Chapter 4 Existing Transportation Conditions

Transcription

1 Chapter 4 Existing Transportation Conditions Regional Transportation System I-5 in Lewis County Source: Washington State Department of Transportation The Southwest Washington Regional Transportation Planning Organization (SWRTPO) regional transportation system is a complex and expansive Multi-modal network that supports the region s economic base and the demand for personal travel. The transportation network facilitates the movement of people throughout the region for purposes of traveling to places of employment, education, recreation, and for personal needs. Beyond people, the transportation network is essential for the movement of goods and continued economic development. Goods and freight are transported to, from, and through the region with major intermodal centers located primarily in Aberdeen, Kalama, and Longview. The regional transportation system is comprised of ten types of facilities as listed in the sidebar. Together these facilities create an interconnected, regional, multimodal transportation system DEFINING THE REGIONAL TRANSPORTATION SYSTEM Active Transportation 1. All Bicycle and Pedestrian Facilities Freight 2. Roadways, Freight Railroads, and Waterways classified in the Freight & Goods Transportation System 3. Marine Ports 4. Other Ports and Airports (a part of the regional transportation system for economic development or future freight capacity purposes) 5. Regional Pipelines Public Transportation 6. All Transit Routes and Facilities 7. Amtrak Passenger Rail 8. Ferries Roadways 9. All State Routes 10. All non-state Routes functionally classified as minor arterials or higher. Collectors (major or minor) with regional significance may also be included. Southwest Washington RTPO 38

2 This chapter of the Regional Transportation Plan provides an overview of existing transportation assets for each modal emphasis areas (active transportation, freight, public transportation, roadways) in the region. Active Transportation The first of four modal emphasis areas to be discussed is active transportation. This section provides an overview of the importance of active transportation and the three different types of facilities. The section concludes with a summary of existing facilities in the region. For detailed maps of existing facilities, please refer to the Chapter 4 Appendix. This section incorporates work completed in July 2016 with adoption of a regional Bicycle and Pedestrian Assessment. Importance of Active Transportation Bicycle and pedestrian facilities networks optimize walking, bicycling, and transit access. Completing the regional bicycle and pedestrian networks extends the reach of each of these transportation modes. For active travel, transitioning between modes is easy when wayfinding is coordinated; transit stops have shelters and places to sit; maps and mobile apps are available for all modes; safe and secure bicycle parking is provided at transit transfer centers and destinations; ample room is provided for bicyclists and pedestrians at shared facilities. Bicycle and pedestrian facilities are an integral component of the regional transportation system in the SWRTPO region. They provide a multitude of benefits for the region: public health, quality of life, access to employment, and recreational opportunities. There are numerous economic, social, health, and environmental benefits of active transportation. Walking and biking are transportation and recreation and very often they are both at the same time. Many people like to ride a bicycle to work because it relaxes them and provides them with exercise. Walking and bicycling to school can give children the opportunity to gain independence, socialize, and to engage in healthy activity. Running an errand by way of a park provides time to enjoy nature. With active transportation, the lines between utility and enjoyment are blurred one more benefit of active travel. Facility Types The active transportation infrastructure in the region is divided into three primary facility types. Definitions and guidelines listed for each facility type are based on national guidelines established by the American Association of State Highway and Transportation Officials (AASHTO) 1999 Guide of the Development of Bicycle Facilities and the National Association of City Transportation Officials (NACTO) Urban Bikeway Design Guide. The three facility types are as follows: Bicycle Lanes A bicycle lane refers to a section of the roadway that has been designed by striping, signing, and/or pavement markings for the preferential, or exclusive, use by bicyclists. Bicycle lanes are the appropriate and preferred bicycle facility for thoroughfares in both urban and suburban areas. Bicycle lanes are typically five to six feet in width (with four feet as a minimum). Bicycle Routes Bicycle routes are shared facilities that are posted with street signage and sometimes marked with pavement markings. Because bicycles may be operated on all roadways except where prohibited by statute or regulation, bike routes are open for travel by both bicycles and motor vehicles, and can accommodate cyclists in the existing lanes or along adjacent paved shoulders. Bicycle Paths Often referred to as shared-use paths, these are off-street facilities that are physically separated from motorized vehicular traffic by an open space or a barrier. These facilities are designed to minimize conflict Southwest Washington RTPO 39

