred in the last 30 years in the vicinity of the Sunrise Project. However, because of Oregon’s unique land use laws and the presence of the UGB, there is one key assumption that underlies the analysis October 2008 Supplemental Draft Environmental Impact Statement Chapter 4 – Additional Impacts (Construction, Cumulative, and Unavoidable) and Applicable Laws [ 213 ] of the Sunrise Project that is different from assumptions made for the analysis of projects in most other states. That assumption is that the population and employment growth forecast for the study area and the resulting future land uses will occur regardless of the outcome of the decision concerning whether or not to build the Sunrise Project. Land development in Oregon is not primarily driven by the development of the highway system to the same extent that it is in other states. The availability of sewer service, water service, and land zoned for urban development within the UGB will drive development over the next 20 to 30 year time period. Similarly, the Oregon land use planning system directs urban growth and densities towards those areas that are within UGBs and away from lands that are outside the UGB and it defines the priority areas to be brought into UGBs in the future. Lands outside the future expansion area for the UGB are not expected to be available for large scale urban development. Alternative 1 would negatively impact the future transportation system by allowing increased congestion. Congestion and limited freight access opportunities are expected to have the effect of limiting employment and other types of development envisioned in local plans. It is understood that future urban growth may slow down as traffic and congestion problems increase and as other portions of the region that have developable lands within the UGB compete for the region's growth. However it is unlikely that development of the area around the Sunrise Project and the area to the east of the project, within the UGB, will actually be stopped by traffic and congestion problems. The cumulative effects of Alternatives 2 and 3, in combination with past highway and land use policy actions, would be to continue to support future urban development in the Sunrise Project vicinity and in the newer urban areas to the south and east by providing the capacity needed to manage congestion on the future arterial road system and accommodate freight movement as needed. Alternatives 2 and 3 in combination with other bicycle network and related projects is expected to increase the opportunity for alternative forms of travel in the vicinity of the Sunrise Project and in the new urban areas to the south and east. The cumulative effects of Alternatives 2 and 3 may also be present in the form of more rapid development. The increased access to I-205, providing a streamlining of movement to and from Portland and other distribution centers, would likely result in the area around I-205 becoming increasingly commercial, with loss of remaining residential areas. As the residential centers in the vicinity of OR 212 are displaced, they would increasingly relocate to the east, taking advantage of the streamlined access of the now-outlying areas to I-205. Communities and Businesses The cumulative effects of Alternative 1 would be to allow increased congestion and reduced access to the regional transportation system so that there would be a significant negative impact on future employment growth and the viability of the business districts in the Sunrise Project area. The Old Clackamas and Hollywood neighborhoods have already been impacted by expansion of transportation facilities and incursion of industrial and commercial development. Both Alternatives 2 and 3 would add to the previous encroachment. The future of the manufactured home parks located within or adjacent to the Clackamas Industrial Area is also a concern; nationwide market forces at this time are supporting the conversion of manufactured home parks to other uses. The improved regional accessibility of Alternatives 2 and 3 and the design options may make neighborhoods more attractive for intensification and redevelopment. The risk would be the potential loss of affordable housing, particularly in manufactured home parks. It is also reasonable to expect requests to convert some of these existing residential areas to commercial or industrial land uses, similar to October 2008 Supplemental Draft Environmental Impact Statement Chapter 4 – Additional Impacts (Construction, Cumulative, and Unavoidable) and Applicable Laws [ 214 ] previous requests for changes in Hollywood and Old Clackamas. Under Alternatives 2 and 3, development of the limited supply of vacant employment land within the land use study area is likely to be more employment-intensive with the more supportive transportation system. Also, existing employment areas are expected to intensify over time due to the cumulative effects of a more efficient and convenient transportation system. Environmental Justice Because Alternatives 2 and 3 and the design options, in combination with other past, present, and reasonably future actions, may support gentrification or redevelopment/replacement of moderate and low-income areas (such as the manufactured home parks that are already at risk from market forces), there may be a cumulative effect of further displacing low-income residents beyond the direct effects already noted. Thus, they might have cumulative effects on environmental justice populations. Visual Resources The cumulative effects and benefits would be expected to be approximately the same for both Alternatives 2 and 3 and all the design options. The main cumulative effect of the proposed project and other proposed or current projects is increased man-made development, particularly roads, intersections, structures, and on- and off- ramps, which would potentially cause the character of the project area, especially in Zones C and D, to become urbanized more rapidly than if the highway were not built. However, transportation improvement projects such as widened roads would potentially reduce traffic congestion, which can encroach upon views, particularly in areas that are currently less developed. New roads and associated improvements can also further encroach on visual resources and contribute to the segmentation of existing visual resources, such as those of fields and intact stands of trees. The projects would also contribute to the collective removal of vegetation and grading of terrain in the project area. This would negatively affect existing views by decreasing the color, form, texture, and line variation that trees, shrubs, and hills provide. Noise The impacts described throughout this report represent cumulative noise impacts. The forecast traffic volumes used in this analysis were based on land use and employment forecasts and included traffic from all sources, including projected development in the area. Air Quality The forecast traffic volumes used to analyze the air quality impacts of the proposed Sunrise Project alternatives and design options include traffic from all sources. Background concentrations representing the cumulative emissions of other sources in the area are added into the predicted local concentrations for carbon monoxide at intersections. Because of these inclusive analysis methodologies, the impacts evaluated already represent cumulative air quality impacts. Energy The proposed Sunrise Project would be constructed in a region projected to gain one million residents by 2030. Many other road and infrastructure projects are planned in addition to the Sunrise Project in the Portland metropolitan region. When considered in the context of the entire Portland metropolitan region, the proposed Sunrise Project would have a marginal impact on total fuel consumption, and cumulative energy effects resulting from the Sunrise project would be minimal. Biology Past and planned road projects add to the biological impacts of the proposed Sunrise Project, primarily as a result of increased impervious surface. It is assumed that these road projects would comply with state water quality standards for detention/retention and water October 2008 Supplemental Draft Environmental Impact Statement Chapter 4 – Additional Impacts (Construction, Cumulative, and Unavoidable) and Applicable Laws [ 215 ] quality treatment existing at the time of construction. Residential development is expected to continue on the vacant lands in the vicinity of the proposed Sunrise Project, which adds roofs to the sum of impervious surfaces. New bus lines would presumably use existing facilities and would not result in additional impacts to fish, wildlife, and botanical resources. These new bus lines may benefit those resources by slowing the demand for additional new facilities. Nevertheless, it is safe to assume that increased growth would occur and would negatively impact fish habitat. Sewer and water projects built as part of a road construction project or built in existing road prisms do not constitute significant impacts to biological resources because the areas are already disrupted by construction. Sewer projects that follow stream corridors can be very disruptive to the natural environment. Camp Withycombe plans to add new facilities to the camp in order to locate the new 41st Brigade headquarters and logistics center. Wildlife habitats at the camp are already compromised due to the existing amount of activity there. It is unknown whether the wetland on the future medical care complex site would be adversely affected. Permits would be required from USACE and DSL. The agricultural field provides limited wildlife habitat. New urban areas to the south and the east of the proposed Sunrise Project are expected to begin development within three to five years. If all privately held land were to fully develop, the Mount Talbert to Rock Creek wildlife corridor could be severed. Wetlands Past development has likely resulted in a significant loss of wetland acreage and wetland function in this portion of Clackamas County. Consequently, the hydrology and plant communities of the remaining wetlands have been altered significantly, and linkages between wetlands and other native habitats are largely lost. The proposed project would significantly add to this cumulative loss by further impacts to wetland acreage and function. If pressure to develop in wetlands increases, many impacts to small- and medium-sized wetlands could occur. Water Quality No cumulative water quality effects are anticipated from Alternative 1 or the proposed project. The project area is currently fully urbanized. If the project does prompt redevelopment, such redevelopment would require stormwater mitigation in addition to the project-related stormwater mitigation. Geology and Soils Cumulative effects to geology and soils would be minimal because no other large construction projects are planned to occur simultaneously with the proposed Sunrise Project. Potential cumulative effects to landslide-prone areas also need to be considered in association with any of the project alternatives. Cultural Resources Urbanization would occur regardless of the proposed Sunrise Project; however, constructing the highway may accelerate development of currently undeveloped and open lands, especially in east Happy Valley and Damascus. That development is likely to result in the loss of archaeological resources that may be present on developable lands in these areas. If development triggers federal involvement, the developer would be required to determine whether archaeological resources would be affected by the proposed development and to mitigate for adverse effects to significant resources. Oregon state law protects archaeological resources, but no surveys prior to development are required if there is no federal agency involvement. Unrecorded and unreported archaeological resources are therefore likely to be unknowingly disturbed or destroyed. October 2008 Supplemental Draft Environmental Impact Statement Chapter 4 – Additional Impacts (Construction, Cumulative, and Unavoidable) and Applicable Laws [ 216 ] Similarly, development and urbanization of areas recently added to the urban growth boundary may also affect the historical resources located within the UGB. Hazardous Materials Major cumulative effects related to remediation of contaminated soil/groundwater due to the construction of the proposed Sunrise Project would not be expected. Concerns may arise that a project the size of the proposed Sunrise Project could create a shortage of experts available to handle the workload across the region. The opinion of the contributors to this SDEIS is that qualified contractors could absorb the work. Utilities No cumulative impacts would be expected because no other projects of a similar magnitude are planned for the area. Irretrievable and Irreversible Commitment of the Resources Implementation of the proposed action involves a commitment of a range of natural, physical, human, and fiscal resources. NEPA requires the SDEIS to identify how building the Sunrise Project would commit resources that could not in future be retrieved (once the resource is used, it is gone, such as fuel or labor) and commit resources to a use in a way that could not be reversed (such as natural wetlands that could not be recreated). The commitment of these resources is based on the concept that residents in the immediate area, state, and region will benefit by the improved quality of the transportation system. These benefits will consist of improved accessibility and safety, savings in time, and greater availability of quality services which are anticipated to outweigh the commitment of these resources. Land Consumption Land used in the construction of the proposed Sunrise Project is considered an irreversible commitment during the time period that the land is used for a highway facility. Alternatives 2 and 3 with any design option would commit land from existing uses to transportation and related uses. While this land might be retrievable in the long term, if a greater need arises for use of the land or if the highway facility is no longer needed, it represents an irreversible commitment within the foreseeable future. While the land can be converted to another use, there is no reason to believe such a conversion will ever be necessary or desirable. Alternative 2 with Design Option B- 2 would have the largest impact by converting about 520 acres of land to transportation. Alternative 3 with Design Option A-2 would have the least impact among the build alternatives by converting about 477 acres. Natural Resources Large amounts of natural resources are used in the fabrication and preparation of construction materials. Additionally Alternatives 2 and 3 would cause irretrievable loss or conversion of wetlands and upland and riparian habitats to pavement or roadway slopes. Alternative 2 would impact 101 acres of habitat and 32 acres of wetlands. Alternative 3 would impact 99 acres of habitat. Design Option B-2 would have the greatest impacts on habitat while Design Option C-3 would have the least. Energy Resources Alternatives 2 and 3 would require the irreversible and irretrievable expenditure of energy resources, approximately 35,800 to 43,300 gallons of fuel per day for the operation of vehicles on the corridor in 2030 or 13.07 to 15.80 million gallons of fuel annually. To construct the project, the commitment of energy sources would include petroleum products expended by construction equipment on the site and in transport to and from the site, and the energy invested in the preparations or fabrication of the construction materials. Construction is estimated to require between 55.6 and 61.6 million gallons of fuel. October 2008 Supplemental Draft Environmental Impact Statement Chapter 4 – Additional Impacts (Construction, Cumulative, and Unavoidable) and Applicable Laws [ 217 ] Materials Considerable amounts of highway construction materials such as cement, aggregate, and bituminous material would be used to build the proposed Sunrise Project. These materials are generally not retrievable except for those items that have some salvage value and can be recycled. However, they are not in short supply and their use will not have an adverse effect upon continued availability of these resources. Any construction will also require a substantial one-time expenditure of both state and federal funds that are not retrievable. Alternative 2 with Design Option B-2 would require the most materials. Financial Resources Funds expected in the design, construction, operation, and maintenance of the proposed Sunrise Project would be totally committed and unavailable for other uses. Unavoidable Impacts Transportation Congestion on the road network would continue to grow even if the proposed Sunrise Project is built. Land Use, Communities, and Businesses Changes to access and circulation would require longer traveling distances for residents and businesses at specific points in the Sunrise Project area. The conversion of developable land to transportation uses is unavoidable. Environmental Justice Displacement of some low-income housing is likely. Whether residents could be relocated within the land use study area is unknown. Visual Resources Permanent impacts to some visual resources would be unavoidable. Noise Areas adjacent to the project would experience an increase in traffic noise levels with and without the project. Noise increases that do not meet the criterion for funding of abatement measures would not be mitigated for noise impacts. Noise mitigation analyzed in the Midpoint area was generally found to be either ineffective at reducing sound levels or had costs too high to meet the ODOT reasonableness criterion. Residential units in neighborhoods north of the proposed Sunrise Project alignment at the top of the bluff have the potential for unmitigated and substantial noise increases as a result of the proposed build alternatives. Even with mitigation measures at some locations, there would be unavoidable noise impacts. Biology and Wetlands Replacement of upland, riparian, and wetland habitats with pavement would be unavoidable. Water Quality Mitigation would not prevent all pollutants in stormwater from entering surface and groundwater. Soils and Geology Excavation into rock or dewatering (if required) for construction of the interchange in the Rock Creek Junction area would be unavoidable. Cultural Resources Alteration of some historic resources would be unavoidable. Utilities Relocation of public and private utilities would be unavoidable. October 2008 Supplemental Draft Environmental Impact Statement Chapter 4 – Additional Impacts (Construction, Cumulative, and Unavoidable) and Applicable Laws [ 218 ] Applicable Laws and Approval Requirements Noise No permits would be required for permanent impacts. A noise variance could be required by Clackamas County during construction. Air Quality No Air Quality permits are required. Clean Air Act This law forms the basis for regulations that control allowable air emissions and concentrations of air pollutants in the environment. National Ambient Air Quality Standards The federal government has established National Ambient Air Quality Standards to protect the public from air pollution. Geographic areas where concentrations of a pollutant exceed the ambient air quality standards are classified as nonattainment areas (as in, they do not attain standards). Nonattainment areas that become compliant are classified as maintenance areas. Areas that meet the standards are attainment areas. The Portland metropolitan area is a maintenance area for carbon monoxide and an attainment area for all other pollutants. The EPA recently revised the standards for particulate matter. Based on information collected to date, the Portland area is expected to comply with the new standards. Air Quality Conformity Finding The project is located in the Portland carbon monoxide maintenance area. The project must be included in a conforming RTP and Metropolitan Transportation Improvement Program with no substantive changes in design concept or scope, and a hot spot analysis must be completed to determine that local carbon monoxide impacts would not occur. The 2035 RTP includes the following task descriptions for the proposed Sunrise Project: acquire right-of-way from I-205 to SE 172nd Avenue, perform preliminary engineering, and construct new highway facility from I-205 to SE 122nd Avenue interim connection. The conformity analysis for the 2035 RTP included the full build alternative from I-205 to SE 172nd Avenue with six lanes, no tolls, to be completed by 2017. and the U.S. Department of Transportation has issued a determination that regional emissions resulting from the 2035 RTP (and, therefore, including the six-lane project) would conform to the carbon monoxide emissions budgets. A local hot spots analysis was performed for the alternatives and design options for the expected year of opening and the design year and no violations of the NAAQS were predicted. The analyses show that the full build alternative with six lanes, no toll from I-205 to SE 172nd Avenue, and constructed by 2017 would conform to the State Implementation Plan. Mobile Source Air Toxics The Clean Air Act Amendments of 1990 identify 188 air toxins (defined as pollutants that cause cancer or may cause other serious health effects). Based on the EPA rulemaking, FHWA identified six toxins as the priority Mobile Source Air Toxics: benzene, formaldehyde, acetaldehyde, diesel exhaust (particulate matter/diesel exhaust organic gases), acrolein, and 1,3-butadiene. There are no national standards for Mobile Source Air Toxics, and there are no established criteria for determining when emissions should be considered a significant issue. There is guidance for qualitative analysis. A qualitative analysis for the SDEIS is recommended. State Regulations ODEQ has established state ambient air quality standards that are more stringent than the national standards. State law on “Transportation Conformity” establishes criteria and procedures for determining conformity of transportation plans and programs with State Implementation Plans to meet the national ambient air quality standards. The conformity regulations are applicable to projects within nonattainment or maintenance areas. October 2008 Supplemental Draft Environmental Impact Statement Chapter 4 – Additional Impacts (Construction, Cumulative, and Unavoidable) and Applicable Laws [ 219 ] Biology OAR Division 415 635-415-000 through 635- 415-0025 Fish and Wildlife Habitat Mitigation Policy The Oregon Department of Fish and Wildlife can require or recommend mitigation for loss of fish and wildlife habitat resulting from development actions. Fish and Wildlife Coordination Act of 1958 (Public Law 85-624) The Act requires that any plans to impound, divert, control, or modify any stream or other body of water must be coordinated with the U.S. Fish and Wildlife Service and the state fish and wildlife agency through consultation directed toward the prevention of fish and wildlife losses. Endangered Species Act of 1973 (Public Law 93-205) The ESA provides for the protection of animal and plant species currently in danger of extinction (endangered) and those species that may become so in the near future (threatened). Endangered Species Act, Section 7 Consultation and Biological Assessment Section 7 of the ESA directs all federal agencies to ensure that any actions they fund, permit, or authorize are not likely to jeopardize a listed species or destroy or adversely modify critical habitat. Consultation with the federal agencies (NMFS and USFWS) regarding potential project impacts to listed species would be necessary. Migratory Bird Treaty Act Under the Act, taking, killing, or possessing migratory birds is unlawful unless permitted by regulations. During construction, migratory birds would be protected. Federal Clean Water Act Section 404 Any alternative involving work below the Ordinary High Water Mark of a stream or within a wetland would require a Federal Clean Water Act Section 404 permit. The Federal 404 Wetland Removal Fill permit also requires that stormwater management be addressed. Issuance of the 404 permit would require “Water Quality Certification” by the ODEQ, indicating that their stormwater management standards are met (per the federal Clean Water Act, Section 401). Because ESA-listed fish are present in the API, USACE requires concurrence from NMFS regarding the appropriate management of stormwater. Removal/Fill Law State of Oregon Removal/Fill law requires a permit for impacting waters of the State of Oregon. The Removal/Fill permit is administered by the Oregon Department of State Lands. Stormwater Stormwater runoff from new impervious areas would require permits from Clackamas County. The proposed project would require a Clackamas County Service District No. 1 permit for the stormwater system. The permit would require water quality treatment and potential detention of runoff from the new roadway. For construction activities, the ODEQ has designated Clackamas County as its agent for the review, issuance, and enforcement of National Pollutant Discharge Elimination System (1200-C) permits. This permit identifies the activities required if construction disturbs more than one acre of land, in order to ensure an acceptable standard of water quality. Wetlands Federal Clean Water Act Section 404 Permit USACE administers the 404 permit, which is processed by one of two paths: Individual Permit or Regional General Permit, depending on project design and the area and volume of waterway impact. Because of the estimated project impacts, the proposed project would most likely require an individual permit. If federally listed threatened or endangered species may be affected by the proposed project, consultation with the USFWS and/or the NMFS would likely be required before a permit can be issued by the USACE. October 2008 Supplemental Draft Environmental Impact Statement Chapter 4 – Additional Impacts (Construction, Cumulative, and Unavoidable) and Applicable Laws [ 220 ] State of Oregon Removal/Fill Permit The Removal/Fill permit is administered by the Oregon Department of State Lands and is processed by one of two paths: Individual Permit or General Authorization, depending on project design and the area and volume of waterway impact. The Joint Permit Application is the application form for both the Section 404 permit and the Removal/Fill Permit. Copies of the application form, project plans, and resource plans are sent to the USACE and DSL. Geology and Soils Site preparation permits for grading, erosion, blasting, and air and noise emissions from ODEQ, ODOT, local cities, and Clackamas County would be required. A Pre-Construction Assessment for in-water work from the DSL and the USACE would also be needed. Cultural Resources Archaeological Resources State of Oregon Archaeological Permits, issued by the State Historic Preservation Office, would be required for any excavations in known archaeological sites or for exploratory excavations to determine if archaeological deposits are present on lands owned by local or state agencies. Historic Resources While no permits would be required for this project with regard to historic resources, the project is subject to review under Section 106 of the NHPA and Section 4(f) of the Department of Transportation Act (see 4(f) section of the SDEIS). As stated earlier, Section 106 Determination of Eligibility forms were prepared for each of six resources affected by the project, with three recommended for eligibility and three recommended as not eligible. If SHPO agrees with a Section 106 recommendation that a resource is not eligible, then the Section 106 requirements for that resource are satisfied. If SHPO agrees with a recommendation for eligibility, then a Section 106 Finding of Effect form must be prepared for that resource. This form is used to determine the effect a project would have on an NRHP-eligible resource. These effects are categorized into three possible findings. A “No Historic Properties Affected” finding means that there are no historic properties present in the project area. A “No Historic Properties Adversely Affected” finding means that the project effects are not adverse. A “Historic Properties Adversely Affected” finding means that there are historic properties present and they would be affected. Hazardous Materials For the federal- or state-listed sites, coordination with the Environmental Protection Agency and/or the Oregon Department of Environmental Quality would be required to assure that ongoing investigations and/or long-term operations and maintenance and monitoring continue. Consultations with both agencies would determine site-specific restrictions and considerations for construction within or near those sites. The proposed handling and disposing of contaminated soils should be coordinated with ODEQ prior to construction. If ODOT acquires land for right-of-way where there is a known hazardous materials issue, ODOT would coordinate with the EPA and/or the ODEQ. Agreements between ODOT and property owners could be used to avoid or limit liability for ODOT. However, the ODEQ generally requires that the purchaser do some cleanup to provide a public benefit that balances the state’s elimination of long-term liability. Utilities Coordination with public and private utilities and agencies are required throughout the project process. Some relocation efforts may require a land use application submittal. October 2008 Supplemental Draft Environmental Impact Statement References and Agency Consultations [ 221 ] REFERENCES AND AGENCY CONSULTATIONS TRANSPORTATION American Association of State Highway and Transportation Officials. 2004. Geometric Design of Highways and Streets. Fifth Edition. Clackamas County. 2003. Clackamas County Updates to the Capital Improvement Plan and to the Pedestrian and Bicycle Master Plans. Clackamas County. 2003. Clackamas County Updates to the Capital Improvement Plan and to the Pedestrian and Bicycle Master Plans. David Evans and Associates, Inc. (DEA). 2007. Draft Transportation and Traffic Report. Sunrise Project, I-205 to Rock Creek Junction (OR 212/224). National Research Council. 2000. Highway Capacity Manual. Transportation Research Board. Washington, DC. Oregon Department of Transportation. 2003. Highway Design Manual. LAND USE Federal Documents and Studies U.S. Department of Transportation Federal Highway Administration (FHWA) and Oregon Department of Transportation (ODOT). 1993. Draft Environmental Impact Statement – Sunrise Corridor OR 212/224 (I-205 to U.S. 26). State Plans and Documents Oregon Department of Transportation (ODOT). 1999. 1999 Oregon Highway Plan, An Element of the Oregon Transportation Plan. ODOT. 2005. Appendix: http://www.oregon.gov/ODOT/TD/TP/docs/ortransplanupdate/05otpVol2jul.pdf ODOT. 2006. Draft Oregon Transportation Plan. July 19, 2006. ODOT. 2006. Oregon Highway System map for the 2006 Oregon Transportation Plan: http://www.oregon.gov/ODOT/TD/TP/docs/ortransplanupdate/maps/Hwy.pdf ODOT. Oregon Transportation Plan: http://www.oregon.gov/ODOT/TD/TP/ ODOT. 2006. Public Hearing Draft, Volume 1. Released June 29, 2006. http://www.oregon.gov/ODOT/TD/TP/docs/ortransplanupdate/05otpVol1jul.pdf Oregon Department of Land Conservation and Development (DLCD). 1995 Edition, including 1996 and 1998 Goal 11 Updates. Oregon’s Statewide Planning Goals & Guidelines. Also State Transportation Planning Rule. 2006. The Oregon Administrative Rules Filed Through May 15, 2006, Land Conservation and Development Department, Division 12, Transportation Planning, 660-012-0000. Metro Plans and Documents (Available on Metro’s website at http://www.metro-region.org) 2035 Regional Transportation Plan. January 18, 2008. 2004 Regional Transportation Plan and Appendix. July 8, 2004. 2040 Growth Concept. 1995 Clackamas River North Bank Greenway description. Metro Trails and Greenways Map. Regional Framework Plan. Updated & Effective December 28, 2005. October 2008 Supplemental Draft Environmental Impact Statement References and Agency Consultations [ 222 ] Regional Trails and Greenways, Connecting Neighborhoods to Nature. No date. http://www.oregonmetro.gov/files/planning/trailsgreenways.pdf Urban Growth Management Functional Plan.(Section 3.07 of the Metro Code) Clackamas County Plans and Documents Clackamas County Comprehensive Plan, as revised 17 March 2004. Clackamas County Transportation System Plans, June 1999. Clackamas County Zoning and Development Ordinance, as revised Fall 2006. Rock Creek Employment Study, September 2004. Additional Clackamas County Information Obtained from County Data Systems Permits Plus database system for Clackamas County – Land use permits, including comprehensive plan changes, zone changes, conditional use approvals, and design review from January 2004 through June 2006 reviewed for the study area. Plan Map – Clackamas County GIS System, used internally by county staff and updated weekly by county GIS staff Clackamas County Staff Land Use Inventory Data The following information was collected by county staff either in the field or from internal county sources. 2006. Apartment list. Field inventory maps and data sheets. Manufactured home park list. Other Local Government or Special District Plans and Documents Damascus planning requirements. These are evolving as the city works through its comprehensive planning process – current links are as follows http://www.ci.damascus.or.us/DynamicPage.aspx?ID=ae41f206-e30d- 4441-9f7a-d0b45cfc166f and http://www.ci.damascus.or.us/DepartmentsPlanningCurrentPlanning.aspx Damascus/Boring Concept Plan. November 29, 2005. http://www.clackamas.us/transportation/damascus/ Clackamas County, Department of Transportation and Development. 2006. Damascus / Boring Concept Plan. (http://www.co.clackamas.or.us/dtd/damascus/ ) East Happy Valley Comprehensive Plan NCHRP Master Plan. 2004. North Clackamas Park District http://www.clackamas.us/ncprd/library.htm Existing Recreation Resources Map (NCPD Figure 4.2) http://www.clackamas.us/docs/ncprd/masterplan/chap4a.pdf Sabin-Schellenberg Occupational Skills Center website. Sunrise Project Reports and Memorandum David Evans and Associates, Inc. 1991. Sunrise Corridor Draft Environmental Impact Statement, Final Technical Report, Land Use. Prepared for Oregon Department of Transportation. David Evans and Associates, Inc. 2004. Sunrise Project Environmental Baseline Report. Pollack, K., and L.M. Conrad. 2007. Draft Land Use Technical Report, Sunrise Project, I-205 to Rock Creek Junction (OR 212/224). Other Documents Moskowitz, Harvey and Carl Lindbloom. 1993. The New Illustrated Book of Development Definitions. Center for Urban Policy Research. October 2008 Supplemental Draft Environmental Impact Statement References and Agency Consultations [ 223 ] COMMUNITIES AND BUSINESSES (including ENVIRONMENTAL JUSTICE) Federal Documents and Studies U.S. Department of Transportation Federal Highway Administration (FHWA) and Oregon Department of Transportation (ODOT). 1993. Draft Environmental Impact Statement – Sunrise Corridor OR 212/224 (I-205 to U.S. 26). State Plans and Documents Oregon Department of Land Conservation and Development (DLCD). 1995. 1995 Edition, including 1996 and 1998 Goal 11 Updates. Oregon’s Statewide Planning Goals & Guidelines. http://arcweb.sos.state.or.us/rules/OARS_600/OAR_660/660_015.html Oregon Department of Transportation (ODOT). 1999. 1999 Oregon Highway Plan, An Element of the Oregon Transportation Plan. ODOT. 2006. Oregon Highway System map for the 2006 Oregon Transportation Plan. http://www.oregon.gov/ODOT/TD/TP/docs/ortransplanupdate/maps/Hwy.pdf ODOT. 2006. Draft Oregon Transportation Plan. July 19, 2006. ODOT. 2006. Public Hearing Draft, VOLUME 1. Released June 29, 2006: http://www.oregon.gov/ODOT/TD/TP/docs/ortransplanupdate/05otpVol1jul.pdf ODOT. 20005. Appendix: http://www.oregon.gov/ODOT/TD/TP/docs/ortransplanupdate/05otpVol2jul.pdf ODOT. Oregon Transportation Plan: http://www.oregon.gov/ODOT/TD/TP/ State Transportation Planning Rule. 2006. The Oregon Administrative Rules Filed Through May 15, 2006, Land Conservation and Development Department, Division 12, Transportation Planning, 660-012-0000 Metro Plans and Documents (Available on Metro’s website at http://www.metro-region.org) 2004 Regional Transportation Plan and Appendix, Metro, July 8, 2004, and 2035 Regional Transportation Plan, January 18, 2008. 2040 Growth Concept. 1995. Clackamas River North Bank Greenway written description. Metro Trails and Greenways Map. Regional Framework Plan. Regional Trails and Greenways, Connecting Neighborhoods to Nature document. Urban Growth Management Functional Plan. Clackamas County Plans and Documents Clackamas County Comprehensive Plan, as revised 17 March 2004. Clackamas County Consolidated Plan Update, 2006 – 2009, Department of Human Resources. Clackamas County Emergency Operations Plan, 2000. Clackamas County Transportation System Plans, June 1999. Clackamas County Zoning and Development Ordinance, as revised Fall 2006. Rock Creek Employment Study, September 2004. Additional Clackamas County information obtained from county data systems GIS System. Plan Map – Clackamas County GIS System, used internally by county staff and updated weekly by county GIS staff October 2008 Supplemental Draft Environmental Impact Statement References and Agency Consultations [ 224 ] Permits Plus database system for Clackamas County – Land use permits, including comprehensive plan changes, zone changes, conditional use approvals, and design review from January 2004 through June 2006 reviewed for the study area. Clackamas County Staff Land Use Inventory Data Data below collected by Clackamas County staff in field or from internal county data sources. 2006. Apartment List. Field Inventory Maps and Data Sheets. Manufactured Home Park List. Other Local Government or special district Plans and Documents Damascus planning requirements, currently being revised during comprehensive planning process. http://www.ci.damascus.or.us/DynamicPage.aspx?ID=ae41f206-e30d-4441-9f7a-d0b45cfc166f http://www.ci.damascus.or.us/DepartmentsPlanningCurrentPlanning.aspx Clackamas County, Department of Transportation and Development. Damascus/Boring Concept Plan. 2005. November 29, 2005. http://www.clackamas.us/transportation/damascus/ and http://www.co.clackamas.or.us/dtd/damascus/ Happy Valley planning requirements, currently being revised during comprehensive planning process. East Happy Valley Comprehensive Plan. North Clackamas Park District: Planning Documents. North Clackamas Park District: Planning Documents. NCHRP Master Plan. 2004. http://www.clackamas.us/ncprd/library.htm Existing Recreation Resources Map (NCPD Figure 4.2). http://www.clackamas.us/docs/ncprd/masterplan/chap4a.pdf Figure 4.3, Facilities Plan, 2002 Master Plan Update. Sabin-Schellenberg Occupational Skills Center website. Staff Contacts / Agency Consultations – Fall 2006 American Medical Response, Dale Miller, 503-659-6987. Clackamas Community College, Debbie Jenkins, Executive Secretary, 503-657-6958. Clackamas County Department of Human Resources, Gean Jure, 503-733-4858. Clackamas County Emergency Services. Gene Juve, 503-723-4855. Clackamas County Engineering, Joe Marak, 503-353-4705. Clackamas County Fire District #1, John Hopkins, 503-742-2600, johnhop@ccfd1.com Clackamas County Fire District #1, Scott Winniger, Fire Marshall, 503-742-2675. Clackamas County Housing Authority. Mark Sirois, 503-650-5664. Clackamas County Sheriff, Ed Mura, Deputy Sheriff, 503-655-8836. Clackamas County Water Environment Services (WES), Ted Kyle, 503-353-4562. Clackamas River Water, Gordon McGee, 503-722-9244, and Steward Mills, 503-722-9222. North Clackamas Parks and Recreation District, Michele Healy, 503-794-8004. North Clackamas School District, Dave Church, 503-353-6000. Providence Health and Services. Bev Bookin, 503-241-2423. Sunrise Water Authority, Kim Anderson, 503-761-0220. October 2008 Supplemental Draft Environmental Impact Statement References and Agency Consultations [ 225 ] U.S. Postal Service, Dave Ellis, Clackamas Post Office, 503-657-9358. Other References Clackamas County Assessor Office. 2006. Assessor Parcel Data. Clackamas County, Business & Economic Development Services. 2003. Clackamas County Economic Development Plan. http://www.co.clackamas.or.us/business/packets/edc_plan_2003.pdf Clackamas County, Business & Economic Development Services. 2006. Excel file of employers in Zip Code 97015. Clackamas County, Department of Transportation and Development. 2006. Damascus / Boring Concept Plan. http://www.co.clackamas.or.us/dtd/damascus/. Clackamas County, Department of Transportation and Development Clackamas County Zoning and Development Map. http://www.co.clackamas.or.us/dtd/zoning/zdo/. Clackamas County, Department of Transportation and Development. 2004. Rock Creek Employment Study. Clackamas County Information Services. 2006. County GIS System Maps and Data. Clackamas County Information Services. 2006. Plan Map System Maps and Data. Clackamas County, Department of Transportation and Development. 2006. Sunrise Project Land Use Inventory, Maps and Data Sheets. Clackamas County, Department of Transportation and Development. 2006. Sunrise Project Mobile Home Park List. Clackamas County, Department of Transportation and Development. 2006. Sunrise Project Apartment List. Dames & Moore. 1992. Sunrise Corridor Draft Environmental Impact Statement – Final Technical Report Socioeconomics. David Evans and Associates, Inc. 2004. Sunrise Project Environmental Baseline Report. David Evans and Associates, Inc. 1991. Sunrise Corridor Draft Environmental Impact Statement, Final Technical Report, Land Use. Prepared for Oregon Department of Transportation. December 20, 1991. Dickerson, M., and L.M. Conrad. 2007. Draft Socioeconomics Technical Report. Sunrise Project, I-205 to Rock Creek Junction (OR 212/224). Metro. 2003. Regional Trails and Greenways, Connecting Neighborhoods to Nature. http://www.metro- region.org/library_docs/parks_green/trails_greenways.pdf. Metro. 2003. Metro Trails and Greenways Map. http://www.metro- region.org/library_docs/parks_green/maponly.pdf. Metro. 2004. Establishment Employment Data (ES 202). Metro. 2006. Regional Household and Employment Forecast 2005 – 2030 Gen 2.3. Metro. Regional Travel Demand Model. Norris Beggs and Simpson Financial Services, quarterly market reports. http://www.nbsfinancial.com/research.html North Clackamas Parks and Recreation District. 2004. 2004 Master Plan http://www.co.clackamas.or.us/ncprd/masterplan2004.htm. North Clackamas School District. 2006. School Profiles. http://www.nclack.k12.or.us. Oregon Department of Employment. 2000. Oregon Labor Market Information System – Covered Employment and Wages. http://www.qualityinfo.org/olmisj/CEP. Oregon Department of Employment. 2004. Oregon Labor Market Information System – Region 15 Clackamas. http://www.qualityinfo.org/olmisj/Regions?area=000015. October 2008 Supplemental Draft Environmental Impact Statement References and Agency Consultations [ 226 ] U.S. Census. 2000. Summary File 1 (SF 1) 100-Percent Data–Numerous Data Tables at the Block Group, County, Regional and State Levels of Geography. http://factfinder.census.gov/servlet/DatasetMainPageServlet?_lang=en. U.S. Census. 2000. Summary File 3 (SF 3)–Sample Data – Numerous Data Tables at the Block Group, County, Regional and State Levels of Geography [http://factfinder.census.gov/servlet/DatasetMainPageServlet?_lang=en]. U.S. Department of Transportation Federal Highway Administration (FHWA) and Oregon Department of Transportation (ODOT). 1993. Draft Environmental Impact Statement – Sunrise Corridor OR 212/224 (I-205 to U.S. 26). VISUAL RESOURCES Documents David Evans and Associates, Inc. (DEA). 2004. Sunrise Project, I-205 to Rock Creek Junction Environmental Baseline Report. September. David Evans and Associates, Inc. 2006. Plan sheets by alternative and design option (June 23, 2006) and shapefiles (e.g., zone boundaries, parcels) for maps (July 10, 2006). DeLorme Oregon Atlas & Gazetteer. 1998. Topography. U.S. Department of Transportation Federal Highway Administration (FHWA) and Oregon Department of Transportation (ODOT). 1993. Draft Environmental Impact Statement – Sunrise Corridor OR 212/224 (I-205 to U.S. 26). Oregon Department of Transportation – Cross-sections (June 26, June 29, and July 10, 2006) and profiles (June 23, 2006). Sprague, S., and S. Polzin. 2007. Draft Visual Resources Technical Report, Sunrise Project, I-205 to Rock Creek Junction (OR 212/224). Parsons Brinckerhoff. U.S. Federal Highway Administration (FHWA). 1988. Visual Impact Assessment for Highway Projects. Publication No. FHWA-HI-88-054. Contacts Bernhardt, Magnus. 2007. ODOT. Personal communication, May-June. Carder, Claire. 2007. ODOT. Personal communication, May-June. Conrad, Larry. 2007. Clackamas County. Personal communication, June. Hanson, Jennifer. 