3 between multiple users as well as possible intersections within the roadway network. Bicycle paths are typically 12 feet in width (10 feet minimum). Existing Facilities The SWRTPO region does not have an existing, connected active transportation network; however, the region offers a variety of bicycle and pedestrian facilities. These facilities range from bicycle routes, bicycle lanes, and off-road trails or paths. There are approximately 302 miles of existing bicycle and/or pedestrian facilities throughout the fivecounty region. These paths primarily serve recreational purposes. Most of these facilities are found in parks and abandoned rail right of ways. These paths provide particularly safe and aesthetically attractive routes with separation from motor vehicle traffic. The Longview-Kelso-Rainier Metropolitan Planning Organization (MPO) area has about 55 miles of existing bicycle or pedestrian facilities. For maps that show all of the existing active transportation facilities please refer to the Chapter 4 Appendix. Safety Pedestrian and bicycle crashes are used to assist in evaluating areas of improvement that benefit safety for non-motorized users. Often, persons choosing to walk, bike, or use an alternative mode of travel instead of the single occupant vehicle cites safety as a factor. Therefore, roadway system safety improvements can have measurable changes in non-motorized activity levels and promote not only safer streets with fewer injuries but encourage more use of the street by pedestrians and bicyclists. The Bicycle and Pedestrian Assessment completed in 2016 performed a detailed crash analysis focused solely on crashes that involved bicycles and pedestrians. The detailed analysis is replicated in this Regional Transportation Plan but is available as part of the Bicycle and Pedestrian Assessment available on the CWCOG website. Below is a summary of the conclusions from the crash analysis: Of 317 reported crashes from , pedestrians were involved in 55 percent of all crashes, whereas bicyclists were involved in 45 percent of the total crashes. About 10 percent of the total bicycle and pedestrian crashes resulted in injury (possible, evident, or serious). Pedestrian and bicycle crashes are more common on weekdays than weekends. Seventeen percent of all bicycle and pedestrian crashes occurred on a Thursday. In the Southwest Washington RTPO region, bicycle and pedestrian crashes tend to peak during summer or fall months, particularly in September. Bicycle crashes tend to occur along primary arterial corridors. Twenty-seven percent of bicycle-related crashes in the City of Longview occur along the State Route 4 corridor, running eastwest through the City. Twenty-eight percent of pedestrian versus car crashes occurred while pedestrians were in a marked crosswalk, where 64.5 percent of the total crashes occurred at intersections. Southwest Washington RTPO 40

4 Freight Transportation Assets The second modal emphasis area to be discussed is freight. The Southwest Washington RTPO region has an integrated multi-modal system of freight transportation assets, including highways and roads, freight rail, a marine waterway system and intermodal facilities including marine ports, and a pipeline system. The movement of freight across the region in terms of modes, commodities, origin-destination patterns, and volume is not only a key element of the economic vitality for the region, but also for the state. The Southwest Washington RTPO region is a critical link for freight movement in Washington. This section begins by describing the Freight and Goods Transportation (FGTS) System; a classification method for roadways, freight railroads, and marine waterways. After the discussion of FGTS and strategic freight corridors, the individual freight modes trucking (highways and roads); freight railways; marine systems (including ports); pipelines; and airports are reviewed. Strategic Freight Corridors The determination of strategic freight corridors is a use of the FGTS. A strategic freight corridor is defined in Washington State statutes as a transportation corridor of great economic importance within an integrated freight system that carried freight tonnages of at least: Four million gross tons annually on state highways, city streets, and county roads; Five million gross tons annually on freight railroads; and Two and one-half million net tons annually on waterways. Any highway or road, freight railroad, or marine system route classified T-1 or T-2, R-1, or W-1 through W-4 respectfully are considered a strategic freight corridor. Routes considered strategic freight corridors will be listed in the next three subsections. Freight and Goods Transportation System The Washington State Department of Transportation has published a Freight and Goods Transportation System (FGTS) report since 1995 with 2015 being the version used in this plan update. According to WSDOT, the FGTS is used to classify roadways, freight railroads, and waterways by the gross tonnage carried in a year. There are five classifications each for roadways, freight railroads, and waterways. Table 4A-3 in the Chapter 4 Appendix includes a description of the FGTS classifications. Southwest Washington RTPO 41

5 Highways and Roads This subsection describes the regional freight assets on highways and roads. Movement of goods in the SWRTPO region relies on highways and roads for long-distance transport as well as for urban goods delivery (i.e. transport from warehouses or intermodal freight terminals to final destinations). Trucks are used on all state routes in the SWRTPO region. Trucks play a role not only in the distribution of local freight and deliveries, but also as an integral part of the intermodal logistics for the region and the state as a whole. Trucking logistic centers (where intermodal transfer occurs) are centered on all the major freight generators in the region including manufacturing, warehousing, distribution facilities, and rail yards. In terms of highways and roads in the region, the following state routes are considered strategic freight corridors. I-5, Cowlitz and Lewis Counties SR 8, Grays Harbor County US 12, Grays Harbor and Lewis Counties US 101, Grays Harbor County SR 432, Cowlitz County SR 433, Cowlitz County There are significant differences in the amount of annual gross tonnage and truck traffic on state routes in the SWRTPO region. Excluding I-5, State Route 432 in Cowlitz County carries the largest volumes of annual gross tonnage. State Route 506 in Cowlitz and Lewis Counties carries the lowest volumes of annual gross tonnage. Table 4A-1 in the Chapter 4 Appendix provides the FGTS classification (T-1 through T-5), average annual truck volumes, annual gross tonnage, and percentage of trucks for all state routes in the region. Truck Freight Economic Corridors Besides strategic freight corridors, freight routes may also be classified as a truck freight economic corridor. A truck freight economic corridor is a highway or road important to commerce in Washington State. WSDOT has created four criteria that are used when designating whether a route is a truck freight economic corridor. Please refer to the Chapter 4 Appendix for a detailed list of the truck freight economic corridor designation criteria. The following maps show the truck freight economic corridors in the SWRTPO region and the Longview-Kelso-Rainier MPA. Southwest Washington RTPO 42

6 Figure 4-1: Southwest Washington RTPO Truck Freight Economic Corridors Figure 4-2: Longview-Kelso-Rainier MPO Truck Freight Economic Corridors Southwest Washington RTPO 43