2007. Broker for D.R. Horton, Windswept Waters neighborhood. Personal communication, May 22. Johnson, Mark. 2007. ODOT. Personal communication, June-July. Myton, Aaron. 2007. ODOT. Personal communication, June-July. Picco, Thomas. 2007. ODOT. Personal communication, June-July. Whitney, Susan. 2007. ODOT. Personal communication, June. Wyland, John. 2007. Project Manager for D.R. Horton, Windswept Water neighborhood. Personal communication, May 31. NOISE Documents Oregon Administrative Rules (OAR). OAR 340 Division 35. Oregon Department of Environmental Quality (ODEQ). Noise Control Regulations. Oregon Department of Transportation (ODOT). 2007. Noise Manual. January 2007 Update. October 2008 Supplemental Draft Environmental Impact Statement References and Agency Consultations [ 227 ] U.S. Code of Federal Regulations (CFR). 1982. 23 CFR Part 772. Procedures for Abatement of Highway Traffic Noise and Construction Noise. July 8. U.S. Department of Transportation (USDOT). 1995. Highway Traffic Noise Analysis and Abatement Policy and Guidance. Federal Highway Administration (FHWA) Office of Environment and Planning. June. U.S. Department of Transportation (USDOT 1998. Federal Highway Administration (FHWA) Traffic Noise Model User’s Guide. Federal Highway Administration. FHWA-PD-96-009. ). January. U.S. Department of Transportation (USDOT). 2004. Federal Highway Administration (FHWA) Traffic Noise Model User’s Guide (Version 2.5 Addendum). Federal Highway Administration. April. Contacts David Goodwin, Senior Acoustics Specialist, Oregon Department of Transportation (ODOT), Geo-Environmental Section; 355 Capitol Street, NE, Room 301, Salem, OR 97301-3871. AIR QUALITY Metropolitan Service District (Metro). 2008. Public Review Draft Air Quality Conformity Determination 2035 Regional Transportation Plan and 2008-2011 Metropolitan Transportation Improvement Program January 18. Moore, M. and V. Carrow. 2007. Draft Air Quality Technical Report. Sunrise Project, I-205 to Rock Creek Junction (OR 212/224). Oregon Department of Environmental Quality (DEQ). Oregon Administrative Rule (OAR) 340 Division 202. “Ambient Air Quality Standards and PSD Increments.” Oregon Administrative Rules. DEQ. Oregon Administrative Rule (OAR) 340 Division 252. “Transportation Conformity.” Oregon Administrative Rules. DEQ. “Portland Air Toxics Assessment.” DEQ. 2006. “Oregon Air Quality Data Summaries.” U.S. Environmental Protection Agency (U.S. EPA). 1995. “User’s Guide to CAL3QHC Version 2.0.” Office of Air Quality Planning and Standards (OAQPS). Research Triangle Park, NC. (EPA-454/R-92-006R). U.S. EPA. 2001. Mobile Source Air Toxics. Accessed at: http://www.epa.gov/otaq/toxics.htm#March292001. U.S. EPA. 2003. “User’s Guide to MOBILE 6.1 and 6.2.” EPA 420-R-03-D10. 2003. U.S. EPA. “Approval and Promulgation of Implementation Plans and Designations.” Accessed at: http://www.epa.gov/fedrgstr/EPA-AIR/1996/July/Day-29/pr-23557.html. U.S. EPA. 40 CFR 50. “National Primary and Secondary Air Quality Standards.” U.S. Code of Federal Regulations. U.S. EPA. 40 CFR 86. “Control of Emissions from New and In-Use Highway Vehicles and Engines.” U.S. Code of Federal Regulations. 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R., and J. A. Bailey. 1979. Distribution of Mule Deer and Elk in relation to Roads. Journal of Wildlife Management 43: 634–41. As cited in: Kaseloo, P.A. and K.O. Tyson. 2004. Synthesis of Noise Effects on Wildlife Populations. Federal Highway Administration. September 8, 2004. Singleton, P. H., and J. F. Lehmkuhl. 1999. Assessing Wildlife Habitat Connectivity in the Interstate 90 Snoqualmie Pass Corridor, Washington. Pages 75-84 in Proceedings of the Third International Conference on Wildlife Ecology and Transportation, G. L. Evink, P. Garrett, D. Zeigler, eds. FL-ER-73-99. Florida Dept. of Transportation, Tallahassee, FL. 330pp. Stamps, J. A., M. Beuchner, and V. V. Krishnan. 1987. The Effects of Edge-Permeability and Habitat Geometry in Emigration from Patches of Habitat. American Naturalist 129: 533– 552. TAMS Consultants, Inc. 1990. Drainage and Utilities Report for the Sunrise Corridor – Unit 1 – East Portland Freeway (I-205) through Rock Creek Junction. Thomas Brothers. 2002. The Thomas Guide – Portland Metro Area. Thomas, C.D. 1991. Ecological Corridors: An Assessment. Department of Conservation, Washington. As cited in Fleury, A. M. and R. D. Brown. 1997. A Framework for the Design of Wildlife Conservation Corridors with Specific Application to Southwestern Ontario. Landscape and Urban Planning 37: 163–186. Tigas, L.A., D.H. Van Vuren, and R.M. Sauvajot. 2002. Behavioral Responses of Bobcats and Coyotes to Habitat Fragmentation and Corridors in an Urban Environment. Biological Conservation 108: 299–306. U.S. Department of Transportation Federal Highway Administration (FHWA) and Oregon Department of Transportation (ODOT). 1993. Draft Environmental Impact Statement – Sunrise Corridor OR 212/224 (I-205 to U.S. 26). U.S. Fish and Wildlife Service (USFWS). 1988. Endangered and Threatened Wildlife and Plants: Final Endangered Status for Lomatium Bradshawii (Bradshaw’s Lomatium). Federal Register 53 FR 38446. USFWS. 1993. Endangered and Threatened Wildlife and Plants: Determination of Threatened Status for the Plant Sidalcea Nelsonniana (Nelson’s Checker-Mallow). Federal Register 58 FR 8235. USFWS. 1997. Endangered and Threatened Wildlife and Plants: Determination of Threatened Status for Castilleja Levisecta (Golden Indian Paintbrush). Federal Register 62 FR 31740. USFWS. 2000. Endangered and Threatened Wildlife and Plants: Endangered Status for Erigeron Decumbens Var. Decumbens (Willamette Daisy) and Fender’s Blue Butterfly (Icaricia Icarioldes Fenderi) and Proposed Threatened Status for Lupinus Sulphureus Spp. Kincaidii (Kincaid’s Lupine). Federal Register 65 FR 3875. USFWS. 2004. List of Threatened and Endangered Species that May Occur within the Area of the Sunrise Unit 1 Corridor Project. Reference Number #1-7-04-SP-0369. October 2008 Supplemental Draft Environmental Impact Statement References and Agency Consultations [ 231 ] U.S. Geological Survey (USGS). 1984. Gladstone, Oregon 7.5 minute Topographic Quadrangle, 1961, Revised 1984. Verts, B.J., and L.N. Carraway. 1998. Land Mammals of Oregon. University of California Press. Watling, J.I., and M.A., Donnelly. 2006. Fragments as Islands: A Synthesis of Faunal Responses to Habitat Patchiness. Conservation Biology 20: 1016–1025. Weldon, A.J. 2006. How Corridors Reduce Indigo Bunting Nest Success. Conservation Biology 20: 1300–1305. Contacts Simmons, Devin. 2008. National Marine Fisheries Service. Personal communication. September 11, 2008. WATER QUALITY Attanasio, R., and C. Higgins. 2007. Draft Water Quality Technical Report. Sunrise Project, I-205 to Rock Creek Junction (OR 212/224). Clackamas County. 2005. Surface Water Management Rules and Regulations for Clackamas County Service District No. 1. February 1. Oregon Department of Environmental Quality (ODEQ). 2006. Laboratory Analytical Storage and Retrieval (LASAR) database. Oregon Department of Environmental Quality (ODEQ). 2004. Willamette Basin Draft TMDL: Clackamas Subbasin. September. U.S. Department of Commerce, National Oceanic and Atmospheric Administration (NOAA), National Marine Fisheries Service (NMFS), Northwest Region. 2003. HCD Stormwater Online Guidance: ESA Guidance for Analyzing Stormwater Effects. U.S. Department of Commerce. March. U.S. Department of Commerce, National Oceanic and Atmospheric Administration (NOAA), National Marine Fisheries Service (NMFS), Northwest Region. 2004. Programmatic Biological Opinion for Standard Local Operating Procedures for Endangered Species (SLOPES). November 30. U.S. Department of Transportation, Federal Highway Administration (FHWA), Research Development and Technology Turner-Fairbank Highway Research Center. 1990. Pollutant Loadings and Impacts from Highway Stormwater Runoff, Volume I. FHWA-Road-88-006. April. Contacts Alsbury, Todd. 2004. Oregon Department of Fish and Wildlife. Personal communication, May 2004. Burch, Jim. 2004. Surface Water Technician, Clackamas County Water and Environment Services. Personal communication. Haupt, Susan. 2006. EPA Program Coordinator, Oregon Department of Transportation. Personal communication. Marshall, John. 2004. U.S. Fish and Wildlife Service. Personal communication. Maurice, Kevin. 2004. U.S. Fish and Wildlife Service. Personal communication. Murtagh, Tom. 2005. Oregon Department of Fish and Wildlife. Personal communication. Scheerer, Paul. 2004. Assistant Project Leader, Oregon Department of Fish and Wildlife. Personal communication. Streeter, Karen. 2003. Endangered Species Act Coordinator, Clackamas County Water Environment Services. Personal communication. WETLANDS Adamus, P.R. 2001. Guidebook for Hydrogeomorphic (HGM)-based Assessment of Oregon Wetland and Riparian Sites: Statewide Classification and Profiles. Oregon Department of State Lands, Salem, Oregon. October 2008 Supplemental Draft Environmental Impact Statement References and Agency Consultations [ 232 ] Adamus P.R., and D. Field. 2001. Guidebook for Hydrogeomorphic (HGM)-based Assessment of Oregon Wetland and Riparian Sites. I. Willamette Valley Ecoregion, Riverine Impounding and Slope/Flats Subclasses. Volume IA: Assessment Methods. Oregon Department of State Lands, Salem, Oregon. Beak Consultants Incorporated. 1997. Sunrise Corridor – Wetland Delineation, Assessment, and Preliminary Mitigation Report. Prepared for Oregon Department of Transportation. Cowardin, L.M., V. Carter, F.C. Golet, and E.T. LaRoe. 1979. Classification of Wetland and Deepwater Habitats of the United States. U.S. Department of the Interior, Fish and Wildlife Service. Washington, DC. David Evans and Associates, Inc. (DEA). 2007. Sunrise Project, I-205 to Rock Creek Junction (OR 212/224), Biological Technical Report. Prepared for Oregon Department of Transportation. David Evans and Associates, Inc. (DEA). 2004. Sunrise Corridor Wetlands and Other Waters Baseline Report. Prepared for Oregon Department of Transportation. Dames & Moore. 1992. Water Resources and Water Quality Impacts Technical Report. Sunrise Corridor Environmental Impact Statement. Oregon Department of Transportation. Job #4117-032-020. Dames & Moore. 1993. Final Technical Report on Natural Resources: Plants and Animals, Sunrise Corridor Project Area. Prepared for Oregon Department of Transportation Job # 04117-032-020. Environmental Laboratory. 1987. Corps of Engineers Wetlands Delineation Manual, Technical Report Y-87-1. U.S. Army Engineer Waterways Experiment Station, Vicksburg, Mississippi. Metropolitan Service District (Metro). 2004. Interactive on-line map: Inventory of regionally significant habitat. http://www.metro-region.org/article.cfm?articleID=5903. Rosenthal, E. 2007. Draft Wetlands and Other Waters of the State and U.S. Technical Report. Sunrise Project, I- 205 to Rock Creek Junction (OR 212/224). U.S. Department of Agriculture (USDA). 1985. Soil Survey of Clackamas County Area, Oregon. Soil Conservation Service. U.S. Department of Agriculture (USDA). 2007. Hydric Soils List for Oregon (February 2007). Natural Resource Conservation Service. ftp://ftp-fc.sc.egov.usda.gov/NSSC/Hydric_ Soils/Lists/or.xls. U.S. Department of Transportation Federal Highway Administration (FHWA) and Oregon Department of Transportation (ODOT). 1993. Draft Environmental Impact Statement – Sunrise Corridor OR 212/224 (I-205 to U.S. 26). U.S. Fish and Wildlife Service (USFWS). 1981. National Wetlands Inventory, Gladstone, Oregon quadrangle map. Office of Biological Services. U.S. Geological Survey (USGS). 1984. Gladstone, Oregon 7.5 minute Topographic Quadrangle, 1961, revised 1984. GEOLOGY AND SOILS Dames & Moore. 1990. Draft Environmental Impact Statement, Sunrise Corridor Geotechnical Study. Dames & Moore File No. 4117-032-020. October 15, 1990. Dames & Moore. 1991. Final Environmental Inventory Report, Environmental Hazardous Materials, Geotechnical Reconnaissance, Sunrise Corridor Unit 1. Dames & Moore File No. 4117-027-020. October 15, 1991. Gannett and Caldwell. 1998. Geologic Framework of the Willamette Lowland Aquifer System. Oregon, US Geological Survey Professional Paper 1424-A. Kleinfelder. 2006. Preliminary Geotechnical Report: Sunrise Project: I-205 to Rock Creek Junction, Clackamas County, Oregon. Kleinfelder File No. 43973-4.5, April 2006. Liberty, L. M., M.A. Hemphill-Haley and I.P. Madin. 2003. The Portland Hills Fault: uncovering a hidden fault in Portland, Oregon, using high resolution geophysical methods. Tectonophysics #368, pp. 89-103. March 10, 2003. October 2008 Supplemental Draft Environmental Impact Statement References and Agency Consultations [ 233 ] Nguyen, T.T. 2007. Draft Soils and Geology Technical Report. Sunrise Project, I-205 to Rock Creek Junction (OR 212/224). O’Connor, Jim E. 2001. Origin, Extent, and Thickness of Quaternary Geologic Units in the Willamette Valley, Oregon. U.S. Geological Survey Professional Paper 1620. Oregon Department of Transportation (ODOT). 2004. Bridge Foundation Design Practice and Procedures. Schlicker, H.G., and C.T. Finlayson. 1979. Geology and Geologic Hazards of Northwest Clackamas County. Oregon Department of Geology and Mineral Industries, Bulletin 99. U.S. Geological Survey (USGS). 2002. Seismic Hazard Maps for the Pacific Northwest Region. U.S. Department of Transportation Federal Highway Administration (FHWA) and Oregon Department of Transportation (ODOT). 1998. Final Environmental Impact Statement Sunrise Corridor OR 212/224 (I-205 to 172 nd Street). FHWA-OR-EIS-93-1-F, March 1998. CULTURAL RESOURCES Documents Allen, J.M., and E.J. O’Brien. 2007. Historic Resources Baseline Report. Sunrise Project, I-205 to Rock Creek Junction (OR 212/224). Anonymous. 1994a. Request for Determination of Eligibility for John Donaldson Residence. On file: Clackamas County Department of Transportation and Development, Office of Long Range Planning, Clackamas, Oregon. __________. 1994b. Request for Determination of Eligibility for Martin Lehman Residence. On file, Clackamas County Department of Transportation and Development, Office of Long Range Planning, Clackamas, Oregon. Austin, E., and T. Dill. 1987. The Southern Pacific in Oregon. Pacific Fast Mail, Edmonds, Washington. Bowden, B., and D.V. Ellis. 1993. Cultural Resource Evaluation of the Proposed Sunrise Corridor Project, Clackamas County, Oregon. Final Technical Report Supplement. Archaeological Investigations Northwest, Inc. Report No. 30, Portland, Oregon. Submitted to Dames & Moore, Portland Oregon, and the Oregon Department of Transportation, Salem, Oregon. Cheatham, R.D. 1988. Archaeological Survey of Sunnyside-Sunnybrook Split Diamond Interchange and Sunnybrook Extension, Clackamas County. Oregon State Museum of Anthropology. Prepared for Environmental Section, Oregon State Highway Division, Salem, Oregon. Churchill, T.E. 1990. A Cultural Resource Survey of the Proposed Sieben Lane Sewer Line. Coastal Magnetic Search & Survey Report No. 47. Submitted to Lee Engineering Incorporation. Cole, D.L., and R.M. Pettigrew. 1976. Archaeological Survey of the Proposed Interstate 205 Section From the Lewis and Clark Highway, Clark County, Washington to S. E. Foster Road, Multnomah County, Oregon. University of Oregon Museum of Natural History, Eugene. Prepared for Highway Division, Oregon Department of Transportation. Connolly, T.J. 2001. Archaeological Survey of the Rock Creek-Richey Road Section, Clackamas-Boring Highway (OR 212), Clackamas County ODOT Key No. 10665. Oregon State Museum of Anthropology, University of Oregon, Eugene. Prepared for the Oregon Department of Transportation, Salem, Oregon. Curran, C. 2001. Determinations of Eligibility: Delaura Beach Road Complex, Camp Rilea, Clatsop County and Firing Ranges, Camp Withycombe, Clackamas County. Letter on file, State Historic Preservation Office, Salem, Oregon. David Evans and Associates, Inc. (DEA). 2004. Environmental Baseline Report, Sunrise Project, I-205 to Rock Creek Junction, Clackamas County, ODOT Region 1, OR 212/224. Prepared for the Oregon Department of Transportation, September 2004. October 2008 Supplemental Draft Environmental Impact Statement References and Agency Consultations [ 234 ] Ellis, D.V., R. Burnett, J. Reese, and S. Donovan. 1991. Cultural Resource Evaluation of the Proposed Sunrise Corridor Project, Clackamas County, Oregon. Final Technical Report. 2 vols. Archaeological Investigations Northwest, Inc. Report No. 17, Portland, Oregon. Submitted to Dames & Moore, Portland, Oregon, and the Oregon Department of Transportation, Salem. Fagan, J.L., C.L. Armitage, C.B. Hemphill, J. Reese, and J. Witherow. 1991. Northwest Pipeline System Expansion Project: Cultural Resources Assessment Report, Oregon Segments: Phase 1: Survey, Inventory, and Preliminary Assessment. Archaeological Investigations Northwest Report No. 15, Portland, Oregon. Prepared for Northwest Pipeline Corporation, Salt Lake City, Utah. Fagan, J. L., D.V. Ellis, J. Reese, B.R. Roulette, and D.C. Wilson. 1994. Results of a Phase 1 Cultural Resources Assessment Northwest Pipeline Corporation’s Expansion II Project: Oregon Facilities: Addendum One. Archaeological Investigations Northwest, Inc. Report No. 40, Portland, Oregon. Submitted to ENSERCH Environmental, Lyndhurst, New Jersey and Northwest Pipeline Corporation, Salt Lake City, Utah. Finley, A., and B.R. Roulette. 2000. Evaluations of Select Historical Resources at Two Oregon Army National Guard Facilities: The Delaura Beach Road Complex, Camp Rilea, Clatsop County, and The Firing Ranges, Camp Withycombe, Clackamas County. Applied Archaeological Research Report #78, Portland, Oregon. Prepared for the Oregon Military Department, Salem, Oregon. Henrikson, S. 2003. Bridge 1439A (Rock Creek OR 244 West Bound, MP 8.13), Clackamas County, Oregon. Oregon State Museum of Anthropology. Prepared for Environmental Services, Oregon Department of Transportation, Salem Oregon. __________. 2005. Archaeological Survey of Bridge 07867 (OR 224 West Bound over UPRR Mainline at MP 5.2), Clackamas County, Oregon. Oregon State Museum of Anthropology. Prepared for Environmental Services, Oregon Department of Transportation, Salem Oregon. Musil, R.R. 1997. An Archaeological Evaluation of Site 35CL100, Sunnybrook Interchange Project, Clackamas County, Oregon. Heritage Research Associates Report No. 199, Eugene, Oregon. Prepared for Environmental Section, Oregon Department of Transportation, Salem, Oregon. Oetting, A.C., and J.A. Chappel. 1993. Cultural Resources Survey of North Clackamas Regional Park, Clackamas County, Oregon. Heritage Research Associates, Inc. Letter Report 93-2. Submitted to Scientific Resources, Inc., Lake Oswego, Oregon. Oregon Department of Revenue. 2006. The Oregon Map (ORMAP). Electronic Document. http://www.ormap.org/maps/index.cfm, accessed July 13, 2006. Pettigrew, R.M. 1983. Report on the Archaeological Survey of the Proposed Improvements of the SE 122 nd Avenue-Rock Creek Junction Section, OR 212/224, Clackamas County. Oregon State Museum of Anthropology, University of Oregon, Eugene, Oregon. Submitted to Oregon Department of Transportation, Salem, Oregon. Roulette, B., and J.J. Wilt. 2000. Results of an Archaeological Survey of Camp Withycombe, An Oregon Army National Guard Facility, Clackamas County, Oregon. Applied Archaeological Research Report No. 60, Portland, Oregon. Prepared for the Oregon Military Department, Salem, Oregon. Shearer, M. (ed.). 1979. Clackamas, Oregon II: A Walking Tour for Teachers and Students. Instructional Materials Laboratory, North Clackamas School District #12. Smits, N.J. 2005. Cultural Resource Survey (Shovel Testing) for the Sunnyside Road–Rock Creek Wastewater Conveyance Project, Clackamas County, Oregon. Archaeological Investigations Northwest, Inc. Report No. 1535. Prepared for Century West Engineering, Portland, Oregon. Smits, N.J., and D.V. Ellis. 2005. Cultural Resource Survey for the Sunnyside Road–Rock Creek Wastewater Conveyance Project, Clackamas County, Oregon. Archaeological Investigations Northwest, Inc. Report No. 1523. Prepared for Century West Engineering, Portland, Oregon. Tveskov, M.A. 1998a. Supplementary Archaeological Survey of Unit 1 of the Sunrise Corridor Project, Clackamas County. Oregon State Museum of Anthropology, University of Oregon, Eugene. Prepared for Environmental Services, Oregon Department of Transportation, Salem. October 2008 Supplemental Draft Environmental Impact Statement References and Agency Consultations [ 235 ] Tveskov, M.A. 1998b. Site form for 35CL253. On file, State Historic Preservation Office, Salem, Oregon. Woodward, J. 1984a. An Archaeological Assessment of the Southeast Hubbard Road Extension, Clackamas County, Oregon. Submitted to the Department of Environmental Services, Clackamas County, Oregon. Woodward, J. 1984b. An Archaeological Assessment of the Hubbard Road Right of Way Site: Phase Two. Submitted to the Department of Environmental Services, Clackamas County, Oregon. Oregon Heritage. 2007. http://www.oregonheritage.org/OPRD/HCD/ARCH/docs/Isolated_Finds.rtf Contacts Curran, Christine. 2008. Associate Deputy State Historic Preservation Officer for the Oregon SHPO. Personal communication. Meeting June 30, concurrence letter August 2008. Ferris, Craig. 2006. Clackamas County Assessment Cartography Section. Personal communication. Krumm, Joe. 2007. Community Relations Director, North Clackamas School District. Personal communication. HAZARDOUS MATERIALS Documents Environmental Data Resources (EDR), July 11, 2006, EDR DataMap Corridor Study, Sunrise Corridor, Clackamas, Oregon. Kleinfelder. 2006. Environmental Issues Commentary: Sunrise Corridor. Prepared for Hatch Mott MacDonald, May 2006. Reid, R.A., and P.L. Stroud. 2007. Draft Hazardous Materials Technical Report. Sunrise Project, I-205 to Rock Creek Junction (OR 212/224). Contacts Armstrong, Jennie. 2004. ODOT, Statewide Hazardous Materials Coordinator and the ODOT Motor Carrier Division. Personal communication. Arnold, James. 2006. Restoration Manager with the Oregon Military Department. Personal communication. UTILITIES Documents Clackamas County. 2004 / 2006. Staff field investigation of major electric infrastructure. Clackamas County. 2004 / 2006. Staff field investigation of major fiber optic infrastructure. Clackamas County. 2004 / 2006. Staff field investigation of major natural gas infrastructure. Clackamas County. 2006. Department Web pages. http://www.co.clackamas.or.us. Clackamas County and NW Natural. 2006. Staff and NW Natural representatives field investigation at Gate Station located at OR 212 and Armstrong Circle. Clackamas County, Geographic Information System. 2006. GIS data files. Clackamas County, Water Environment Services. 2006. Sewer and stormwater GIS files. Gonzales, L., and L.M. Conrad. 2007. Draft Utilities Technical Report. Sunrise Project, I-205 to Rock Creek Junction (OR 212/224). Metropolitan Service District (Metro), Data Resource Center. 2006. RLIS GIS data files. Contacts Boynton, David, and Jamie Stencil. 2006. Comcast. Personal communication. Camp, Jan, and Donna Fritts. 2006. Williams Pipeline. Personal communication. Chapin, Joe. 2006. Verizon. Personal communication. October 2008 Supplemental Draft Environmental Impact Statement References and Agency Consultations [ 236 ] Clark, Shari. 2006. NW Natural. Personal communication. Crooker, James and Larry Stroh. 2006. Level (3). Personal communication. Dezhnyuk, Slavik V. 2004. Clackamas River Water District. Personal communication. Jones, George, and Howard Joham, P.E. 2006. Portland General Electric. Personal communication. Kyle, Ted. 2006. Clackamas County Water Environment Services. Personal communication. Miller, Scott. 2006. Qwest. Personal communication. Sauvola, Kurt, and Bob George. 2006. Personal communication. Zinser, Daryl. 2006. Clackamas River Water and Sunrise Water Authority. Personal communication. October 2008 Supplemental Draft Environmental Impact Statement Glossary [ 237 ] GLOSSARY 303(d), water quality limited waters This is a Clean Water Act classification for waters where application of best management practices or technology-based controls are not sufficient to achieve designated water quality standards. Under Section 303(d) of the 1972 Clean Water Act, states, territories, and authorized tribes are required to develop a list of water quality limited segments. Waters on the 303(d) list do not meet water quality standards, even after the minimum required levels of pollution control technology have been installed at the point sources of pollution. Access management Access management seeks to protect the function of a transportation facility by restricting access to it from driveways and cross-streets. Affordable housing Affordable housing generally refers to housing that persons in the “low to moderate” income category can afford, meaning that they earn 80 percent or less of the area’s median family income. Alluvium Alluvium is soil or sediments deposited by a river or other running water. Anadromous Anadromous refers to fish that hatch in fresh water, spend their adult lives in salt water, and return to fresh water to spawn. Archaeological site This term refers to those sites that are eligible for or are listed on the National Register (historic properties), as well as those that do not qualify for the National Register. The commonly used term, cultural resource, does not have a consistent or legal definition. The Oregon State Historic Preservation Office (SHPO) generally defines an archaeological site as: A) Ten or more artifacts likely to have been generated by patterned cultural activity within a surface area reasonable to that activity; or B) The presence of any archaeological feature, with or without associated artifacts. Examples of features include peeled trees, cache pits, hearths, housepits, rockshelters, cairns, historic mining ditches, petroglyphs, or dendroglyphs. Attainment and Maintenance Areas Attainment and Maintenance Areas refer to a region’s ability to meet National Ambient Air Quality Standards and to maintain them over time. Background Background in the context of visual impact analysis is the area farthest from the viewer where distance effects are primarily explained by aerial perspective (i.e., emphasis is primarily on outlines or edges). Best Management Practice(s) (BMPs) BMPs, typically state-of-the-art technology, are designed to prevent or reduce impacts. They represent physical, institutional, or strategic approaches to environmental problems. British thermal unit (Btu) To compare energy use from different sources such as diesel, gasoline, and electricity, energy is often expressed in British thermal units (Btu) which assigns a common value to the energy used. Census block groups Census block groups are a collection of census blocks within a census tract, sharing the same first digit of their four-digit identification numbers. Census tracts Census tracts are small statistical subdivisions of counties, generally having stable boundaries and, when first established, were designed to have relatively homogeneous demographic characteristics. Colluvium Colluvium is sediment that has been deposited or built up at the bottom of a low-grade slope or against a barrier on that slope, transported by gravity. Comprehensive Environmental Response (CERCLIS) The CERCLIS list is a database of known and potentially hazardous waste facilities reported to the Environmental Protection Agency by state and local agencies and the general public in accordance with the Comprehensive Environmental Response, Compensation, and Liability Act (CERCLA). It is one of the databases associated with identifying potential hazardous materials sites or risks. Cumulative effects Cumulative effects are the result of incremental impacts of an action, when added to other past, present, and reasonably foreseeable future actions, regardless of which agency (federal or nonfederal) or person undertakes such actions. dBA The term dBA stands for A-weighted decibels. For comparative purposes, human breathing is approximately 10 dBA, a calm room ranges 40-50 dBA, normal talking ranges 40-60 dBA, typical television setting is about 60 dBA at 10 feet, and a passing car is 60-80 dBA at 50 feet. Detention A water detention pond is designed to temporarily detain stormwater runoff from impervious surfaces and to release the runoff at a desired rate. October 2008 Supplemental Draft Environmental Impact Statement Glossary [ 238 ] Direct effects Direct effects are caused by an action and occur at the same time and place as the action. Endangered Species Act (ESA) The ESA provides for the protection of animal and plant species currently in danger of extinction (endangered) and those species that may become so in the near future (threatened). Energy use Energy use is calculated using the number of average daily vehicles, the average distance those vehicles travel, and fuel consumption rates. Environmental Cleanup Site Information System (ESCI) & Confirmed Release List The ECSI system includes facilities entered into the Oregon Department of Environmental Quality database pursuant to the site discovery requirements of Oregon Revised Statutes 466.560. The list includes facilities where there has been a confirmed release of hazardous substances, facilities where investigation or cleanup has been initiated, and facilities suspected of a release of hazardous substances. It is one of the databases associated with identifying potential hazardous materials sites or risks. Environmental Impact Statement (EIS, DEIS, SDEIS, FEIS, SFEIS) An EIS is a statement of the potential environmental effects of a proposed action and alternatives to it. A Draft EIS (DEIS) is released to the public and other agencies for review and comment. A Final EIS (FEIS) is issued after consideration of public comments. Supplemental EISs (SEIS, SDEIS) are EISs issued after a DEIS has been published and address new aspects of a project, new regulations, or new impacts not previously addressed. Expressway Expressways are generally high-speed, limited-access facilities whose function is to move inter- and intra-urban traffic. Expressways often serve as major freight corridors and may be located on a designated freight route. Folded diamond interchange An interchange is a system of interconnecting roadways in conjunction with one or more grade separations that provides for the movement of traffic between two or more roadways or highways on different levels (grade-separated). Diamond interchanges have numerous possible configurations, a common one has on-ramps and off-ramps angling away from the main highway, forming a diamond shape. A folded diamond has one or more of the ramps looped inside another ramp, so that one side or quadrant has both the on- and off-ramp. A folded diamond can be used to limit the amount of right- of-way needed. Foreground Foreground in the context of visual impact analysis is the area closest to the viewer, which can be designated with clarity and simplicity because the observer is a direct participant. Habitat classes Metro ranks upland habitat and riparian corridors as low, medium, or high based on their value for protecting fish and wildlife (Class A, B, and C for upland habitats and Class 1, 2, and 3 for riparian habitat). This classification scheme provided the basis for mapping wildlife habitat within the Sunrise Project area. High capacity transit (HCT) This term refers to fixed rail light rapid transit or high-speed rapid bus. Historic resource A historic property (or historic resource) is defined in the national Historic Preservation Act (NHPA) [16 U.S.C. 470w(5)] as any “prehistoric or historic district, site, building, structure, or object included in, or eligible for inclusion on, the National Register, including artifacts, records, and material remains related to such a property or resource.” Historical significance The significance of a property refers to its ability to meet one of the four National Register criteria. Integrity is the ability of the property to convey this significance through physical features and context. Historic properties are significant because they do meet these criteria and have integrity. Impervious surface Impervious surfaces are mainly constructed surfaces such as rooftops, sidewalks, roads, and parking lots, covered by impenetrable materials such as asphalt or concrete. These materials seal surfaces, repel water, and prevent precipitation from infiltrating soils. Soils compacted by urban development can also be highly impervious. Indirect effects Such effects are impacts on the environment that are caused by the action and occur later in time or farther removed in distance but are still reasonably foreseeable. In-stream flow In-stream flow is water in its natural setting (as opposed to waters diverted for “off-stream” uses such as industry or agriculture). Intactness Intactness in the context of visual impact analysis looks at the integrity of visual order and how much the view is free from encroaching features. Lead agency The agency or agencies that have the primary responsibility for preparing the environmental impact statement. October 2008 Supplemental Draft Environmental Impact Statement Glossary [ 239 ] Level of service (LOS) LOS is a qualitative measure to describe how a road is operating in terms of performance measures related to speed and travel time, freedom to maneuver, traffic interruptions, and comfort and convenience. The levels range from A (least congested) to F (most congested). Limited access Limited access generally means that access to, from, and across a highway is limited to intersections or interchanges. Liquefaction Liquefaction describes the behavior of loose saturated sands, which go from a solid state to the consistency of a heavy liquid, or reach a liquefied state. Low-income Low-income persons are defined as residing in households with an income between the federal poverty guidelines and an amount two times greater than those guidelines. Microtopography As it relates to wetlands, microtopography refers to small-scale changes in elevation, typically of a few feet or less. Middleground Middleground in the context of visual impact analysis is where parts of the landscape may be seen to join together (e.g., where trees become a forest) or revealed as either comfortable or conflicting with the landscape. Minorities Minorities are defined as Black (or African American, having origins in any of the black racial groups of Africa); Hispanic (of Mexican, Puerto Rican, Cuban, Central or South American, or other Spanish culture or origin, regardless of race); Asian American (having origins in any of the original peoples of the Far East, Southeast Asia, the Indian subcontinent, or the Pacific Islands); or American Indian and Alaskan Native. Mitigation Mitigation measures are designed to counteract environmental impacts or to make such impacts less severe. Mobile Source Air Toxics Mobile Source Air Toxics refers to several hazardous air pollutants that cause or may cause cancer or other serious health effects. National Ambient Air Quality Standards (NAAQS) These standards are used to measure air quality, expressed as concentrations of pollutants averaged over fixed time periods. National Environmental Policy Act (NEPA) This federal legislation establishes environmental policy for the nation. It provides an interdisciplinary framework for federal agencies to prevent environmental damage and contains “action-forcing” procedures to ensure that federal agency decision-makers take environmental factors into account. National Historic Preservation Act (NHPA) In 1966, NHPA established a National Register of Historic Places and the Advisory Council on Historic Preservation. National Priority List (NPL) The NPL (Superfund) database is a subset of CERCLIS properties and identifies over 1,200 facilities for priority cleanup under the Superfund Program. It is one of the databases associated with identifying potential hazardous materials sites or risks. National Register of Historic Places The official list of sites, districts, buildings, structures, and objects significant in the nation’s history or whose artistic or architectural value is unique. No build alternative This designation represents the most likely condition expected to exist in the future if current policies, plans, and programs were to continue unchanged. No Further Action (NFA) NFA is a term used by the Oregon Department of Environmental Quality (ODEQ) for a cleanup site where sufficient cleanup has been done to reduce the hazard of potential exposure of contamination in soil and/or groundwater to human health and environmental receptors to acceptable standards. NFAs are so worded that the ODEQ has the ability to reclassify a site if changes occur such as a change in land use, buildings are removed that covered the contamination, and/or excavations expose buried contamination. Noise impacts Noise impacts occur when traffic noise levels exceed the Oregon Department of Transportation (ODOT) impact criteria or if levels increase by 10 dBA or more over existing levels. October 2008 Supplemental Draft Environmental Impact Statement Glossary [ 240 ] Palustrine emergent (PEM) Palustrine emergent wetlands are a subset of palustrine wetlands and are dominated by erect, rooted, herbaceous hydrophytic (i.e., water tolerant) vegetation, excluding mosses and lichens (Cowardin et al. 1979). This vegetation is present for most of the growing season in most years. These wetlands are often dominated by perennial plants. Palustrine forested (PFO) Palustrine forested wetlands are a subset of palustrine wetlands and include areas dominated by woody vegetation that is 6 m (20 feet) tall or taller (Cowardin et al. 1979). Palustrine scrub-shrub (PSS) Palustrine scrub-shrub wetlands are a subset of palustrine wetlands and include areas dominated by woody vegetation less than 6 m (20 feet) tall (Cowardin et al. 1979). Palustrine wetlands Palustrine wetlands consist of vegetated wetlands traditionally called by such names as marsh, swamp, bog, fen, and prairie, which are found throughout the United States (Cowardin et al. 1979).The Palustrine wetland type is distinguished from other wetland types where areas of open water are typically greater than the area occupied by vegetation (i.e. riverine [river systems], lacustrine [lakes]). Record of Decision (ROD) A public document that reflects the agency’s final decision, rationale behind that decision, and commitments to mitigation. Remedial Investigation (RI) Remedial Investigation is a term commonly associated with an EPA or ODEQ required site investigation to characterize contamination at a site. The original use of RI came through the EPA Superfund Program, where one was required to do a Remedial Investigation/Feasibility Study (RI/FS) for contaminated property. The ODEQ also uses the term for state regulated cleanup sites that are managed under ODEQ’s Voluntary Cleanup Program. Resource Conservation, and Recovery Act (RCRA) The RCRA list identifies facilities that have obtained identification numbers from the Environmental Protection Agency (EPA), which designate these businesses as generators, transporters, or storers/disposers of hazardous waste. It is one of the databases associated with identifying potential hazardous materials sites or risks. Right-of-way This term applies to land acquired by reservation, dedication, prescription, or condemnation and intended to be occupied by a road, crosswalk, railroad, electric transmission line, oil or gas pipeline, water line, sanitary or storm sewer, or other similar use. Riparian Riparian areas have distinctive soil and vegetation between a stream or other body of water and the adjacent upland, including wetlands. Salmonid Salmon and trout species that are born in freshwater streams, live in the ocean during maturity, and return to the streams of their birth to spawn and die. Screenline Screenlines represent imaginary lines drawn across a series of parallel roadways that are used to evaluate traffic demand changes. Section 106 Section 106 of the NHPA requires federal agencies to “take into account” the effects of their undertakings on historic properties and to provide the Advisory Council on Historic Preservation a “reasonable” opportunity to comment. Single-point diamond interchange (SPUI) A SPUI is a form of a diamond interchange with a single signalized intersection through which all left turns utilizing the interchange must travel. All right turns into and out of ramp approaches are generally free-flowing. Species of concern Species of concern are those that might be in need of conservation action, ranging from a need for periodic monitoring of populations and threats to the species and their habitat to the necessity for listing as threatened or endangered. Subsidized Rental Housing (Section 8) Section 8, or the Housing Choice Voucher Program, is a federal housing program that provides housing assistance to low-income renters and home owners. Threatened/endangere d species Endangered – an animal or plant species in danger of extinction throughout all or a significant portion of its range. Threatened – an animal or plant species likely to become endangered within the foreseeable future. Unity Unity in the context of visual impact analysis looks at the degree to which the visual resources of the landscape form a coherent, harmonious visual pattern and the compositional harmony or compatibility between landscape elements. Upland habitat Non-riparian areas that provide wildlife with food, shelter, and corridors for moving from one habitat area to another. October 2008 Supplemental Draft Environmental Impact Statement Glossary [ 241 ] Underground storage tank (UST) and leaking underground storage tank (LUST) An underground storage tank (UST) system is a tank and any underground piping connected to the tank that has at least ten percent of its combined volume underground. Federal UST regulations apply only to underground tanks and piping storing either petroleum or certain hazardous substances. An LUST is a leaking underground storage tank. Very low-income Very low-income persons who are defined as people residing in households with income below the federal poverty guidelines. Poverty guidelines are determined for households by household size. Vividness Vividness in the context of visual impact analysis is the memorability of the visual impression received from contrasting landscape elements as they combine to form a striking and distinctive visual pattern and looks at: landform, vegetation, water, and man-made development. Volume/capacity ratio (v/c) The v/c ratio illustrates how many vehicles are using the roadway compared to the room available for them. Weaving sections Weaving sections are highway segments where the pattern of traffic entering and leaving at contiguous points of access results in vehicle paths crossing each other. Wetland In general, wetlands are areas soaked by surface water or groundwater frequently enough to support vegetation that requires saturated soil conditions for growth and reproduction. Wildlife corridor A wildlife corridor provides a link for wildlife to travel between habitats. October 2008 Supplemental Draft Environmental Impact Statement Glossary [ 242 ] This page left intentionally blank. October 2008 Supplemental Draft Environmental Impact Statement List of Preparers [ 243 ] LIST OF PREPARERS Name Company/Agency Role Education Experience Ann Shankland Ann Shankland Technical Editor B.A. English Literature 28 years Jason M. Allen Archaeological Investigations Northwest, Inc. Architectural Historian M.A. 7 years David V. Ellis Archaeological Investigations Northwest, Inc. Archaeologist M.P.A. 35 years Elizabeth J. O’Brien Archaeological Investigations Northwest, Inc. Architectural Historian Bachelor of Architecture 28 years Nicholas J. Smits Archaeological Investigations Northwest, Inc. Archaeologist M.A. 7 years Larry Conrad, AICP Clackamas County Department of Transportation and Development Principal Author, Land Use and Socioeconomics Technical Reports B.S. Geography-Urban Studies, 1976, University of Oregon Urban Studies Certificate, 1977, Portland State University MURP, 1983, Portland State University 31 years Maggie Dickerson, AICP Clackamas County Department of Transportation and Development Principal Author, Socioeconomics B.S. General Social Science, Portland State University Urban Studies Certificate, Portland State University 29 years Lorraine Gonzales Clackamas County Department of Transportation and Development Principal Author Utilities Technical Report Master of Urban Planning, University of Washington Design Certificate Degree, University of Washington B.S. Urban Planning, Pacific University 13 years Pam Hayden Clackamas County Clackamas County Historic Resources Project Manager M.A. Landscape Architecture 24 years Martha Nix Clackamas County Clackamas County Planner B.A. Mathematics 9 years Kay Pollack Clackamas County Principal Author, Land Use Technical Report Master of Urban and Regional Planning, 1985, Portland State University 