7 National Highway Freight Network The federal FAST (Fixing America s Surface Transportation) Act established a new National Highway Freight Network (NHFN). According to the Washington State 2017 Freight System Plan, the NHFN was recently established by the United States Department of Transportation as a way to strategically direct federal resources and policies toward improved performance of highway portions of the freight system. There are four components of the NHFN. 1. Primary Highway Freight System (PHFS): This is a network of the most critical highways including the interstate system. 2. Interstates not considered part of the Primary Highway Freight System. 3. Critical Urban Freight Corridors 4. Critical Rural Freight Corridors The last two components, critical urban/rural freight corridors are discussed in the next subsection. Critical Urban/Rural Freight Corridors A critical urban freight corridor is a public road in an urbanized area providing access to the PHFS and a connection from the Interstate Highway System to ports and intermodal facilities. The SWRTPO region has one designated critical urban freight corridor, SR 432 in Cowlitz County. This urban route was designated by the state in consultation with the Longview-Kelso-Rainier MPO. Critical rural freight corridors are a public road outside of an urbanized area providing access to the PHFS and a connection from the Interstate Highway System to ports and intermodal facilities. There are two critical rural freight corridors in the SWRTPO region, US 12 and 101 in Grays Harbor County. These rural routes were designated by the state. For more details on the designation criteria for critical urban/rural freight corridors, please refer to the Chapter 4 Appendix. After trucking (highways and roads), freight railways are the next freight mode to be discussed. Freight Railways Railways in Washington State play a major role in the movement of a broad range of products and commodities from consumer electronics to heavy bulk goods. By handling these products for import and export, and local production and consumption, Washington s rail system plays a key role in moving these products to consumer markets. In 2014, Washington s rail system moved over 118 million tons of freight. For the SWRTPO region, it is difficult to determine an exact amount of tonnage moved regionwide by rail given most data is proprietary. Rail tonnage information is publicly available only when aggregated to a larger geographic area. The federal Surface Transportation Board (STB) publishes railroad annual tonnage data for public use, but aggregates the five-counties of the SWRTPO region into one of two much larger Business Economic Areas (BEA). Cowlitz and Wahkiakum Counties are included in the Portland-Salem, OR-WA BEA. Grays Harbor, Lewis, and Pacific Counties are included in the Seattle- Tacoma-Bremerton, WA BEA. In both BEAs many more products are imported rather than exported by rail since much more freight terminates than originates here. It is probably reasonable to expect the SWRTPO and Longview-Kelso-Rainier MPA regions would see similar import versus export trends, if tonnage data was publicly available by county. Southwest Washington RTPO 44

8 Originating in Portland-Salem, OR-WA Business Economic Area (Exports) Terminating in Portland-Salem, OR-WA Business Economic Area (Imports) Originating in Seattle-Tacoma- Bremerton, WA Business Economic Area (Exports) Terminating in Seattle-Tacoma- Bremerton, WA Business Economic Area (Imports) Total Carloads 2, ,385 16,860 78,102 Total Tonnage 148,389 Tons 12,543,726 Tons 453,079 Tons 7,355,101 Tons Freight Revenue $10,896,452 $594,041,932 $33,346,244 $389,880,511 Table 4-1: Total Carloads, Tonnage, and Revenue for Portland-Salem, OR-WA and Seattle-Tacoma-Bremerton, WA Business Economic Areas, 2014 Source: Surface Transportation Board (STB) Public Use Waybill Sample Notes: (1) Portland-Salem, OR-WA BEA includes Washington Counties of Clark, Cowlitz, Klickitat, Skamania, and Wahkiakum as well as the Oregon Counties of Benton, Clackamas, Clatsop, Columbia, Crook, Deschutes, Hood River, Jefferson, Lincoln, Linn, Marion, Multnomah, Polk, Sherman, Tillamook, Wasco, Washington, and Yamhill. (2) Seattle-Tacoma-Bremerton, WA BEA includes Washington Counties of Clallum, Grays Harbor, Island, Jefferson, King, Kitsap, Lewis, Mason, Pacific, Pierce, San Juan, Skagit, Snohomish, Thurston, and Whatcom. The next two subsections provide a description of the two types of railroads in the region. In the Chapter 4 Appendix there is a map of the active rail lines of the SWRTPO and MPA regions (Figure 4A-19). Class I Railroads The Class I railroads main routes are the arterials of the region s rail network. These railroads carry millions of carloads of commodities each year and are responsible for moving the vast majority of freight handled by rail into, out of, within, and through the region. Class I railroads connect short line railroads to the national rail network and host passenger rail service. There are two Class I railroads, BNSF Railway and Union Pacific (UP) in this region. The main line railroads in Cowlitz and Lewis Counties are considered strategic freight corridors. Class III Short Line Railroads Class III short line railroads act as the originating and terminating railroads for a percentage of all rail shipments, often providing the first or last link in business-to-business delivery by providing the intensive switching operations that are not profitable for Class I railroads. Short line tracks must handle 286,000-pound capacity railcars and container shipment in order to interface effectively with Class I railroads. Two industry trends are having a huge impact on the short- and long-term competitiveness and viability of the short line railroads: 1. Lack of investment to maintain and improve the system, including replacement of obsolete track components, bridges, and crossings that will allow the use of newer, more efficient 286,000-pound rail cars that are now standard rolling stock on the main lines; and 2. Gains in productivity with the operation of unit trains and shuttle trains for movement of commodities on the main lines is resulting in demands on the short lines to accommodate increased capacity in transload and storage facilities. According to WSDOT, maintenance and modernization needs of the short line railroads is estimated at $610,000,000. Southwest Washington RTPO 45