20 years Kath Rose Clackamas County Senior Right-of-way Agent Some college; Oregon State University 20+ years Bob Storer Clackamas County Water Environment Services Environmental Policy Specialist B.S., Water Resources Management and Fish & Wildlife Management 28 years Andrew Swanson Clackamas County Water Quality Analyst B.S. Biology, University of Oregon 13 years Ron Weinman Clackamas County Clackamas County Principal Transportation Planner, Project Manager M.S. Geography 26 years Josh Anderson, EIT David Evans and Associates, Inc. Transportation Technical Report B.S. Civil Engineering, University of Arizona 2 years Leslie Anderson David Evans and Associates, Inc. Copy Editor, SDEIS B.S. Geography, 1987, Portland State University 15 years Richard Attanasio, PE David Evans and Associates, Inc. Water Quality Technical Report B.S. Civil Engineering, State University of New York at 22 years October 2008 Supplemental Draft Environmental Impact Statement List of Preparers [ 244 ] Name Company/Agency Role Education Experience Buffalo M.S. Environmental Engineering, University of California at Davis Mike Baker, PE David Evans and Associates, Inc. Deputy Consultant PM Transportation Team Leader Transportation Technical Report Masters in Civil Engineering, University of Washington B.S. Civil Engineering, Oregon State University 16 years David Bissell David Evans and Associates, Inc. Water Quality Technical Report BCE, MSCE 10 years Paul Dailey David Evans and Associates, Inc. Real Estate and Right-of-Way Cost Estimates Masters Degree, Public Administration, Portland State University; Bachelors Degree, Business Administration, University of Oregon 15 years Melissa Foltz David Evans and Associates, Inc. Graphics and maps B.S. Horticulture Science/Landscape Design, 2000, Montana State University 7 years Scott Harmon, PE David Evans and Associates, Inc. Transportation Technical Report B.S. Civil Engineering, University of Washington 8 years Christine Higgins, PE David Evans and Associates, Inc. Water Quality Technical Report B.S. Civil Engineering, 1993, Union College 14 years Mara Krinke David Evans and Associates, Inc. Planner M.A. Public Affairs; B.A, Botany; B.A. Economics 12 years Carl E. Long David Evans and Associates, Inc. Real Estate and Right-of-Way MBA, University of Oregon B.S., Oregon State University 30 years John Macklin David Evans and Associates, Inc. Biology Technical Report, Fish Section M.S. Forest Ecology, 1988, University of Washington 18 years Kristine Marshall David Evans and Associates, Inc. Biology Technical Report, Wildlife Section B.S. Oregon State University 17 years Kevin O’Hara David Evans and Associates, Inc. Biology Technical Report M.S. Forest Management 22 years C. Scott Richman, AICP David Evans and Associates, Inc. Technical Documents Coordinator and Reviewer Bachelor of Environmental Design, 1990, University of Colorado 16 years Jennifer Riehl, EIT David Evans and Associates, Inc. Transportation Technical Report B.S. Environmental Engineering 3 years Ethan Rosenthal David Evans and Associates, Inc. Wetlands Technical Report M.S. Environmental Science, Indiana University 9 years Susan Serres, PE David Evans and Associates, Inc. Energy Technical Report B.S. Civil Engineering, 1991, Seattle University 17 years Gillian Zacharias, AICP David Evans and Associates, Inc. Principal Author: SDEIS M.A. International Relations 15 years Michelle Eraut Federal Highway Administration FHWA Environmental Program Manager M.P.A. Public Administration 12 years Jeff Graham, PE Federal Highway Administration Operations Engineer B.S. Civil Engineering 18 years Virginia Tsu Federal Highway Administration Right of Way / Civil Rights Manager M.Ed. Education 20 years October 2008 Supplemental Draft Environmental Impact Statement List of Preparers [ 245 ] Name Company/Agency Role Education Experience Travis Nguyen, PE Kleinfelder West, Inc. Principal Author Soils / Geology Technical Report B.S. Civil Engineering 16 years Randall A. Reid, AHERA Kleinfelder West, Inc. Principal Author, Hazardous Materials Technical Report B.S. Business Administration 19 years Arlan Rippe, PE Kleinfelder West, Inc. Principal Reviewer for Soils / Geology Technical Report B.S. Civil Engineering M.S. Soil Mechanics and Foundation Engineering 41 years Peter Stroud, CEG Kleinfelder West, Inc. Principal Reviewer, Hazardous Materials Technical Report B.A. Geology 24 years Tim Collins Metro Senior Transportation Planner B.S. Economics 20 years Leslie Howell, AICP Howell Consulting SDEIS Task Leader and Reviewer B.A. Geography and Environmental Studies 27 years Magnus Bernhardt Oregon Department of Transportation ODOT Landscape Architect B.S. Landscape Architecture 1992 13 years Claire Carder Oregon Department of Transportation ODOT Wetlands Specialist B.S. Geography, Bachelor of Landscape Architecture 23 years Simon Eng, PE Oregon Department of Transportation ODOT Traffic Analysis Team Leader B.S. Civil Engineering 18 years Jane Estes Oregon Department of Transportation Utility Specialist B.S. Geology 14 years Miguel Estrada Oregon Department of Transportation ODOT Biologist MS Biology (Lakes) MS Environmental Sciences (Stream Ecology) 11 years William Fletcher Oregon Department of Transportation ODOT Water Resources Program Coordinator B.S. Geology, Cand. Real Physical Geography 24 years Damon Fordham Oregon Department of Transportation ODOT Sustainability Program Manager LEED™ Accredited Professional Masters in Civil Engineering, M.A. in Interdisciplinary Studies 5 years David Goodwin Oregon Department of Transportation ODOT Senior Acoustical Specialist Some college; Oregon State University 30 years Michelle Guay Oregon Department of Transportation ODOT Biologist B.S. Wildlife Biology, M.S. Environmental Studies 13 years Fred Gullixson Oregon Department of Transportation ODOT Engineering Geology Team Leader B.S. Earth Science, M.S. Geology 26 years Bob Hadlow Oregon Department of Transportation ODOT Senior Historian Ph.D. US/Public History 25 years Andrew Johnson Oregon Department of Transportation ODOT Senior Planner Master of Urban and Regional Planning 8 years Emily Moshofsky Oregon Department of Transportation ODOT Environmental Project Manager B.A. Geography 9 years Marina Orlando Oregon Department of Transportation ODOT Air Quality Program Coordinator A.S. Civil-Structural Engineering, Transportation 25 years Jim Orr Oregon Department of Transportation ODOT Hazardous Materials Geologist Oregon Registered Geologist 21 years October 2008 Supplemental Draft Environmental Impact Statement List of Preparers [ 246 ] Name Company/Agency Role Education Experience Thomas Picco Oregon Department of Transportation ODOT Principal Planner. ODOT Sunrise Project Manager M.U.P. Urban Planning 28 years Kurt Roedel Oregon Department of Transportation ODOT Archaeologist M.A. 8 years Darlene Rose Oregon Department of Transportation ODOT Right-of-Way Project Manager B.S. Civil Engineering 11 years Melinda Trask Oregon Department of Transportation ODOT Environmental Project Manager M.S. Plant Ecology 15 years Susan Whitney Oregon Department of Transportation ODOT Senior Environmental Project Manager B.A. Humanities. M.A. Art History 29 years Scott Polzin Parsons Brinckerhoff Supervising Environmental Planner, Visual Technical Report Reviewer M.A. Community and Regional Planning B.S. Finance 12 years Stephanie Sprague Parsons Brinckerhoff Visual Quality Technical Report M.S. Natural Resource Policy, B.S. Microbiology 7 years Vince Carrow TW Environmental, Inc. Air Quality Technical Report B.S. General Science; Oregon State University 24 years Martha Moore, P.E. TW Environmental, Inc. Air Quality Technical Report review, Principal Author Noise Technical Report B.S. Environmental Resources, Humboldt State University 23 years Jessica Stark, P.E. TW Environmental, Inc. Noise Technical Report review B.S. Environmental Resources, Humboldt State University 10 years October 2008 Supplemental Draft Environmental Impact Statement Appendix A. Members of the PAC, PRC, CETAS [ 247 ] APPENDIX A. MEMBERS OF THE PAC, PRC, CETAS Project Advisory Committee (PAC) Roster The Project Advisory Committee, composed of citizens representing neighborhoods, business and civic advocacy groups, emergency services, and other stakeholder agencies throughout the Sunrise Project area, is the central focus of the public involvement effort. Representative Representing Email George Allen Rock Creek CPO gallen@abiteq.com Rick Hall Clackamas CPO no55mph@comcast.net Greg DeGrazia North Clackamas Chamber of Commerce info@gregdegrazia.com Edwar Ghores Bluff Drive Neighbor edwar@ghoresenterprises.com Joel Halloran Fred Meyer Distribution Center joel.halloran@fredmeyer.com Dave Rouse Damascus Neighbor (Community Coordination Committee) dave.rouse@ci.gresham.or.us Ed Kirchoffer Clackamas County Fire District edkir@ccfd1.com Ted Kyle Clackamas County Water Environment Services tedkyl@co.clackamas.or.us Renate Mengelberg Clackamas County Business & Economic Development Team renatem@co.clackamas.or.us Bob Minor Ped/Bike Advisory Committee (former member) bminor@warn.com Bear Morris Environmental Justice issues tbibear@netzero.net Darrell Neet Camp Withycombe Darrell.Neet@or.ngb.army.mil Phil Selinger TriMet SelingeP@trimet.org Dick Shook Friends of Kellogg and Mt. Scott Creeks dicksallyshook@juno.com Brian Bishop Lawnfield Area brian@bishoptrust.com Pat Russell North Clackamas CPO flanagan112@hotmail.com Martha Waldemar Sunnyside CPO mellowmartha@aol.com Rob Wheeler City of Happy Valley robwheelerhv@comcast.net Ron Weinman Clackamas County ronw@co.clackamas.or.us Thomas Picco ODOT Thomas.J.PICCO@odot.state.or.us Tim Collins Metro collinst@metro.dst.or.us Michelle Eraut FHWA (non-voting) michelle.eraut@fhwa.dot.gov October 2008 Supplemental Draft Environmental Impact Statement Appendix A. Members of the PAC, PRC, CETAS [ 248 ] Policy Review Committee (PRC) Members The Policy Review Committee has participated in the development of evaluation criteria for the alternatives, considered public comments, and considered Project Advisory Committee recommendations. All members sit at the table and participate in discussions. Although the group typically operates through consensus, each jurisdiction officially has one vote, which will be given by the decision-making body representative when present. Meetings may not always call for participation by the decision-making body representatives. The Policy Review Committee’s final task will be to recommend a Preferred Alternative to the official decision-making bodies: the Board of County Commissioners for Clackamas County, Metro, Damascus City Council, Happy Valley City Council, ODOT, and FHWA. Partner Jurisdiction Representative of Decision-making Body Staff Representative Clackamas County Lynn Peterson, County Commissioner Cam Gilmour, Director of Dept. of Transportation and Development ODOT Jason Tell, Region Manager [TBD: Windsheimer or Fred Eberle] FHWA (non-voting) Phillip Ditzler, Oregon Division Administrator Emily Lawton, Assistant Division Administrator Metro Carlotta Collette, Metro Council, District 2 (including Clackamas area) Rod Park, Metro Council, District 1 (including Rock Creek interchange area) Andy Cotugno, Planning Director City of Damascus Dee Westcott, Mayor (Councilor Jim Wright is alternate) James Bennett, City Manager City of Happy Valley Rob Wheeler, Mayor Cathy Daw, City Manager City of Milwaukie (ex officio, does not officially have jurisdiction within the corridor) Jim Bernard, Mayor October 2008 Supplemental Draft Environmental Impact Statement Appendix A. Members of the PAC, PRC, CETAS [ 249 ] CETAS The Collaborative Environmental and Transportation Agreement for Streamlining (CETAS ) was signed by Oregon’s state and federal transportation and environmental agencies in 2001 to support environmental stewardship and advance procedural improvements to streamline the environmental review process for ODOT’s major transportation projects. The goal of this group is to identify and implement collaborative opportunities to help each participating agency realize its mission through sound environmental stewardship, while providing for a safe and efficient transportation system. CETAS member agencies are: • Federal Highway Administration (FHWA) • National Marine Fisheries Service (NMFS) • Oregon Department of Land Conservation and Development (DLCD) • Oregon Department of Environmental Quality (ODEQ) • Oregon Department of Fish and Wildlife (ODFW) • Oregon Department of State Lands (DSL) • Oregon Parks and Recreation Department, State Historic Preservation Office (SHPO) • Oregon Department of Transportation (ODOT) • U.S. Army Corps of Engineers (USACE) • U.S. Environmental Protection Agency (EPA) • U.S. Fish and Wildlife Service (USFWS) http://www.oregon.gov/ODOT/HWY/GEOENVIRONMENTAL/cetas.shtml October 2008 Supplemental Draft Environmental Impact Statement Appendix A. Members of the PAC, PRC, CETAS [ 250 ] This page left intentionally blank. October 2008 Supplemental Draft Environmental Impact Statement Appendix B. Consultation with Tribes and KEX Radio Station [ 251 ] APPENDIX B. CONSULTATION WITH TRIBES AND KEX RADIO STATION Tribal Consultation At the start of the Sunrise Project SDEIS effort contact was initiated with Native American tribal representatives with historic interests in the project area of Clackamas County. Three tribes were contacted: Confederated Tribes of the Grand Ronde Community, Confederated Tribes of Siletz Indians, and Confederated Tribes of Warm Springs. Contact was initiated to apprise them of the proposed project and upcoming environmental process; ascertain what their specific issues and concerns might be; and determine how they might wish to engage in the on-going EIS process. All tribes expressed their involvement in a number of major on-going projects that would likely limit their direct involvement in the Sunrise Project SDEIS. They all indicated interest in the results and recommendations of the SDEIS and FEIS, particularly on potential project impacts to natural and cultural resources in the project area. While recognizing that the proposed project traversed a largely urbanized area that had already experienced significant degradation, they expressed concerns that the project team provide as much protection as possible to existing riparian and wildlife habitat in the corridor. A specific concern raised by representatives of the Grande Ronde tribe was for a tribal representative to be present on-site during any ground disturbing fieldwork by project consultant archaeologists. The project team endeavored to accommodate the concerns raised by the tribal representatives. Alternative alignments and design options were developed to avoid or minimize impacts to natural and cultural resources, particularly riparian and wildlife habitat. A Wildlife Corridor Habitat Enhancement and Mitigation Strategy was developed by ODOT and ODFW staff for the Sunrise Project, to protect, enhance, and mitigate wildlife and wetlands habitats in the corridor; to preserve and enhance connections in the corridor for wildlife passage; and, to assess conditions for habitat enhancement and wildlife passage, as an integrated component of preserving connections to the larger regional habitat system. Some miscommunication occurred between the project consultant archaeologists (AINW) and tribal representatives of the Grand Ronde, regarding advance notice being provided to the tribe to allow tribal representatives to participate in shovel-probe fieldwork and the discovery of any potential archaeological discoveries. Site field work occurred without notification being provided to appropriate tribal representatives. Dennis Griffin, State Archaeologist with the State Historic Preservation Office (SHPO) determined that a permit violation did not occur. This issue was discussed further with Grand Ronde tribal representatives by State Archaeologists Kurt Roedel and Mollie Manion, and efforts made to improve communication and prevent similar oversights. Kurt Roedel, ODOT GeoEnvironmental Unit, Archaeology Specialist, is the primary contact with tribal representatives. Thomas Picco, ODOT Project Manager for the Sunrise Project, coordinates with Kurt Roedel on current developments in the project SDEIS, in advance preparation for his periodic meetings with tribal representatives. These periodic meetings with tribal representatives provide an effective supplement to the direct correspondence provided the tribes on the project progress (newsletters, milestones, decision points, release of DEIS materials, etc.). A more detailed chronology of consultation with tribal representatives on the Sunrise Project SDEIS follows. October 2008 Supplemental Draft Environmental Impact Statement Appendix B. Consultation with Tribes and KEX Radio Station [ 252 ] Key 12454, Sunrise Corridor, I-205–172nd Section Project, Region 1 Kurt Roedel, GeoEnvironmental, Archaeology Specialist, [KR] Thomas Picco, Region 1 Major Projects, Sunrise Project Manager [TP] Project Start – Initiation of Contact with Tribes • 9/09/04 [TP]: Initiated contact with Steve Harry, Region 1 Community Affairs Manager to solicit contact names of representatives of the Grand Ronde and Warm Springs Indian Tribes. • 9/16/04 [TP]: Steve Harry spoke with Matt Garrett, Region 1 Manager, and identified designated contact persons for the two tribes: Justin Martin (Grande Ronde), and Louie Pitt (Warm Springs) • 9/20/04 [TP]: Initiated telephone contact with tribal contacts, on behalf of Matt Garrett. County staff was unable to speak directly with either contact, and left voice messages describing project, requesting a call-back to assess their level of interest in continued involvement. • 10/05/04 [TP]: Mailed letter to each of the tribal contacts, providing a brief overview of project, process, and schedule, and listing various ways for them to stay abreast of the study, including project website address. They were added to project mailing list. • 1/07/05 [TP]: Having not received any response to my enquiries from representatives of the two tribes, initiated additional efforts to make contact. Spoke to Julie Shablitsky, ODOT Cultural Resources staff, a principal Agency contact with Native American tribes in Oregon, for assistance in making contact with Grande Ronde and Warm Springs Tribes. • 1/14/05 [TP]: Julie Shablitsky responded with names and telephone numbers of additional contact persons at Warm Springs (Sally Bird) and Grande Ronde (Khani Schultz). • 1/19/05 [TP]: Telephoned both contacts but was unable to make direct contact. Left voice messages. • 1/27/05 [TP]: Having not received any callback from tribal representatives, contacted Julie Shablitsky to ask if she could assist in making contact. • 1/28/05 [TP]: Julie Shablitsky stated that she would be meeting with Khani Schultz (Grande Ronde) on 1/31/05 and she would discuss my interest in contacting her, as well as forward project information to Sally Bird (Warm Springs). E -mailed Julie S. letters addressed to both contacts, as well as the most recent project newsletter, providing a brief overview of project, process and schedule, and listing various ways for them to stay abreast of the study, including project website address. • 7/17/06 [TP]: Contacted Kurt Roedel by e- mail, ODOT Geo-Environmental Unit, Archaeology Specialist, and principal ODOT contact with tribes, to apprise him of project objectives, and background, and to solicit assistance in communicating with tribes. Kurt R. chairs quarterly tribal meetings on projects/issues of interest to tribes in Oregon. Henceforth, Kurt R. to serve as principal contact with tribes. Confederated Tribes of the Grand Ronde Community of Oregon • 1/31/05 [TP]: Received telephone call from Khani Schultz (Grande Ronde). We held a 15-minute conversation in which I provided a further description of the project, and requested the level of tribal interest in tracking the Sunrise Project. Khani S. indicated that the tribe was very busy responding/tracking various projects, so October 2008 Supplemental Draft Environmental Impact Statement Appendix B. Consultation with Tribes and KEX Radio Station [ 253 ] were unlikely to wish to be too directly involved, but would like to keep abreast of the project through newsletter and e-mail updates. She indicated she would also track the project periodically through the Sunrise Project website. She stated they would be interested in the results and recommendations of the SDEIS and FEIS, when final design alternatives were selected. Her interest would be focused on impacts of project to natural and cultural resources, recognizing that the Sunrise Project, I-205 to Rock Creek Junction, traversed a largely urbanized area that had already been significantly degraded by development. They would be interested in providing as much protection as possible to existing riparian and wildlife habitat in the corridor. She was to reply by e-mail with her mailing and e-mail address. I stated we would add her addresses to the project mailing and e-mail lists. • 11/22/05 [TP]: E-mailed Range of Alternatives materials to Khani Schultz (Grande Ronde). • 11/28/05 [TP]: E-mail received from Khani Schultz (Grande Ronde) acknowledging receipt of 11/22/05 e-mail, and recommending, in regard to cultural resource portion of the SDEIS, “that the summary of alternatives include wording that will include consultation with appropriate Tribes regarding any issues on cultural resources.” Further, “1.) Avoid impacting cultural sites and resources where practicable. Where impacts are unavoidable, consult with appropriate tribes to provide recordation, salvage, and/or mitigation as appropriate.” And “ 2.) Look for and consider opportunities to incorporate enhancements to existing natural and cultural resources within the project area.” • As noted in the opening discussion of project tribal consultations at the beginning of this appendix, although it was the intent of project team to engage tribal representatives in consultation on impacts to cultural resources, some miscommunication occurred regarding advance notification of tribes of cultural field work planned by project staff. The difficulty in initially engaging tribal representatives in the project start did not allow these comments to be fully incorporated into the Project and Need Statement/Goals and Objectives (CETAS Concurrence occurred 9/21/04). However Goal 4, Objective 4 stated its intent to “Avoid impacting cultural sites and resources where practicable. Where impacts are unavoidable, provide