9 This region has three short line railroads (two in Washington and one in Oregon); these are Puget Sound and Pacific Railroad, Columbia and Cowlitz Railway, and the Portland and Western Railroad. Rail Freight Economic Corridors As explained at the beginning of Chapter 4, the Washington State Department of Transportation classifies railroads using the FGTS. There are five classifications for railroads in the FGTS (R-1 through R-5) depending on the annual gross tonnage carried. All rail lines that carry more than 100,000 tons annually, those classified R-1 to R-4 are considered rail freight economic corridors. Figures 4-3 and 4-4 show the rail freight economic corridors in the SWRTPO and MPA regions. The main line railroads in Cowlitz and Lewis Counties are classified as R-1 meaning these lines carry more than 5 million tons per year. The short line railroads in Cowlitz (Longview area) and Grays Harbor Counties are classified as R-2. Figure 4-3: Southwest Washington RTPO Rail Freight Economic Corridors Southwest Washington RTPO 46

10 Two of the freight modes have now been discussed. The discussion in the next subsection will focus on the third freight mode, the marine system. Marine System The marine freight system in the SWRTPO region consists of the Pacific Ocean and the western portion of the Columbia- Snake River System. These waterways are strategic freight corridors. The marine system consists of waterways, ports, and intermodal landside connections that allow the road and rail systems to move freight to and from the water. The waterway portion of the marine system will be discussed first followed by marine ports. Other non-marine ports will be discussed as well given their importance to regional economic development. Waterway Freight Economic Corridors As discussed earlier, the FGTS classifies waterways W-1 (most tonnage) through W-5 (least tonnage). All waterways regardless of their FGTS classification are considered a waterway freight economic corridor. Figure 4-5 shows the waterway freight economic corridors in the region, Grays Harbor and the Columbia-Snake River System (the portion from the Pacific Ocean to Vancouver). Figure 4-4: Longview-Kelso-Rainier MPO Rail Freight Economic Corridors Southwest Washington RTPO 47

11 Figure 4-5: Southwest Washington RTPO Waterway Freight Economic Corridors Southwest Washington RTPO 48

12 Grays Harbor is classified as W-4, carrying 2,570,919 tons annually. The Columbia-Snake River System (Pacific Ocean to Vancouver) is classified as W-1 carrying over 55 million tons per year. Ports There are twelve (12) ports located within the five-county region. The geographic distribution of the ports by county is as follows. Cowlitz County - 3 ports Grays Harbor County - 1 port Lewis County - 2 ports Pacific County 4 ports Wahkiakum County 2 ports Figure 4-6 shows the location of the ports across the region. Figure 4-6: Southwest Washington RTPO Ports Southwest Washington RTPO 49

13 International Trade Class I Rail Access Commercial Fishing Seafood Processing Marina Industrial Park(s) Camping Day-Use Park(s) Three of the ports in the region are deep-draft ports located on the Pacific Ocean or Columbia River capable of handling ocean-going vessels. These ports are referred to as marine ports given their primary use is international trade. Aside from international trade, ports in the Southwest Washington RTPO are involved in tourism, recreation, and commercial fishing. Table 4-2 summarizes the ports in the region by major activity categories. Marine Ports Port of Grays Harbor X X X Port of Kalama X X X X X Port of Longview X Other Ports Port of Centralia X X Port of Chehalis X X Port of Chinook X X X Port of Ilwaco X X X Port of Peninsula Port of Wahkiakum County No. 1 X X Port of Wahkiakum County No. 2 X X X Port of Willapa Harbor X X X Port of Woodland Table 4-2: Southwest Washington RTPO Ports Activities by Key Categories Source: CWCOG For a detailed discussion of the activities, revenues, and expenses at each port please refer to the Chapter 4 Appendix. Further information on international trade at the three marine ports is discussed next. X X Southwest Washington RTPO 50