recordation, salvage, and/or mitigation as appropriate.” • All subsequent planned cultural/archaeological field work will include prior contact with tribal representatives, and provide full opportunity for consultation on impacts to cultural resources. • Although timely input by tribal representatives in the formation of the project Goals and Objectives did not occur, project team objectives to “avoid impacting cultural sites and resources where practicable” are consistent with stated tribal objectives. Alternative alignments and design options were developed to avoid or minimize impacts to natural and cultural resources, particularly riparian and wildlife habitat. • A Wildlife Corridor Habitat Enhancement and Mitigation Strategy was developed by ODOT and ODFW staff for the Sunrise Project as a pro-active plan for avoiding or minimizing impacts to wildlife. • 6/22/06 [TP]: E-mailed update of Sunrise Project SDEIS to Khani Schultz, with following attachments: Project Schedule, Range of Alternatives, Wetlands Technical Memo (CC). Also included ODOT ftp site link for current maps, and Wildlife Corridor October 2008 Supplemental Draft Environmental Impact Statement Appendix B. Consultation with Tribes and KEX Radio Station [ 254 ] Strategy Report (MT). Noted that newsletter would likely be forthcoming shortly. • 7/12/06 [KR]: E-mailed Khani Schultz (Khani), Cultural Protection Specialist, with project information and maps. • 7/13/06 [KR]: Khani e-mailed, requesting a Tribal representative be on site during any ground disturbing fieldwork. • 9/15/06 [TP]: Provided Kurt Roedel, ODOT, an update on Sunrise Project in preparation for his periodic meeting with Native American tribal representatives. Informed him of upcoming Open House to focus on the eastern segment of the Sunrise Project, from Rock Creek through transition area to SE 172nd Avenue. Provided project website address with latest design option maps. • 12/6/06 [KR]: Meeting with Khani. Provided project information and maps. • 5/14/07 [TP]: Provided Kurt Roedel, ODOT, an update on Sunrise Project in preparation for his periodic meeting with Native American tribal representatives. Informed him of changes in project organizational/committee structure (expanded PRC); initiation of parallel planning studies (toll pricing study; lane evaluation/performance; phasing and design strategies; Interchange Area Management Plans); and revised project schedule. • 7/13/07 [KR]: E-mailed Khani with results of AINW’s fieldwork. Khani e-mailed, stated she believes that she placed conditions on the archaeological permit to be notified of any prehistoric discovery. E-mailed Khani with the archaeological site numbers where AINW placed shovel probes. Khani e-mailed, stating that she reviewed her phone and calendar records for September and October 2006. Permit AP920 was issued in October with conditions that she would receive a call with a prehistoric discovery and would send representation as needed. Khani continued that she had no record of any contact from AINW for this project. • In conversations regarding the permit violation with Mollie Manion, Archaeologist, and Dennis Griffin, State Archaeologist, State Historic Preservation Office (SHPO), Dennis Griffin stated that a permit violation did not occur. Mollie Manion stated she would follow up with Khani regarding this matter. • 10/10/07 [TP]: Provided Kurt Roedel, ODOT, an update on Sunrise Project in preparation for his periodic meeting with Native American tribal representatives. Updated him on work to date on parallel planning studies (toll pricing study; lane evaluation/performance; phasing and design strategies; Interchange Area Management Plans). Provided him the PowerPoint presentation used at the 10/3/07 PRC meeting; a revised project schedule, and preliminary phasing strategies. Apprised him of the findings of forecast noise impacts to residents along the “bluff”, and the difficulties encountered in trying to identify feasible and reasonable noise mitigation measures. • 11/26/07 [KR]: Meeting with Eirik Thorsgard (Eirik), Cultural Protection Specialist. Provided project information and maps. • 12/11/07 [TP]: Provided Kurt Roedel, ODOT, a Powerpoint slide show presented to 12/5/07 PRC meeting summarizing the environmental impacts/findings from the 15 DEIS Technical Reports, in preparation for his periodic meeting with Native American tribal representatives. Informed him that these impact findings will be compiled in the Supplemental Draft EIS document, to be published/released in March/April, 2008. • 12/12/07 [KR]: E-mailed Eirik, with results of Environmental Summary Impacts (including archaeology). Eirik e-mailed, requesting a copy of AINW’s Cultural Resources Report. Also asked if a mitigation plan has been October 2008 Supplemental Draft Environmental Impact Statement Appendix B. Consultation with Tribes and KEX Radio Station [ 255 ] considered in relation to impacts to cultural resources. E-mailed Eirik with the archaeology portion of AINW’s report. • 12/13/07 [KR]: Eirik e-mailed, requesting to be informed after additional fieldwork is completed and mitigation impacts are discussed. • 12/14/07 [KR]: E-mailed Eirik, stating that I would keep him updated as project progressed. Confederated Tribes of Siletz Indians • 7/12/06 [KR]: E-mailed Robert Kentta (Robert), Cultural Resources Director, with project information and maps. • 11/2/06 [KR]: Meeting with Robert. Provided project information and maps. • 5/14/07 [TP]: Provided Kurt Roedel, ODOT, an update on Sunrise Project in preparation for his periodic meeting with Native American tribal representatives. Informed him of changes in project organizational/committee structure (expanded PRC); initiation of parallel planning studies (toll pricing study; lane evaluation/performance; phasing and design strategies; Interchange Area Management Plans; and revised project schedule). • 7/13/07 [KR]: E-mailed Robert with results of AINW’s fieldwork. • 10/10/07 [TP]: Provided Kurt Roedel, ODOT, an update on Sunrise Project in preparation for his periodic meeting with Native American tribal representatives. Updated him on work to date on parallel planning studies (toll pricing study; lane evaluation/performance; phasing and design strategies; Interchange Area Management Plans). Provided him the PowerPoint presentation used at the 10/3/07 PRC meeting; a revised project schedule, and preliminary phasing strategies. Apprised him of the findings of forecast noise impacts to residents along the “bluff”, and the difficulties encountered in trying to identify feasible and reasonable noise mitigation measures. • 11/20/07 [KR]: Meeting with Robert. Provided project information and maps. • 12/11/07 [TP]: Provided Kurt Roedel, ODOT, a Powerpoint slide show presented to 12/5/07 PRC meeting summarizing the environmental impacts/findings from the 15 DEIS Technical Reports, in preparation for his periodic meeting with Native American tribal representatives. Informed him that these impact findings will be compiled in the Supplemental Draft EIS document, to be published/released in March/April, 2008. • 12/12/07 ]KR]: E-mailed Robert with results of Environmental Summary Impacts (including archaeology). Confederated Tribes of Warm Springs • 11/22/05 [TP]: E-mailed Range of Alternatives materials to Sally Bird (Warm Springs). • 6/22/06 [TP]: E-mailed update of Sunrise Project SDEIS to Sally Bird, with following attachments: Project Schedule, Range of Alternatives, Wetlands Technical Memo (CC). Also included ODOT ftp site link for current maps, and Wildlife Corridor Strategy Report (MT). Noted that newsletter would likely be forthcoming shortly. • 7/12/06 [KR]: E-mailed Sally Bird (Sally), Cultural Resources Manager, with project information and maps. • 9/15/06 [TP]: Provided Kurt Roedel, ODOT, an update on Sunrise Project in preparation for his periodic meeting with Native American tribal representatives. Informed him of upcoming Open House to focus on October 2008 Supplemental Draft Environmental Impact Statement Appendix B. Consultation with Tribes and KEX Radio Station [ 256 ] the eastern segment of the Sunrise Project, from Rock Creek through transition area to SE 172nd Avenue. Provided project website address with latest design option maps. • 5/14/07 [TP]: Provided Kurt Roedel, ODOT, an update on Sunrise Project in preparation for his periodic meeting with Native American tribal representatives. Informed him of changes in project organizational/committee structure (expanded PRC); initiation of parallel planning studies (toll pricing study; lane evaluation/performance; phasing and design strategies; Interchange Area Management Plans); and revised project schedule. • 7/13/07 [KR]: E-mailed Sally B. with results of AINW’s fieldwork. • 10/10/07 [TP]: Provided Kurt Roedel, ODOT, an update on Sunrise Project in preparation for his periodic meeting with Native American tribal representatives. Updated him on work to date on parallel planning studies (toll pricing study; lane evaluation/performance; phasing and design strategies; Interchange Area Management Plans). Provided him the PowerPoint presentation used at the 10/3/07 PRC meeting; a revised project schedule, and preliminary phasing strategies. Apprised him of the findings of forecast noise impacts to residents along the “bluff”, and the difficulties encountered in trying to identify feasible and reasonable noise mitigation measures. • 12/11/07 [TP]: Provided Kurt Roedel, ODOT, a Powerpoint slide show presented to 12/5/07 PRC meeting summarizing the environmental impacts/findings from the 15 DEIS Technical Reports, in preparation for his periodic meeting with Native American tribal representatives. Informed him that these impact findings will be compiled in the Supplemental Draft EIS document, to be published/released in March/April, 2008. • 12/12/07 [KR]: E-mailed Sally B., with results of Environmental Summary Impacts (including archaeology). KEX Towers Initial contact with KEX Radio occurred in late 1991, regarding potential impacts to the KEX facility and radio signal from construction of proposed Sunrise Corridor Project, during the preparation of a Draft Environmental Impact Statement (DEIS) on the Sunrise Corridor Project, I-205 to US 26. Numerous discussions and correspondence occurred between ODOT and KEX throughout the process leading to the adoption of the 1993 DEIS, and in the subsequent preparation of the 1996 Final EIS, I-205 to Rock Creek Junction (not adopted). The DEIS was published 1993, and the FEIS initiated in 1996. KEX concerns during the preparation of the DEIS were primarily focused on one of the project alignments (Central Alignment), and the potential for adverse impacts on the KEX radio signal clarity and range. At that time, there was acknowledgement by both KEX Radio and ODOT that there was no predictive computer model available to quantify and assess the impacts to KEX’s signal from the proposed highway construction. KEX and ODOT staff engaged in continuing discussions throughout the DEIS and FEIS to resolve these issues. In March 1996, understandings were reached between ODOT and KEX Radio on how the concerns and issues raised by KEX would be addressed in the EIS process. In a letter to KEX, ODOT committed to include in the FEIS a comprehensive discussion of the issues and potential mitigation measures, as follows: 1) Probable Adverse Effects. It was agreed by all parties that the Central Alignment as proposed in the DEIS (7/95) would significantly disrupt the KEX signal 2) Appropriate Mitigation Measures. It was agreed by all parties that design and material October 2008 Supplemental Draft Environmental Impact Statement Appendix B. Consultation with Tribes and KEX Radio Station [ 257 ] modifications were not likely to significantly mitigate impacts to KEX’s signal. It was acknowledged that there was a scarcity of 40- to 50-acre flat sites within the Portland metropolitan area, and it was unlikely that a new site could be found for relocation of KEX’s 50,000 watt transmitter facility. 3) Procedural safeguards. In order to maintain the viability of KEX’s signal before, during and after construction of the Central Alignment, ODOT agreed to hire a radio expert and recognized real estate appraiser to determine the value and compensable impacts to KEX’s property at the time of property acquisition for the project. 4) Regional Significance of KEX. It was acknowledged that KEX was a unique resource because it was the only radio station licensed to provide area-wide service to the Portland area. KEX’s regional significance qualifies it as a “wide- area” radio station. 5) Probable Costs. Costs to relocate the KEX three tower directional array and transmitter facility on-site, in order to accommodate the Central Alignment, were estimated to be $1M– $2M, excluding wetlands mitigation costs. Relocation off-site would be approximately $3M– $5M, excluding land costs. Representatives of KEX stated in an April 1996 letter to ODOT, that they were satisfied with the acknowledgements and mitigation measures outlined above. The initiation in 2004 of the Sunrise Project Supplemental Draft EIS, I-205 to Rock Creek Junction, also prompted the resumption of conversations with KEX on potential adverse impacts to their facility. The commitments proposed by ODOT in 1996 were revisited, and reconfirmed. Additional issues regarding new design options (the extension of SE 97th Avenue from Lawnfield Road to Sunnybrook Boulevard) have been raised, and discussions have continued between ODOT, Clackamas County, and KEX representatives to address these concerns. October 2008 Supplemental Draft Environmental Impact Statement Appendix B. Consultation with Tribes and KEX Radio Station [ 258 ] This page left intentionally blank.                                           r/"" i,. ':t~'Dregon Theodore R. Kulongoski, Governor July 18, 2008 RECEIVED JUL 2 1 2008 STATE HISTORIC PRESERVATION OFFICE Department of Transportation Region 1 123 NW Flanders Portland, OR 97209-4019 (503) 731-8200 FAX: (503) 731-8259 File Code: Christine Curran, Associate Deputy SHPO Oregon State Historic Preservation Office 725 Summer Street NE, Suite C Salem, OR 97301 Subject: Dear Chrissy, Historic Resources Sunrise Corridor, Interstate 20S-Rock Creek Junction Clackamas County, Oregon OOOT Key No. 124S4 Federal-Aid No. COOS(46)PN I am writing to summarize the meeting you had with me and Emily Moshofsky on June 30, 2008, to discuss historic resources on the Sunrise Corridor Project, principally Camp Withycombe and the Haberlach HousejSilverthread Kraut and Pickle Works. We discussed whether the historically significant resources at Camp Withycombe were stand-alone properties or contributing features of a historic district. You recommended that they comprised a historic district. As for possible ways to resolve a Section 106 Adverse Effect on Camp Withycombe, we discussed HABSjHAER recordation, creating interpretive material for the Camp museum, and publishing interpretive materiai about the Camp on the web. J. e 1]002- 5~ f.l;wy 212- / S·~ I 5 i) +h? o--r apt In discussing the Haberlach House arid the Silverthread Kraut and Pickle Works, you concurred that the two buildings comprised one historic property. This is because they are on a single tax lot and both have connections to Frank Haberlach. One build option on the project calls for acquiring perimeter strips of land from the parcel. This action would remove some parking from around the Haberlach House, which is currently a restaurant. A No Adverse Effect finding would be conditioned on provisions to prOVide for alternate parking for the restaurant and for re-Iandscaping be~een the Haberlach House and SE 130th Ave. Form 734-1850 (2-06) Curran Historic Resources Sunrise Corridor, Interstate 20S-Rock Creek Junction Clackamas County, Oregon OOOT Key No. 12454 Federal-Aid No. COOS(46)PN Page 2 of 2 Thank you, again, for meeting with us to discuss resources on this project. < Robert W. Hadlow, Ph.D. Interim Environmental Manager, Region 1 CC: Emily Moshofsky SHPO concurrence with the points addressed in this letter. ~,(j~r/¥~ Chnstine Curran, Associate Deputy SHPO Oregon State Historic Preservation Office Oregon Department of Transportation REQUEST FOR DETERMINATION OF ELIGIBILITY Property Name Camp Withycombe Date of Construction 1909-1920 \ddress S.E. Clackamas Road County Clackamas Primary Significance National DefenselEarly Rifle Range Description: Camp Withycombe, located on a 50 acre parcel at the foot of Mt. Talbert, is a collection of National Defense facilities dating from 1903 to the late 1930s. Camp Withycombe has served as a rifle range and training ground for the Oregon National Guard for more than 80 years. The rifle range, a 24-station, 500 yard facility, first opened in 1907. Seven of the buildings on the grounds were constructed prior to 1930. These include the Mess Hall, ca. 1912 (Bldg. 200), the Storage Building, 1910(Bldg. 206), the Feed Bam, 1910 (Bldg. 305), two Storage Buildings, 1910 (Bldg. 308,310), the Supply Building, 1920 (Bldg. 450), and a Barn, c. 1903 (Bldg. 525). The Adjutant General's House, built in the Colonial Style in 1938, was constructed by the WPA. Some of the other buildings were also reportedly built by the WPA. Significance/Context: See Page 2 Location: See Attached Map = Date Date Signature of Agency Representative/Agency In my opinion, the property Xmeets _ does not meet the criteria for listing in the National Register of Historic P ac . CommentslRequest for Additional Information: Cof' ( ) JlImes Il. Norman Environmental Planning Unit MllI"IlIgcr fonn 1Jf·31:t2 (1.00) OREGON INVENTORY OF HISTORIC PROPERTIES SECTION 106 DOCUMENTATION FORM Individual Properties Agency/Project: Oregon Department of Transportation/Sunrise Project 1-205 to Rock Creek Junction Property Name: Frank A. Haberlach House and Silverthread Kraut and Pickle Works K12454 City, County: Clackamas, Clackamas13002 SE Highway 212/224Street Address: USGS Quad Name: Gladstone, Oregon 7.5-minute Range: 2 East Section: 11 This property is part of a DDistrict [gIGrouping/Ensemble (see instructions) Name of District or Grouping/Ensemble: Frank A. Haberlach House and Silverthread Kraut and Pickle Works Building Number and Type of Associated Resources in Grouping/Ensemble: 1 house, 1 garage, 1 processing building Current Use: Restaurant and feed store Construction Date: Ca. 1920 Architectural Classification / Resource Type: Craftsman Bungalow Alterations & Dates: Ca. 1980 Window Type & Material: Multi-Iight-over-single-Iight wood sashes Roof Type & Material: Side gable / asphalt composition shingle Exterior Surface Materials: Primary: Horizontal board Secondary: Shingle Decorative: N/A Condition: oExcellent [gIGood DFair DPoor Integrity: DExcelient [gIGood DFair DPoor The Frank A. Habertach House north fa<;:ade and west elevation. The view is to the southeast. DLacks Distinction Preliminary National Register Findings: DNational Register listed [gIPotentially Eligible: [gIlndividually DAs part of District DNot Eligible: Din current state Dlrretrievable integrity loss DNo! 50 Years State ~oric P. eservation Office Comments: ~oncur Do Not ur: OPotentially Eligible Individually . j Signed --rC-".}l~~:::::~~4::c:.._--------- Comments: DPotentially E~gibl? as part of District Date 7 brIc/?