14 International Trade The Ports of Kalama, Longview, and Grays Harbor (Aberdeen-Hoquiam) are the three marine ports in the SWRTPO and MPA regions. A primary use at these ports is international trade. According to the US Census Bureau s USA Trade Online Database these three ports are ranked fourth (4 th ), fifth (5 th ), and sixth (6 th ) in the State of Washington in terms of total value of imports and exports for Only the Ports of Tacoma, Seattle, and Vancouver are ranked higher than these three ports. Economic activity at the three marine ports can be examined using the amount of assessable (revenue) tonnage that is discharged (unloaded) from, or loaded onto, vessels. From , the Ports of Longview and Grays Harbor have seen a significant increase in the tonnage discharged from vessels and a very slight decline in total tonnage loaded. The Port of Kalama is the opposite; a significant increase in tonnage loaded and a very slight decline in tonnage discharged. The table below provides more details on total assessable tonnage by port, by year, and by type of cargo Percent Change 2012 to 2016 Cargo Type Discharged Loaded Discharged Loaded Discharged Loaded Discharged Loaded Discharged Loaded Discharged Loaded Port of Grays Harbor General 2, ,269 9,475 51,979 28,257 21,661 8,171 Lumber/Logs 21, ,875 15,983 97,500 17,680 44,845 Autos 72, ,707 92,943 1,118, ,503 1,353, , , ,731 Bulk 25,437 1,633,932 27,520 1,844,028 27,578 1,818,669 31,652 1,558,265 51,036 1,939,419 Total All Cargo 100,374 2,763, ,938 3,148, ,064 3,297,610 31,652 2,551, ,543 2,608,166 51% -6% Port of Kalama General 393,464 63, ,514 15, , , ,062 Bulk 10,125,351 9,006,051 9,290,324 11,638,409 13,900,868 Total All Cargo 393,464 10,189, ,514 9,021, ,680 9,290, ,729 11,638, ,062 13,900,868-14% 36% Port of Longview Southwest Washington RTPO 51

15 Percent Change 2012 to 2016 Cargo Type Discharged Loaded Discharged Loaded Discharged Loaded Discharged Loaded Discharged Loaded Discharged Loaded Containers 4, General 60,101 35,301 45, ,883 33, ,048 90, ,350 71,926 70,259 Lumber/Logs 20, ,231 15,299 1,315,542 22,304 1,139,288 30, ,165 9, ,690 Bulk 170, , ,069 1,046, ,268 1,225, ,678 1,449, ,610 1,087,554 Total All Cargo 255,979 2,092, ,725 2,484, ,149 2,498, ,862 2,477, ,986 2,051,571 79% -2% Table 4-3: Marine Port Assessable Tonnage, Source: Pacific Maritime Association, Research Department Another way to look at economic activity can be to review the number of vessel calls per year. The table below lists the vessel and/or barge calls at the three ports from The Port of Kalama is the only port with increases in vessel calls Port of Grays Harbor Percent Change Vessel Calls % Barge Calls % Port of Kalama Vessel Calls % Port of Longview Vessel Calls % Table 4-4: Vessel and/or Barge Calls Airports No airports in the SWRTPO or MPA regions serve freight transportation needs. However, some of the airports in the future may be able to expand their services to include cargo (freight) transport. Airports in the SWRTPO region provide medical transport, aerial surveying, wildland firefighting, civil air patrol, and/or flight training services. Some of the airports in the region provide no services. Southwest Washington RTPO 52

16 The Washington State Department of Transportation Aviation Division developed an updated state-specific classification system as part of the 2017 Washington Aviation System Plan (WASP). The updated state-specific classifications are: Regional, Community, Local, and General Use and are described in Table 4A-17 in the Chapter 4 Appendix. There are 13 airports in the region as listed in Table 4-5 and shown in Figure 4-7. The Chapter 4 Appendix provides further details on each airport including activities and operations. Facility County WASP Classification Southwest Washington Regional Airport Cowlitz Community Woodland State Airport Cowlitz Community Bowerman Field Grays Harbor Regional Elma Municipal Airport Grays Harbor Community Ocean Shores Municipal Airport Grays Harbor Local Westport Municipal Airport Grays Harbor Local Copalis Beach Airport Grays Harbor General Use Chehalis-Centralia Airport Lewis Regional Ed Carlson Memorial Airport Lewis Community Strom Field Lewis Local Packwood Airport Lewis Local Port of Ilwaco Airport Pacific Local Port of Willapa Harbor Airport Pacific Local Table 4-5: SWRTPO Airports Source: WSDOT Aviation Division, 2017 Washington Aviation System Plan Southwest Washington RTPO 53

17 Figure 4-7: Southwest Washington RTPO Airports Southwest Washington RTPO 54

18 Pipelines The most cost-efficient method of transporting petroleum and other products is via pipelines. The BP Olympic Pipeline transports petroleum and is the most significant pipeline in this region. There are other pipelines as well that carry natural gas or other products. Most of the other pipelines are operated by one of six companies (Cascade Natural Gas, K.B. Pipeline Company, Northwest Pipeline, LLC, Weyerhaeuser Company, Cardinal Pacific FG, and Puget Sound Energy) according to the Washington Utilities and Transportation Commission. BP Olympic Pipeline, operated by the Olympic Pipeline Company, carries petroleum from Blaine, Washington to Portland, Oregon. Currently there are four refineries that distribute 300,000 barrels per day via the BP Olympic Pipeline. The BP Olympic Pipeline is a 299-mile corridor with smaller pipelines branching off the main line. In total, the system includes 400 miles of pipe, 10 delivery sites, nine pumping stations, and 23 terminals. Through Cowlitz and Lewis Counties, the BP Olympic Pipeline is about 65.5 miles in length. While the BP Olympic Pipeline is a significant method of transporting petroleum, crude-by-rail transport has increased exponentially across the country and throughout the SWRTPO and MPA regions. Figure 4-8: Southwest Washington RTPO Petroleum and Natural Gas or Other Pipelines Southwest Washington RTPO 55

19 The discussion in this section has been on the five freight modes in the RTPO and MPA regions including trucking (highways and roads), freight rail, the marine system, airports, and pipelines. Now the discussion will turn to the third emphasis area, public transportation. Public Transportation Transit and Other Public Transportation Providers Public transportation plays a key role in connecting residents to jobs, education, essential services, and other major destinations. In total 18 different agencies provide or manage public transportation services in the region. There are services in urban, small urban, and rural communities. The agencies include transit agencies with fixed-route and demand-response services, transit agencies with only fixed-route service, nonprofit/tribal agencies, and transportation brokers as indicated in the following list. The SWRTPO and MPO work closely with public transportation providers across the region and WSDOT and ODOT. These partnerships are vital to the coordinated effort in the region aimed at improving and creating stronger connections between public transportation and other modes of travel. In the following subsections are summary tables with information for each service provider. Further details beyond these tables is available in the Chapter 4 Appendix. Transit Agencies (fixed-route and demand-response) There are 9 transit agencies across the SWRTPO and MPA regions that provide fixed-route and demand-response services. The first table below lists details on fixed-route service with the second table providing number of passenger trips and total annual miles for demand-response service. Nine (9) transit agencies with fixed-route and demand-response services. Two (2) agencies, LEWIS Mountain Highway Transit and the Quinault Indian Nation, with only fixed route service. Four (4) nonprofit/tribal agencies providing transportation services to the elderly, disabled, and/or low-income individuals. Three (3) transportation brokers (Human Services Council, Paratransit Services, Olympic Area Agency on Aging) that manage contracts, but are not the service provider. It is important to note that LEWIS Mountain Highway Transit will be shutting down in 2019 and the Quinault Indian Nation is likely to make changes to their service to better tailor it to current needs, but these changes are not known at this time. Southwest Washington RTPO 56

20 Public Transportation Provider Fixed Routes in RTPO/MPO 2016 Passenger Trips (fixed) 2016 Total Miles (fixed) County (or Multi-County) Service Area CC Rider (CCR) 3 69, ,108 Yes RiverCities Transit (RCT) Grays Harbor Transit (GHT) Communities Directly Served in Region Kelso, Longview, Rainier Communities Served Outside the Region Clatskanie, St. Helens, Scappoose, Portland Connections to Fixed Route Providers (# / Providers) 4 (RCT, Sunset Empire [in Oregon], WOTM, LCCAP) 9 396, ,564 No Kelso, Longview N/A 3 (CCR, LCCAP, WOTM) , ,078 Yes All Gray Harbor County Cities, Centralia Olympia 5 (Intercity Transit [in Olympia], PT, RT, ST, TT) Twin Transit (TT) 4 221, ,673 No Centralia, Chehalis N/A 3 (GHT, LMHT, RT) Pacific Transit (PT) 5 109, ,506 Yes Wahkiakum on the Move (WOTM) Lower Columbia CAP (LCCAP) 2 2,496 90,150 Yes 2 29, ,732 Yes All Pacific County Cities, Aberdeen Cathlamet, Naselle, Longview Longview, Kalama, Woodland, Castle Rock Astoria N/A Vancouver 3 (GHT, Sunset Empire [in Oregon], WOTM) 4 (CCR, LCCAP, PT, RCT) 4 (C-TRAN [in Vancouver], CCR, RCT, WOTM) Rural and Tribal Transportation (RT) (NP) (NP) (NP) (NP) (NP) (NP) (NP) Squaxin Transit (ST) 1 (NP) (NP) Table 4-6: Southwest Washington RTPO Transit Agencies Fixed Route Services No Elma, McCleary Shelton Note: (NP) Service Provider did not provide the information through the Public Transportation Provider Data Collection Survey. Source: CWCOG Public Transportation Provider Data Collection Survey, (GHT, Mason Transit [in Shelton], Intercity Transit [in Olympia]) Southwest Washington RTPO 57

21 Public Transportation 2016 Passenger 2016 Total Miles Provider Trips (on-demand) (on-demand) CC Rider 14, ,948 RiverCities Transit 49, ,479 Grays Harbor Transit 60, ,906 Twin Transit 10,689 55,219 Pacific Transit 14, ,773 Wahkiakum on the Move 604 N/A Lower Columbia CAP 1,981 64,456 Rural and Tribal Transportation (NP) (NP) Squaxin Transit (NP) (NP) Table 4-7: Southwest Washington RTPO Transit Agencies Demand-Response Services Note: (NP) Service Provider did not provide the information through the Public Transportation Provider Data Collection Survey. Source: CWCOG Public Transportation Provider Data Collection Survey, 2017 Transit Agencies (fixed route only) Included below is service information for the 2 transit agencies with only fixed-route service. Public Transportation Provider Lewis Mt Hwy Transit (LMHT) Quinault Rez Racer (QRR) Fixed Routes in RTPO 2016 Passenger Trips (fixed) 2016 Total Miles (fixed) County (or Multi- County) Service Area 1 8, ,951 No 1 (NP) (NP) No Table 4-8: Southwest Washington RTPO Fixed Route Only Transit Providers Communities Directly Served in Region Glenoma, Morton, Mossyrock, Packwood, Randle, Silver Taholah and Qui-nai-elt Village (Quinault Indian Reservation), Aberdeen, Moclips, Pacific Beach Note: (NP) Service Provider did not provide the information through the Public Transportation Provider Data Collection Survey. Source: CWCOG Public Transportation Provider Data Collection Survey, 2017 Communities Served Outside the Region Connections to Fixed Route Providers Southwest Washington RTPO 58 N/A N/A 3 (GHT, RT, TT) 1 (GHT)