/ r J DNot Eligible Surveyor/Agency: Elizabeth O'Brien, B. Architecture Archaeological Investigations Northwest, Inc. Date Recorded: May 2008 Pg 1 OREGON INVENTORY OF HISTORIC PROPERTIES SECTION 106 DOCUMENTATION FORM Individual Properties Surveyor/Agency: Elizabeth O’Brien, B. Architecture Date Recorded: May 2008 Pg 1 Archaeological Investigations Northwest, Inc. Agency/Project: Oregon Department of Transportation/Sunrise Project I-205 to Rock Creek Junction Property Name: Frank A. Haberlach House and Silverthread Kraut and Pickle Works Street Address: 13002 SE Highway 212/224 City, County: Clackamas, Clackamas USGS Quad Name: Gladstone, Oregon 7.5-minute Township: 2 South Range: 2 East Section: 11 This property is part of a District Grouping/Ensemble (see instructions) Name of District or Grouping/Ensemble: Frank A. Haberlach House and Silverthread Kraut and Pickle Works Building Number and Type of Associated Resources in Grouping/Ensemble: 1 house, 1 garage, 1 processing building Current Use: Restaurant and feed store Construction Date: Ca. 1920 Architectural Classification / Resource Type: Craftsman Bungalow Alterations & Dates: Ca. 1980 Window Type & Material: Multi-light-over-single-light wood sashes Roof Type & Material: Side gable / asphalt composition shingle Exterior Surface Materials: Primary: Horizontal board Secondary: Shingle Decorative: N/A Condition: Excellent Good Fair Poor Integrity: Excellent Good Fair Poor The Frank A. Haberlach House north façade and west elevation. The view is to the southeast. Preliminary National Register Findings: National Register listed Potentially Eligible: Individually As part of District Not Eligible: In current state Irretrievable integrity loss Lacks Distinction Not 50 Years State Historic Preservation Office Comments: Concur Do Not Concur: Potentially Eligible Individually Potentially Eligible as part of District Not Eligible Signed _____________________________________________________ Date ______________________________ Comments: K12454 OREGON INVENTORY OF HISTORIC PROPERTIES SECTION 106 DOCUMENTATION FORM Individual Properties Surveyor/Agency: Elizabeth O’Brien, B. Architecture Date Recorded: May 2008 Pg 2 Archaeological Investigations Northwest, Inc. Property Name: Frank A. Haberlach House and Silverthread Kraut and Pickle Works Street Address: 13002 SE Highway 212/224 City, County: Clackamas, Clackamas Architect, Builder or Designer (if known): Unknown Owner: Private Local Government State Federal Other Description of Property (including exterior alterations & approximate dates), Significance Statement, and Sources. (Use continuation sheets if necessary): The circa 1920 Frank A. Haberlach House (13002 SE Highway 212/224) is located at the southeast corner of Highway 212/224 and SE 130th Avenue (former Haberlach Road), oriented north towards Highway 212/224 and approximately one mile north of the Clackamas River. Originally built for Frank A. Haberlach, the Craftsman Bungalow was home to the Haberlach family and is currently occupied by the Harmony House Restaurant. Directly behind and south of the house is the former dill pickle processing building known as the Silverthread Kraut and Pickle Works. The Pickle Works building is oriented east-to-west and access is presently from the south elevation off present-day SE 130th Avenue. The Haberlach House/restaurant has asphalt parking on the west, south, and east sides with landscaping buffering the front from highway traffic. A graveled parking area is located south of the former pickle processing building. Frank A. Haberlach House The Frank A. Haberlach house is a one-and-one-half story wood-framed building covered by beveled wood siding with wood shingle siding on the second floor. The building is supported by a poured concrete foundation. The side-gable roof has deep overhanging eaves, corbelled wood bracing, plain bargeboards, and a front gable dormer. Windows consist of groupings of multi-light-over-single-light wood sashes. Access from the north-facing façade is by a full-width porch and concrete stairways, sheltered by the sloping gable roof. The porch roof is supported by truncated boxed posts on a brick knee wall. Stucco covered segmental arch openings adorn the porch side openings. The deep overhanging eaves are supported by corbelled wood beams. A square bay window covered by a shed roof with exposed rafters projects from the west elevation. There is an exterior brick chimney on the east elevation that is painted at the first floor, with unpainted tan brick above. An interior chimney is found in the rear. The garage, which appears contemporary to the house (circa 1920), is partially attached at the house’s southwest corner and has been converted into the restaurant kitchen. It has a new poured concrete foundation, siding modifications and aluminum sliding windows. The exposed rafters, corbelled wood beams, wood shingle siding in the gable ends, and overhanging roof remain intact. Modifications include the addition of an exterior wood-framed stair on the east elevation, a second floor exterior exit door, and the conversion of the garage into a commercial kitchen. Overall, the residence maintains its historic integrity. Silverthread Kraut and Pickle Works Building The circa 1920 Silverthread Kraut and Pickle Works Building was built as a dill pickle processing plant and was one of three large buildings used as part of the pickle and sauerkraut processing plant that was operated by the Haberlach family up to the 1960s. The other two buildings no longer remain. The pickle building is a one-story, rectangular utilitarian wood- framed building that has a longitudinal east-to-west orientation. The original west facing entry is covered by plywood and the primary access is from the south elevation. The double-beveled siding and cornerboard trim remains intact and the gable roof is covered by corrugated metal. Two horizontal window bays flank the former west entry bay; one has a grouping of multi-lights in a repeating Union-Jack design; the other is replaced with a single fixed light. Clackamas Feed and Pet Supply presently occupies the building. Significance The Frank A. Haberlach House and Silverthread Kraut and Pickle Works Building were previously recorded in 1984 and in 1990 by Clackamas County as a landmark historic property (SHPO No. 1037) [see attached form]. The ca. 1920s buildings are remnants of the Haberlach farm that operated from the early 1900s into the 1960s. The buildings are significant for their associations with the Haberlach family, and the processing building is one of the few known agricultural processing plants to remain in Clackamas County (Koler and Morrison 1990). The two buildings continue to maintain integrity and are recommended to be eligible for listing in the National Register of Historic Places as a grouping. A house purchased circa 1933 by Frank’s son, Frank W. Haberlach, is located south of the south edge of the Haberlach farm and is now the Sah- Hah-Lee Golf Club house OREGON INVENTORY OF HISTORIC PROPERTIES SECTION 106 DOCUMENTATION FORM Individual Properties Surveyor/Agency: Elizabeth O’Brien Date Recorded: May 2008 Pg 3 Archaeological Investigations Northwest, Inc. Property Name: Frank A. Haberlach House and Silverthread Kraut and Pickle Works Street Address: 13002 SE Highway 212/224 City, County: Clackamas, Clackamas Historical Background Frank A. Haberlach came from Prussia circa 1881 along with his father (Gustav) and mother (Augusta). The Haberlach family lived in Michigan until circa 1890, and for a while in McCloud, California, where Gustav worked as a carpenter before moving to Oregon. Upon coming to Oregon, Gustav worked as a carpenter building houses in Oregon City and Clackamas. In 1900, U.S. Census records show that the entire family lived on a farm in the Clackamas precinct. At that time, the family was comprised of the parents, Gustav and Augusta, and the six surviving children: Frank A. (1878, Germany), Carl G. (1879, Germany), Willie F. (1882, Michigan), Katie C. (1885, Michigan), Gustav Jr. (1888, Michigan), Emma M (1881[sic], Oregon). This farm was located north of Highway 212/224 slightly west of the subject property. This farm was called for a time the Zigzag Farm because of the road that zigzagged up the hill next to the farm from the present-day Highway 212/224 (Bill Haberlach, personal communication 2008). Gustav’s son Carl later moved to Tillamook and proved to be an astute businessman. Trained to be a lawyer, he is noted for organizing a Tillamook creamery cooperative that was established in 1909 as the Tillamook Cheese’s Tillamook County Creamery Association. He was instrumental in establishing the cooperative’s high quality standards and made early efforts to market their cheese. Carl married Amanda who hailed from a large Swedish family from Tillamook. When Frank A. decided to marry, his brother Carl introduced him to Amanda’s sister, Anna. Frank and Anna married circa 1905 and by 1910 they were farming land near Gustav’s farm in the Clackamas vicinity (US Bureau of Census 1900; US Bureau of Census 1910; Bill Haberlach, personal communication 2008; Dudlicek 2005; Tillamook County Historical Society 2008). Frank A. and Anna acquired farmland south of Frank’s father’s farm. Their first home was located south of the subject buildings on 130th Avenue, where SE Capps Road curves westward. This home was later destroyed by fire. Frank A. experimented with several crops over time including orchards, sheep, and truck farming, and began processing sauerkraut and pickles in 1905. As the business proved successful, they moved the operation and constructed the subject house closer to the main road (circa 1920). Their new home was a sign of their hard work and growing success. The new home and processing plant was constructed on land purchased by Frank and Anna Haberlach in 1919 from William O. Capps, the son of the original donation land claim owner, Isaac Capps. Prior research found that the Capps family and the Haberlachs were listed in the 1907-08 Gazetteer and Business Directory as operating a grocery store (Koler and Morrison 1990). A descendant believes this may be Gustav’s son William Haberlach who owned a grocery store in Clackamas. He also had a distribution plant for Standard Oil and a trucking business for hauling dynamite (Bill Haberlach, personal communication 2008; Herbert Haberlach, personal communication 2008.) Frank A. and Anna’s pickle and sauerkraut operation was contained within several buildings south of their new house. The subject building housed the dill pickle processing operation. Two separate buildings (no longer standing) housed the sweet pickle and sauerkraut processing. The products, traditional accompaniments to meat, were generally peddled in bulk to meat markets and sausage makers. Produce for their products was both grown and purchased by the Haberlachs. Cabbages were generally grown on the fertile lowland near the Clackamas River and many of the cucumbers were purchased from other farmers. The outer cabbage leaves not used in making sauerkraut were used on other Haberlach farms for animal feed (Herbert Haberlach, personal communication 2008). A cannery was later introduced and their canned products were sold during the Depression, providing many families with affordable and nutritious food. During World War II, their sauerkraut was sold to the US Army (Bill Haberlach, personal communication 2008). The Haberlach family owned several large land parcels on either side of Highway 212/224. The older farm north of Highway 212/224 was later farmed by Gustav Jr. and his son Herbert. They had 8 acres of apple trees and typically farmed grain and hay (Herbert Haberlach, personal communication 2008). Frank W. and his family lived in a house they purchased circa 1933 near the Clackamas River, the present golf club house for the Sah-Hah-Lee Golf Course. In 1937 Frank Haberlach owned a long strip of land from Highway 212/224 south along the roadway; another parcel spread over the north Clackamas River bank and land on the opposite side of the road. Gustav (presumably Jr.) had land generally west of SE 135th Avenue to the east of Frank A.’s land. After Frank A.’s death in 1940, his wife Anna and son Frank W. continued the pickle operation into the 1960s, until business fell off and their health declined. Anna and Frank W. started selling off the land in the 1960s (Bill Haberlach, personal communication 2008; Metskers Maps 1928; 1937). Descendents of Gustav and Augusta Haberlach still live in the area, but no longer occupy the family farm property, which has been subdivided and developed into a mix of commercial, industrial, and recreational uses. OREGON INVENTORY OF HISTORIC PROPERTIES SECTION 106 DOCUMENTATION FORM Individual Properties Surveyor/Agency: Elizabeth O’Brien Date Recorded: May 2008 Pg 4 Archaeological Investigations Northwest, Inc. Property Name: Frank A. Haberlach House and Silverthread Kraut and Pickle Works Street Address: 13002 SE Highway 212/224 City, County: Clackamas, Clackamas Sources Dudlicek, James 2005 “Process Progress: Dairy Field has watched manufacturing make great strides in technology over the past century.” Dairy Field, February Edition. Available from http://www.dairyfield.com/content.php?s=DF/2005/02&p=10; accessed 30 April 2008. Koler, Julie and Jane Morrision 1990 Frank Haberlach House and Silverthread Kraut and Pickle Works Building. Clackamas County Historic Landmark, file No. Z1246-90. On –file, Oregon State Historic Preservation Office, Salem, Oregon. Metsker Maps 1928 Metsker's Atlas of Clackamas County, Oregon. Charles F. Metsker, Portland and Tacoma. 1937 Metsker's Atlas of Clackamas County, Oregon. Charles F. Metsker, Portland and Tacoma. Tillamook County Historical Society 2008 Early Tillamook. Electronic Document. Available from http://www.tcpm.org/docs/tchs_early_tillamook.pdf; accessed 30 April 2008. United States Bureau of Census 1900 Manuscript Population Census of the United States. State of Oregon, Clackamas County. On file, Multnomah County Library, Portland, Oregon. 1910 Manuscript Population Census of the United States. Thirteenth Census of the United States. State of Oregon, Clackamas County. Copy on file, Multnomah County Library, Portland, Oregon. 1920 Manuscript Population Census of the United States. Fourteenth Census of the United States. State of Oregon, Clackamas County. Copy on file, Multnomah County Library, Portland, Oregon. 1930 Manuscript Population Census of the United States. Fifteenth Census of the United States. State of Oregon, Clackamas County. Copy on file, Multnomah County Library, Portland, Oregon. OREGON INVENTORY OF HISTORIC PROPERTIES SECTION 106 DOCUMENTATION FORM Individual Properties Surveyor/Agency: Elizabeth O’Brien Date Recorded: May 2008 Pg 5 Archaeological Investigations Northwest, Inc. Property Name: Frank A. Haberlach House and Silverthread Kraut and Pickle Works Street Address: 13002 SE Highway 212/224 City, County: Clackamas, Clackamas View: The Frank A. Haberlach House north façade and west elevation. The view is to the southeast. View: The Frank A. Haberlach House east elevation and north façade. The view is to the southwest. OREGON INVENTORY OF HISTORIC PROPERTIES SECTION 106 DOCUMENTATION FORM Individual Properties Surveyor/Agency: Elizabeth O’Brien Date Recorded: May 2008 Pg 6 Archaeological Investigations Northwest, Inc. Property Name: Frank A. Haberlach House and Silverthread Kraut and Pickle Works Street Address: 13002 SE Highway 212/224 City, County: Clackamas, Clackamas View: The Frank A. Haberlach House west and south elevations, including the garage converted into a kitchen. The view is to the northeast. View: The Haberlach’s dill pickle processing building west façade and south elevation. The view is to the northeast. OREGON INVENTORY OF HISTORIC PROPERTIES SECTION 106 DOCUMENTATION FORM Individual Properties Surveyor/Agency: Elizabeth O’Brien Date Recorded: May 2008 Pg 7 Archaeological Investigations Northwest, Inc. Property Name: Frank A. Haberlach House and Silverthread Kraut and Pickle Works Street Address: 13002 SE Highway 212/224 City, County: Clackamas, Clackamas View: The dill pickle processing building west façade. The view is to the southeast. View: The dill pickle processing building north elevation and west façade. The view is to the southeast. Frank A. Haberlach House & Silverthread Kraut & Pickle Works N 0 1 Kilometer 0 1 Mile Frank A. Haberlach House Silverthread Kraut & Pickle Works 212/224 SE 1 30 th A ve 0 10 20 30 405 Meters 0 50 100 150 20025 Feet N A/ZE:A : Clackamas WE: Residence ~n:el5tun'gfil77b~ (-' _."'~M CClGnrr f /' a 17t/h1~ PIIOTO 1/J,FC;Il!!m#TI(7n;-·~ -swC'Y ~.'..:...'----:H~V:--::..D------- 1i022.-: LXXXV ~ LC:.GAL.' Y; 28 R.. 2E sEc. lID ~n7..e: -z"""-O ---ai!i\-: 7AX(LO-rs): __---:2::..:3:.;;;;1.;::..2--~:_::__~~-i ZLJI16 /-2 SIZE. ;}.,Jc,~ /061777r:ICA-T/CJI'2; !" ~ common../ H/STOR:/CA<- /7/VnE: ~ F, HABERLACK RESIDENCE ACY.?IU:!SS: 13002 S. $. HigillY'ay 212 cv;uu:n-r OW/7lE/'e.: W. NELS miITH & AS SOC . a:.i./;'6R/S A,o.o/G.6SS; 17464 S. :~s teiner Road, Beavercreek o/<./6-lnAi- ownCfi!!? / --.::F..:.lW::..:::--Nl:..;C::::G:::::-:,,-!;;';}lAB~,~E::R::L::.A:.:C:..:;H::--.---,=--_-:-:-..,.--.:;;;-- tlS£,' __R_e_sl._·d_e_n_c_e _ ~~ SIGI'71r/oq-/7Ce," -rotdLl,' a::;ul'77'Y,'_X C.ITY: /7,q7/~: _i: ---- .~ .. HISrO.RIC I~.· . 1- 7f1~e : Architec ture - 20tl{ Century t?/1-7E..: ca, 1916 O~~/P?7C'/7~ Frank Haberlach was the son of German immigrant Gustav Haberlach. The Haberlach fami~y owned much6f the valley along Highway 212. Frank's brother, Carl, founded the Tillamook Cheese Co-op. -~- S7VR/55 " ',I,.;k..2 __ /fRCHITE.cr;' -=--__ AfV' ( ) Jarroes B. Norman EnvitorlJT'lelltal Planning Unil Manager S'-/Il>O ",,-cu'S~ G;:x,rJ ]) ,0£. Dregon Departmcnt of TransportationTransportation Building 355 Capitol St. NE Salcnl, O«.-gon 97301 I'lLI' CODE: Subjed; April 18, 2008 Roger Roper Deput)' Stale Historic Preservation Officer Assistant Director, Heritage Programs Oregon Stale Historic Presl:rYalion Office 725 Summer Street NE, Suile C Salem. OR 97301 Attn: Sarall Jalving Section 106 Coordination Sunrise Corridor,lntcl1Ilate lOS-Rock Creek Junction Clackamas County, Oregon ODOT Key No. 12454 Federal-Aid No. c005(46)pN Dear Mr. Roper, Please find the enclosed Cultural Resources Technical Report for the Sunrise Corridor. We have included separate printed Sa:tion 106 documentation forms for six properties (sec Appendix C) and findings ofcITed for two properties (sec Appendix D) for signature. These documents are supplemental to work carried oul several years ago during the original Sunrise Corridor environmental process. The proposed projcct will address congestion and safety problems in the five-mile-long Orogon 2121224 oorridor between its interchange with Interstate 205 and Rock Creek Junction. and to serve the growing dcmand for rcgional travel aoo access to the stale highway system. Three of the six rosoW'CCS addressed in the docwnenlation fonns llI"C reS<:IUrCe Type: NlMJnear district Wor>ciow Type & Malerlel: NIA Roo! Type & Malerial: NIA Condition: B!ExcelIenl OGood OFalt OPI6grlly "" DlaeQ DiotK>l:Iion State Historic P'''brv"lIon Offico CommenlO: Il!ico"",u, ODo Nol C"""ur: OPolont!alyE~1~1ly ,- -&.,' ~Idl..f.. j__ Common..: J, Surve) J'Icl ConaIr: __.......~O" .. 'M projoort ._ n . ._ Counly(F'.... I In "'Md""'''). The SouIwn P..~twlMa, V...,. Ln to.-oon & C '7 ,. RIIr<*l. 1870)'" _ I "'iooMt "~""Ico' IiJlWlg In ... H;MiclrIlII "-J I 01 HiIoIoric .,.. (tlRHP) by ...~00i;w'lI.,.~01T~ (OOOT). ...,__ by'" <:Jnooorl SIMI --=Pr .,. ,000000ISl*'OIIlI*dngtm-'k>s.:mn lOliDoeu ' ,. IF"""In~A). MII \hIO /indiI'Ig 01 OOOT INI ... projecl wiI~ No AdvwM EJIKI on Southern PIdfic Railroad~ Valley Main line. TNI__ 01 /indiI'Ig ..... p.nuanIlD.,.. .-quit., 01 ... Hatianll Historic Pnls. _ Ad 0I198l!I tJ6CFA8lXl). ElI En\'.",.,. ilaI Poky Act. Projle' Deoe'e 2. P'i'oje<:t Area). The ptOjoclllmlll ••Iend .ppro.mately 4,9 mlleo rrom SE Johnson R<*l1D SE 112"" Avenue. jus! berond Rod< Creel< Junctioo where Hlijhwayo212 aod 224 d....9". The il"tJlOM of "'"' projsocIlt to IIJoc~'M) address <:ongfttion ond "",y pmlllemt; In \hsl HigIlwoy 212/224 <:otrid Ie< regior'IIj !rWo'el _ eccessloN_higtl....y~. The propooied 0diI:ItI wiI ptOO'idit I .-~ 0XPr-.swJi}I bel •1-205 ond tho Rod< CrwI<.l\o:IcliIsn. The l8c1i1y......,be_,,,,1wd d.-.pt........,._.__ in<:Ule .."''''wed~.c 1-205. Thia_ ~-'dI. '.. tho cItsIgnoled S-IIV''', 212/224.-."" uisIilg _ '1••liljjlO'-..wy "'*'"l Whio .... po...n.d n )'01- , ...1lor ... ptqOOCI. __ 'W,Ldll•• n _ Design 0pI00n .. pl..........,d lor "'vlcinllyol ScoAoom PociIc Rohed WIIoo. , VI/IJoy"""," line. Tho -.Is...... "'-*' 1-20510 Rocker.- Noclion{l""'L"" 21V224)."- "'lr:u'lI'Oll''''''_-. The _ In-..f'Od\'" _ PIdfic AoiIrnlIdWAoo..lle V*, ...... Ln. 1co.n:l.Z- A,~Io dioInod.... '1'1 ,••_pOI1iond -.Idor n '... """'~205_d.¥*__"'''''''iIIoIcIBuainas'''''''''''', I -_oIigr+l se~ AoIod ond ..-*" ............. blol :""'11~~. The ""'" and .......~_km~ Town CenIer 10 SE JomIfw SlrHl BcY'.Io_M, NW ~lDMr 1 J I ' •. __IrJc.,,-,Ha.I1... llabIR, ded'No•••*",:lQOlI ... ' Surveyor/Agency: Jason M. Allen/AINW Date Recorded: November 2006 Pg 2 Appendix to Archaeological Investigations Northwest, Inc. Report No. 1740 OREGON INVENTORY OF HISTORIC PROPERTIES SECTION 106: FINDING OF EFFECT Continuation Sheet Agency/Project: Clackamas County, Oregon Department of Transportation/ Sunrise Project: I-205 to Rock Creek Junction (Highway 212/224) Property Name: Southern Pacific Railroad Willamette Valley Main Line Street Address: N/A City, County: Clackamas, Clackamas  Expansion of an existing overpass (built in 2004) carrying traffic east and west bound on the present Highway 212/224 over the Southern Pacific Railroad Willamette Valley Main Line;  New two-lane overpass carrying traffic from southbound SE 82nd Avenue to the eastbound lanes of the proposed realignment of Highway 212/224 (this new overpass is the southernmost of two new overpasses on this proposed connector);  New two-lane overpass carrying traffic from southbound I-205 to the eastbound lanes of the proposed realignment of Highway 212/224 (this new overpass is the southernmost of two new overpasses on this proposed connector);  New six-lane overpass carrying traffic eastbound (3 lanes) and westbound (3 lanes) on the proposed realignment of Hwy 212/224;  New one-lane overpass carrying traffic from the westbound realignment of Highway 212/224 to northbound SE 82nd Avenue;  New one-lane overpass carrying traffic from the westbound realignment of Highway 212/224 to northbound I-205;  New two-lane overpass carrying traffic from southbound I-205 to the eastbound lanes of the proposed realignment of Highway 212/224 (this new overpass is the northernmost of two new overpasses on this proposed connector);  New one-lane overpass carrying traffic from southbound I-205 to the westbound realignment of Highway 212/224;  New two-lane overpass connecting SE Ambler Road south of the Southern Pacific Railroad Willamette Valley Main Line with SE Ambler Road north of the Southern Pacific Railroad Willamette Valley Main Line, creating a connection between SE 84th Avenue and SE 82nd Drive (via SE Ambler Road);  New three-lane (one northbound, one southbound, plus one northbound on-ramp lane) overpass carrying traffic from the westbound realignment of Highway 212/224 to northbound SE 82nd Avenue;  New single-lane overpass carrying traffic from southbound SE 82nd Avenue to the eastbound realignment of Highway 212/224 (this new overpass is the northernmost of two new overpasses on this proposed connector). Design Option A-2, if selected, will introduce one additional overpass, extending SE Tolbert Street to the east, and carrying eastbound and westbound local traffic over the Southern Pacific Railroad Willamette Valley Main Line. The east end of this proposed extension of SE Tolbert Street will connect to SE Industrial Way. Description And Significance Of The Historic Property The Southern Pacific Railroad Willamette Valley Main Line is a standard-gauge railroad extending along the east side of the Willamette River from Portland, south through Clackamas, Oregon City, Woodburn, Salem, and Albany before crossing to the west side of the Willamette River between Harrisburg and Junction City, then continuing on south to Eugene, Cottage Grove, Roseburg, Grants Pass, Medford, and Ashland, and California. The Southern Pacific Railroad Willamette Valley Main Line, established by the Oregon Central Railroad Company, was one of the first railroads built in Oregon and became one of the first two main lines of the Southern Pacific Railroad. The two lines began construction in 1868; one on the west side of the Willamette River, the Westside Company, and another on the east side of the Willamette River, the Eastside Company. The eastside line began in southeast Portland and was to continue towards the Clackamas River and onward to Salem and Eugene. The project nearly collapsed until the work was taken over by businessman Ben Holladay. He rallied to gather cash and the support of the Oregon Legislature to make the project work while he competed against Joseph Gaston’s west side line to win the land grant, which was necessary to operate the railroad legitimately. To succeed, Holladay had to complete the first twenty miles of line and be operational. Surveyor/Agency: Jason M. Allen/AINW Date Recorded: November 2006 Pg 3 Appendix to Archaeological Investigations Northwest, Inc. Report No. 1740 OREGON INVENTORY OF HISTORIC PROPERTIES SECTION 106: FINDING OF EFFECT Continuation Sheet Agency/Project: Clackamas County, Oregon Department of Transportation/ Sunrise Project: I-205 to Rock Creek Junction (Highway 212/224) Property Name: Southern