22 Nonprofit/Tribal Providers (demand-response only) Several nonprofit/tribal agencies provide transportation services including the Cowlitz Tribe, Catholic Community Services, Coastal CAP, and Disabled American Veterans. These services are usually for the elderly, low-income, or disabled. Public Transportation Provider Cowlitz Tribe Transit Services Catholic Community Services (Lewis County) 2016 Passenger Trips (on-demand) 2016 Total Miles (on-demand) County (or Multi-County) Service Area Service Name(s) 5, ,155 Yes / Cowlitz N/A 1,128 15,480 Yes / Lewis Volunteer Services (NP) (NP) Yes / Lewis Lewis Senior Transportation Catholic Community Services (Cowlitz/Wahkiakum Counties) Catholic Community Services (Grays Harbor, Pacific Counties) (NP) (NP) 2, ,325 Yes / Cowlitz and Wahkiakum Yes / Grays Harbor and Pacific Volunteer Services Volunteer Services 3, ,632 Yes / Grays Harbor, Lewis, and Pacific Paratransit Subcontractor Coastal CAP 5, ,443 Yes / Grays Harbor and Pacific ,494 Yes / Grays Harbor Driven to Opportunity Olympic Area Agency on Aging Senior Transportation Disabled American Veterans (DAV) (NP) (NP) Yes / Cowlitz, Grays Harbor, and Lewis N/A Table 4-9: Southwest Washington RTPO Demand-Response Nonprofit or Tribal Providers Note: (NP) Service Provider did not provide the information through the Public Transportation Provider Data Collection Survey. Source: CWCOG Public Transportation Provider Data Collection Survey, 2017 Southwest Washington RTPO 59

23 Passenger Rail Kelso Train Station Source: WSDOT The passenger rail system is an integral part of the region s multi-modal transportation system providing riders a safe, efficient alternative to Interstate 5. Given projected growth in traffic congestion in the future on Interstate 5, the Southwest Washington passenger rail corridor will play an important role in how people get from one place to another. The passenger rail services in the SWRTPO and MPA regions operate on BNSF-owned railroad lines. WSDOT and ODOT jointly manage Amtrak Cascades passenger rail service connecting Eugene, Oregon and Vancouver, British Columbia. This passenger rail corridor is 300 miles long within Washington State and about 70 miles within Cowlitz and Lewis Counties. The Amtrak Cascades service in the region includes: 2 stops (Kelso and Centralia) [see Figure 4-9] and 4 daily round trips between Seattle and Portland (2 additional daily round trips are scheduled to be added in the near future). Southwest Washington RTPO 60

24 Washington State Department of Transportation received nearly $800 million from the American Recovery and Reinvestment Act (ARRA) High- Speed Intercity Passenger Rail funds to invest in critical rail infrastructure projects with the goal of expanding and improving service. Out of 20 projects funded by the ARRA, three projects at Kelso Martin s Bluff are the only within this region. The Amtrak Cascades service prior to October 1, 2013 was funded by Amtrak and the States of Washington and Oregon. After October 1, 2013, all funding for the Amtrak Cascades is from ticket revenues and state funds. This change in funding explains a significant increase in operating costs between 2013 and The operating costs are available in the Chapter 4 Appendix as well as station performance for Kelso and Centralia. In addition to the Amtrak Cascades, the Coast Starlight (a long-distance route) provides service through Cowlitz and Lewis Counties with stops in Kelso and Centralia. The Coast Starlight operates one northbound and one southbound train daily in the SWRTPO and MPA regions. Figure 4-9: Southwest Washington RTPO Amtrak Train Stations An ongoing issue in this region is passenger rail delays and cancellations due to landslides, other environmental conditions, and congestion on the BNSF main line. Southwest Washington RTPO 61

25 Ferry Service Amtrak Cascades Train at Sommerville Road, North of Napavine Source: WSDOT Wahkiakum County Ferry Oscar B Source: Bill Wagner, The Daily News file photo Ferry service is a viable and important mode of transportation across water bodies in Washington State and in Oregon. Ferries allow people to travel in areas where bridges are not possible or feasible. Historically, many ferries traveled along the lower Columbia River. Today, only the Wahkiakum County ferry remains in service in the SWRTPO region. This ferry service remains a critical facility that connects people to jobs, education, and essential services. While the ferry is primarily used by motor vehicles, passengers on foot or bicycle can use the ferry as well. Southwest Washington RTPO 62