Pacific Railroad Willamette Valley Main Line Street Address: N/A City, County: Clackamas, Clackamas Holladay succeeded by completing the railroad to New Era (south of Oregon City) in 1869, despite losing the Clackamas River railroad bridge to flooding and having to replace it. Gaston and Holladay continued to compete for land rights for other segments of rail line through Oregon. Holladay’s claim to the Oregon Central Railroad Company was challenged in court, and so it was reorganized as the Oregon and California Railroad Company in 1870. This maneuver allowed Holladay to clear his rights to the land grants and in that same year, he took control of Gaston’s Westside Railroad. By 1871, the railroad extended from Portland to Eugene, and by 1872 within 160 miles of the California border (Austin and Dill 1987:10-14). Holladay’s financial situation had deteriorated, and Henry Villard took over the control of the Oregon and California Company, continuing the line to California in 1884 and expanding the railroad throughout Oregon. Villard’s connections to the Oregon and California Railroad Company ended in 1884, and the Southern Pacific acquired the railroad in 1887 (Austin and Dill 1987:15). In 1996, Southern Pacific merged with Union Pacific Railroad under the UP name, and that company continues to operate this active line today (Union Pacific 2004). The Southern Pacific Railroad Willamette Valley Main Line is eligible for listing in the National Register of Historic Places (NRHP) under Criterion A through its association with the historical development of railroads in Oregon and the subsequent economic development of the state. This railroad alignment represents a portion of the first railroad built in the State of Oregon, the Oregon & California Railroad (1870), which ran along the east side of the Willamette River from Portland to northern California. It continues to follow its original alignment through this portion of the Willamette Valley. Avoidance Alternatives Considered The Southern Pacific Railroad Willamette Valley Main Line has been determined eligible for listing in the NRHP (Appendix A). To meet all the project objectives, two Build Alternatives, one Design Option, and a No-Build Alternative are being considered. None have yet been selected as the preferred alternative. Both build alternatives would include an improved interchange at I- 205 and a folded diamond interchange at Rock Creek Junction. The alignment of the facility would generally follow a natural bluff-line. Associated improvements to address local circulation are also included. Build Alternative 2: Build with Midpoint Interchange This alternative is distinguished by the inclusion of a midpoint interchange in the vicinity of SE 122nd Avenue, which would connect the expressway to the existing Highway 212/224. Implementation of Build Alternative 2 would result in the introduction of eleven new vehicular overpasses spanning the Southern Pacific Railroad Willamette Valley Main Line. In terms of effects to the historic resource, Build Alternative 2 is identical to Build Alternative 3. Build Alternative 3: Build with No Midpoint Interchange In contrast to Alternative 2, this alternative would not have a midpoint interchange, resulting in no access to the expressway between I-205 and Rock Creek Junction. Implementation of Build Alternative 3 would result in the introduction of eleven new vehicular overpasses spanning the Southern Pacific Railroad Willamette Valley Main Line. In terms of effects to the historic resource, Build Alternative 3 is identical to Build Alternative 2. Design Option A-2: Modified 1996 Design This Design Option A-2 is identical to Build Alternatives 2 and 3, except that it provides for the extension of SE Tolbert Street to the east, connecting to SE Industrial Way. This provision would include the construction of one additional overpass (for a total of twelve). No-Build Alternative The National Environmental Policy Act (NEPA), ODOT, and Federal Highway Administration (FHWA) guidelines require that a no-build option be evaluated as an alternative. The no-build alternative would maintain the existing roadway except for committed improvements scheduled in ODOT’s six-year Statewide Transportation Improvement Program (STIP) and Metro’s Financially Constrained Projects listed in the Regional Transportation Plan (RTP). These listed projects include widening SE 82nd Drive (Lawnfield Road to Highway 212/224), extension of the climbing lane on Highway 212 (Rock Creek Junction to SE 172nd Avenue), and widening SE 172nd Avenue (Foster Road to Highway 212). None of these planned improvements would affect the historic resource Southern Pacific Railroad Willamette Valley Main Line. Evaluation Of Effects An application of the criteria of effect indicates a finding of No Adverse Effect on the integrity of the Southern Pacific Railroad Willamette Valley Main Line. The Southern Pacific Railroad Willamette Valley Line in the vicinity of the project area draws its historical significance from the continued use of the original alignment for rail transportation, and the project will not affect the Surveyor/Agency: Jason M. Allen/AINW Date Recorded: November 2006 Pg 4 Appendix to Archaeological Investigations Northwest, Inc. Report No. 1740 OREGON INVENTORY OF HISTORIC PROPERTIES SECTION 106: FINDING OF EFFECT Continuation Sheet Agency/Project: Clackamas County, Oregon Department of Transportation/ Sunrise Project: I-205 to Rock Creek Junction (Highway 212/224) Property Name: Southern Pacific Railroad Willamette Valley Main Line Street Address: N/A City, County: Clackamas, Clackamas ability of the railroad to continue to do so. Although the setting of the railroad will be impacted through the implementation of any of the proposed Build Alternatives or the Design Option, the setting around the resource in this area has already been heavily compromised through the development of I-205 in the mid-1960s, and the introduction of four overpasses currently carrying traffic over the railroad within the project area. This part of Clackamas continues to be developed for industrial and commercial use, further compromising the historic setting of the railroad in this area. Conclusion It is the determination of ODOT that the project would not adversely affect the Southern Pacific Railroad Willamette Valley Line, an historic linear resource determined eligible for listing in the NRHP in 2006. An application of the Criteria of Effect results in a finding of “No Historic Properties Adversely Affected.” Sources Austin, Ed, and Tom Dill 1987 The Southern Pacific in Oregon. Pacific Fast Mail, Edmonds, Washington. Union Pacific Railroad Company 2004 Union Pacific Railroad Chronological History. Electronic document, http://www.uprr.com/aboutup/history/uprr- chr.shtml, accessed November 26, 2004. Southern Pacific Railroad Willamette Valley Main Line 224 §¨¦205 N 0 500 Meters 0 2,000 Feet Southern Pacific Railroad Willamette Valley Main Line N 0 1mi 0 1km OOEGON INveNTORY OF HISTORIC PROPERTIES SECTION 106 DOCUMENTATION FORM Individual PropertIes .",IP,ttj$01 CIow:;bo••e-r. ODOT/S-fnnuIII Townsl'lV 2S RItlgot; 2E SlocIlorl:. TIIII"<4*I,_l*IoI. [J)Ion;I ~(_~) ~ oIDisIrict or Groo~! ~,itlIe. K£X R.,;Io 1....'.... FIdIil:r NurnbIor n T.... 01 !-.s C'lteeI ReMJun:esIn~' CIro-. W\OI'lSITiaer buIdIng. 3 ............. .".,..., 3~ ar- Curren! Use: RadIo TrwwmitIef Facility ArdIiIec1or3I Cla,.Ubtion I RIIOIIf'QI TYI"': Mool t .... &" t Ii." FlooI ""'"-...-- iNIIriII Allarationl & 01111: Nlw Inlerior IraNmlller • "" ExlIflor~ Meleui",: ......,,~ 5, _. n .... - PAII",I".y NiItionIl~ FInclIrolP: .1fQUIh_•.-.. n.... illD.. norIh. G'lIl, .. R........ _ [)ooooflllrllo'o: [)oo__ Or ... '1 ...... _ SUM Histork P...., ••110., 0IlIce Como•.,II1: s....."..I"""""'. EIicaboO" J. 01lrl:n one! .10_ .. , MtwoIAltffl ~IOAItt' III MIn.'HO t' .. tbl"..... In<:.~No.l100 0'1:- ........_aflloon1 -" Request for Concurrence Section 106 Coordination SUl1lise Conidor, 1-205--Rock Creek Junction Clackamas County, Oregon ODOT Key No. 12454 Federal-Aid No. COOS (46) PN Page 2 of2 Attachments: Detennination of Eligibility for the Haberlach House and the Silverthread Kraut and Pickle Warks Copies to: Robert W. Hadlow, Ph.D., ODOT Region 1 Interim Environmental Manager Emily Moshofsky, ODOT Region 1 Environmental Project Manager Michelle Eraut, FHWA-Oregon Division Environmental Program Manager Key No. 12454, File Type E: Cultural Resources OREGON INVENTORY OF HISTORIC PROPERTIES SECTION 106 DOCUMENTATION FORM Individual Properties Surveyor/Agency: Elizabeth J. O’Brien and Jason M. Allen/AINW Date Recorded: November 2006 Pg 2 Appendix to Archaeological Investigations Northwest, Inc. Report No. 1740 Property Name: KEX Transmitter Facility Street Address: 9415 SE Lawnfield Road City, County: Clackamas, Clackamas Architect, Builder or Designer (if known): Owner: Private Local Government State Federal Other Description of Property (including exterior alterations & approximate dates), Significance Statement, and Sources. (Use continuation sheets if necessary): Physical Description The KEX Radio Transmitter Facility is located at 9415 SE Lawnfield Road in Clackamas, Oregon east of the Southern Pacific Railroad right-of-way and southeast of Interstate 205. The facility is located in an open, grassy bottomland at the west foot of Mount Talbert. The generally vicinity is lightly populated with mixed commercial and industrial uses. The KEX transmitter building is low in profile, and essentially square in plan. It was designed in the Streamlined-Moderne style which emphasized low profiles, flat roofs, minimalist detailing (usually in relief), stream-lined motifs, and smooth exterior surfaces. The body of the building is sheltered by a low-pitched shed roof with shallow overhanging eaves. A pent roof abuts the upper façade wall, which breaks the wall into two horizontal elements. The pent roof shelters a small segment of the main mass. Scoring on the smooth-surfaced masonry walls between the vertical multi-light steel sashes create a horizontal band which wraps around the east and south elevations (which are visible from the street). The west elevation makes use of glass block in the windows, also a common feature of this style of architecture. The horizontal band is contrasted with the entry, which forms a square made up of double doors and a glass-block side light. Three small square lights are stacked vertically on each double door. Signage consists of the original block letters “KEX” placed above the entry along the setback upper wall. The building’s exterior retains historic integrity as does its immediate setting, consisting of open grassy fields. Three radio towers are spaced in a line approximately 151.5 meters (m) (500 feet [ft]) north of the transmitter building. The radio towers, installed in 1947, are the original the Blaw-Knox Vertical Radiator towers. The steel lattice towers are four- legged square radiators that are secured by guy wires attached at the mast midpoint and anchored to the ground. This center-guyed tower style is fairly rare; there are no others known to be in use in the Portland area (Nielsen 2006). The steel lattice towers connect to concrete bases by means of pivot attachments, and each is electrically insulated from the ground (Hairston 2006). Tuning houses (equipment sheds) are found at the base of each tower to monitor the tower’s operation. The underground copper grid, essential for AM ground radio-wave conductivity, remains in place beneath the surface of the property. Significance Statement The KEX transmitter building and tower ensemble is recommended to be eligible for listing in the National Register of Historic Places under Criterion C, for having distinctive characteristics of a type of architectural technology. The ensemble is an intact AM radio transmitting facility which includes a radio transmitter building and three radio towers (each with a small equipment shed at its base). The KEX transmitter building and tower ensemble retain their historic integrity and setting. The facility remains in use by the original radio station for which it was built in 1947. The current KEX radio transmitting facility is the third transmitting site used by KEX. The first KEX transmitter building is no longer extant. KEX next shared the older KGW radio transmitter building (1931), which was recently demolished, as were its associated vertical radiator towers. The 1947 KEX transmitter building is one of the oldest, intact Moderne style transmitter buildings in the state. The ensemble retains the original Blaw-Knox vertical radiator towers, also built in 1947. The three towers are examples of the center-guyed style radiator, rare in the Portland area and possibly in the Pacific Northwest (Neilson 2006). The towers are intact and are significant as rare examples of the center-guyed tower. In addition, the underground copper grid, required for AM transmission, remains in place, and is a contributing element. As an intact ensemble, the KEX facility is an excellent example of AM radio transmission technology. Historical Background Broadcast radio technology began in the late nineteenth century, but public radio broadcasting did not begin in earnest until after World War I, when a ban on amateur broadcasts was lifted. The first licensed public broadcasting station was KDKA in Pennsylvania in 1920. By the end of 1922, there were 500 to 600 licensed stations in the United States. This was the year of the “great radio boom” (Douglas 1987:69), when KGW in Portland began broadcasting as the twelfth licensed station on the west coast (Chapman, Ellis, and Evans-Hatch 1998:1-3). OREGON INVENTORY OF HISTORIC PROPERTIES SECTION 106 DOCUMENTATION FORM Individual Properties Surveyor/Agency: Elizabeth J. O’Brien and Jason M. Allen/AINW Date Recorded: November 2006 Pg 3 Appendix to Archaeological Investigations Northwest, Inc. Report No. 1740 Property Name: KEX Transmitter Facility Street Address: 9415 SE Lawnfield Road City, County: Clackamas, Clackamas Most of the early stations were run by newspapers, department stores, colleges and municipalities. Broadcasts were made from homes, schools or stores. The transmission equipment and antennas were typically in or near the broadcast station. Some of the stations began building separate transmission buildings and antennas between the 1920s and 1940s (Chapman, Ellis, and Evans-Hatch 1998:1-3). KEX radio station entered into the broadcasting world before radio broadcasting’s “Golden Age” (generally between 1930 and 1950). It was established in 1926 by the Western Broadcasting Company, which was owned by Vincent I. Kraft’s Northwest Radio Supply Company in Seattle. The station went on-air in late December, 1926, operating on 670 kiloHertz wavelength with 2,500 watts of broadcasting power. Initially, the radio station was located in downtown Portland at the Terminal Sales Building and the transmitter was positioned fives miles east on NE Glisan St. and 122nd Avenue. The brick transmitter building (no longer standing) was probably the first building in Portland specifically constructed for a large radio transmitter (Chapman, Ellis and Evans-Hatch 1998:17). Although the station was authorized to operate, it had not yet obtained a license because new radio laws were pending regarding the government’s control of radio broadcasting. Due to this gap in government authority, the station was able to pick the optimal wave-length location at 670 kiloHertz. The station operated only several hours a day, and was unable to sell commercial time. Other difficulties centered on complaints that the station’s broadcasts interfered with other station’s broadcast frequencies and the station was suspected of using more power than it was authorized to use. The KEX frequency was changed many times in the next several years (Patillo 1994:1-4). Probably the most prominent and nationally recognized KEX radio personality was Mel Blanc. He and his wife Estelle produced a popular radio program on KEX between 1933 and 1935 called “Cobwebs and Nuts.” Because of a limited program budget, Blanc performed most of the characters on the show. He later credited the program for bolstering his repertoire of voices and characters. Blanc moved to Hollywood in 1935 and eventually achieved fame as the “man of a thousand voices” in radio and television broadcasting, and cartoons (Los Angeles Times 1989). As the radio industry expanded and evolved, KEX station ownership, its broadcast frequency, and affiliations changed. The Oregonian Publishing Company acquired the station in 1933 as a sister station to their KGW radio station. As a part of the acquisition, KEX radio station was moved to the Oregonian Building, and the radio transmitter was moved to the North Portland transmitter station site used by KGW (recently demolished). The radio’s transmission frequency was changed to 1190 kiloHertz due to frequency relocations resulting from the 1941 North American Radio Broadcasting Agreement (NARBA) treaty (Patillo 1994:1-4). Oregonian Publishing Company sold KEX to Westinghouse Radio Stations, Inc. in 1944 and plans were started to build a new transmitting facility. A 46-acre parcel was purchased in Clackamas, Oregon in 1944, located on flat, wet ground to facilitate conductivity for the underground copper grid required for AM transmission. The intent was to convert the 5,000- watt station into a 50,000-watt, full-time directional broadcasting operation. Westinghouse had the building constructed in 1947, and all new Westinghouse equipment was installed including a Westinghouse (type 50-HG) transmitter. The original transmitter was replaced by a Harris DX 50 transmitter in 1992 (Weiss 2006). To operate at the higher power, three Blaw-Knox 455 foot guy-wired towers were erected. Blaw-Knox towers such as the ones at the KEX transmitting facility were designed and fabricated by the Blaw-Knox company based in Pittsburgh, Pennsylvania. The Blaw-Knox company introduced towers to the market in 1927 and many were installed in the 1930s as the radio broadcasting industry expanded. The KEX towers are Blaw-Knox Vertical Radiators and they were erected by Tower Sales and Erecting Company of Portland, Oregon (Patillo 1-4:1994; Wikipedia 2006: Neilson 2006). KEX continues to generate in the Clackamas location, using the original building and radiator towers. KEX is the only station in the Portland area that operates at 50,000 watts during the day and night, which categorizes it as a Class A radio station. The center tower functions 50,000 watts during the day, and all three are used at night. KPOJ also uses the towers; the end towers operate at 25,000 watts during the day and the center and east towers transmit KPOJ broadcasts during the night (Nielsen 2006). Sources Chapman, Judith S., David V. Ellis, and Gail Evans-Hatch 1998 Cultural Resources Investigations for A Proposed New Multnomah County Correctional Facility, Portland, Oregon. Archaeological Investigations Northwest, Inc. Report No. 155. Prepared for Adolfson Associates, Inc. and Multnomah County, Portland, Oregon. 1999 OREGON INVENTORY OF HISTORIC PROPERTIES SECTION 106 DOCUMENTATION FORM Individual Properties Surveyor/Agency: Elizabeth J. O’Brien and Jason M. Allen/AINW Date Recorded: November 2006 Pg 4 Appendix to Archaeological Investigations Northwest, Inc. Report No. 1740 Property Name: KEX Transmitter Facility Street Address: 9415 SE Lawnfield Road City, County: Clackamas, Clackamas Sources, continued Douglas, George H. 1987 The Early Days of Radio Broadcasting. McFarland & Company, Jefferson, North Carolina, and London. Hairston, W. Watt 2006 Blaw-Knox Diamond Radio Towers. Electronic document. Available, http://hawkins.pair.com/blaw-know.html, accessed October 31, 2006. Los Angeles Times [Los Angeles, California] 1989 Mel Blanc Obituary. 11 July. Los Angeles, California. Patillo, Craig 1994 History of Portland Radio Stations. Ms. on file, Multnomah County Library, Portland, Oregon. Wikipedia 2006 Blaw-Knox tower. Electronic document. Available, http://en.wikipedia.org/wiki/Blaw_Knox_Tower, accessed October 31, 2006. OREGON INVENTORY OF HISTORIC PROPERTIES SECTION 106 DOCUMENTATION FORM Individual Properties Surveyor/Agency: Elizabeth J. O’Brien and Jason M. Allen/AINW Date Recorded: November 2006 Pg 5 Appendix to Archaeological Investigations Northwest, Inc. Report No. 1740 Property Name: KEX Transmitter Facility Street Address: 9415 SE Lawnfield Road City, County: Clackamas, Clackamas View: Transmitter Building (1947), south (left) and east (right) elevations. The view is to the northwest. View: Three KEX Blaw-Knox vertical radiator towers (1947), view to the northwest. OREGON INVENTORY OF HISTORIC PROPERTIES SECTION 106 DOCUMENTATION FORM Individual Properties Surveyor/Agency: Elizabeth J. O’Brien and Jason M. Allen/AINW Date Recorded: November 2006 Pg 6 Appendix to Archaeological Investigations Northwest, Inc. Report No. 1740 Property Name: KEX Transmitter Facility Street Address: 9415 SE Lawnfield Road City, County: Clackamas, Clackamas View: Equipment sheds at bases of transmission towers. The view is to the northwest. Transmission Towers & Equipment Sheds KEX Radio Transmitter Bldg N 0 40 80 120 16020 Meters 0 160 320 480 64080 Feet KEX Radio Transmitter Facility N 0 1mi 0 1km OREGON INVENTORY OF HiSTORIC PROPERTIES SECTION 106 DOCUMENTATION FORM Individual Properties AgeneylPro/eCI: Claockamas County, OOOTlSuMse Project, 1-205 10 R<>d< Cr",", June!klo (Highway 21 2/224) Property Name: Dryden's Super Service Tex""" Station Streel Address: 13565 SE Highway 212 USGS Quaa Name' GI&dsIOllfl, Oregon 7,S-minute TQWIlship; 2 Sooth Ran\l8; 2 East Section, 11 This property is part of a OOi.tricl OGrou~nsemble(see Irlstrvctions) Name of Oistricl 0< GroupO-iglEnsemble: NlA Number and Tl'll8 of Associaled Resources In GrouplngIEnsemble; NlA Currenl Use: SlOrags Arch~ech"al CIa."rlCMklo I Resource Tl'll8' ModGmeIBuildlr.g Wfndow Type & Malerlal: MUlt~lighl saslllwood RooI Tl'll8 & Malenal, Flat ...;th ~petlunknown Condilloo: OExce1lenl 0Good OFaiI' OPoor ConSlruction Dale, Ca, '955 AU"",tlons & Dales, Moved 1969-1919 &terior Surf&ee Maletlab: pe.-y. onarneIeorth, p",lImlnary National R.glst.r Finding", O".tlonal Rl'\Ilsto, ~Sl'" OPO""ll.~y ElIglblo: O,_y [Jo. J)1IrI '" DWtk:l 0"01 Ellg"''': Din CU'l'en! 5131. 01roM [)...oeko 000IincIl0n Sl.l. Historic Pr........allon Dlllce Comm.n!., ,3C",",u, 000 "01 Cone"': OPO/ent;oIt; Eligible IndiYIaIly _ "Ql,JeWA~_ Common": ~ "----.J SUOn M M«tIloJtffl ~ 1<>~In_~ _st, I..., Rej>O