26 Figure 4-10: Southwest Washington RTPO Ferry Service Southwest Washington RTPO 63

27 The Wahkiakum County Public Works Department has operated the ferry service since 1925 with one run between Puget Island, Washington (south of Cathlamet on SR 409) and Westport, Oregon off US 30. The current ferry, Oscar B, went into service February 27, Oscar B has a larger capacity than the previous boat. Service is normally operated 365 days a year and keeps a schedule of approximately 18 daily runs. There have been maintenance issues with the Oscar B that have temporarily suspended service in recent years. The service runs on the hour from the Washington side and 15 minutes after the hour from the Oregon side starting at 5:00 AM and ending at 10:15 PM. The ferry provides an essential service when SR 4 (the only route through Wahkiakum County) is closed due to a landslide or other emergency. Tables 4A-66 and 4A-67 in the Chapter 4 Appendix provide current single trip fares and operating statistics for 2014 through Three of the four emphasis areas have now been discussed in this chapter. The fourth, and final, emphasis area is roadways and will be discussed next. Roadways the country to classify highways, roads, and streets. The seven categories of the FFCC are listed in Table Federal Functional Classification Code (FFCC) Description 1 Interstate 2 Other Freeway/Expressway 3 Other Principal Arterial 4 Minor Arterial 5 Major Collector 6 Minor Collector 7 Local Access Table 4-10: Federal Functional Classifications The total miles of all highways, roads, and streets in the RTPO and MPA regions per FFCC category are shown in Tables 4-11 and Local Access is not included in the tables since this category has no part in the regional roadway system. Roadways are a significant component of the multi-modal transportation system of the SWRTPO and Longview-Kelso-Rainier MPA regions. Access to roadways is critical for the majority of transportation assets in the region. The roadways in the region accommodate travel by public transit, personal vehicle, walking, and bicycling as well as allow for the movement of freight. Functional Classifications A functional classification system is an important part of transportation planning; it groups highways, roads, and streets by their service characteristics (such as land access, mobility, traffic volume). The Federal Functional Classification Code system is universally used across Southwest Washington RTPO 64

28 Federal Functional Classification Code (FFCC) Description Total Miles Federal Functional Classification Code (FFCC) Description Total Miles State Routes 1 Interstate Other Freeway/Expressway Other Principal Arterial Minor Arterial Major Collector Minor Collector 0.7 Non-State Routes 2 Other Freeway/Expressway Other Principal Arterial 19 4 Minor Arterial Major Collector Minor Collector 456 Table 4-11 : RTPO SR and Non-SR Total Miles Source: FCC Note: 'Total Miles' are calculated in ArcGIS by adding together the number of miles along each line segment. With divided highways, such as interstates, this technique means each travel direction plus exit ramps are included in the total miles calculation. State Routes 1 Interstate 26 2 Other Freeway/Expressway 9 3 Other Principal Arterial 40 4 Minor Arterial 13 5 Major Collector 0.24 Non-State Routes 2 Other Freeway/Expressway Other Principal Arterial Minor Arterial 39 5 Major Collector 77 6 Minor Collector 11 Table 4-12 : MPO SR and Non-SR Total Miles Source: FCC Note: 'Total Miles' are calculated in ArcGIS by adding together the number of miles along each line segment. With divided highways, such as interstates, this technique means each travel direction plus exit ramps are included in the total miles calculation. Maps showing all routes classified as minor collectors or higher in the RTPO and MPA regions are available in the Chapter 4 Appendix. Southwest Washington RTPO 65

29 Regional Roadway Network The Regional Roadway Network is comprised of the following. All State Routes regardless of functional classification. Non-State Routes with functional classifications of primary or minor arterial. Non-State Routes with functional classifications of major or minor collectors that are regionally significant. Collectors are considered regionally significant if federal funding has been awarded for a project on the route or the route itself meets the definition of regional significance in federal regulations (23 CFR ) or state law (RCW ). There are roads and streets in Cowlitz, Grays Harbor, Lewis, and Pacific Counties functionally classified as minor arterial or higher. In Wahkiakum County and Rainier, Oregon there are no roads or streets classified as at least minor arterials. Tables 4A-68 through 4A-71 in the Chapter 4 Appendix list all non-state routes in the RTPO and MPA regions classified as minor arterials or higher in order to convey the full extent of the Regional Roadway Network. While major or minor collectors may be included in the regional network, none are listed in the tables in the Chapter 4 Appendix given the sheer number of routes that would need to be listed. Network is beyond the scope of this plan. An expansion of this deeper dive in future plan updates will be considered as data becomes more readily available for all routes. State Routes and NHS-Local Routes State Route facilities include federal and state highways. Ten of the state routes are also part of the National Highway System (NHS). The NHS is a network of strategic highways within the United States, including the Interstate highway system and other roadways serving major airports, ports, rail or truck terminals, railway stations, pipeline terminals, and other strategic transportation facilities. In the Southwest Washington RTPO and Longview-Kelso-Rainier MPA regions there are 29 state route facilities. These routes add up to a total of miles within the region. State routes provide an essential linkage to other transportation modes thus creating a more efficient transportation system by facilitating the rapid movement of people and goods. A map of state routes in the region is provided in Figure Further details on state routes are included in the Chapter 4 Appendix. The next three subsections provide a deeper dive into the Regional Roadway Network with general information, system performance details, and an inventory of structurally deficient and functionally obsolete bridges. Ideally this deeper dive would provide all of this additional information for every route on the Regional Roadway Network. However not all information or data is available for every route so a deeper dive is limited to state routes and a few non-state routes that happen to be on the National Highway System (NHS). Further, a deeper dive into every route on the Regional Roadway Southwest Washington RTPO 66

30 following subsections are a summary of the system performance data reviewed. Please note that for LOS and pavement conditions no data was available for each one of the 23 NHS-Local Routes from local agencies; thus, these system performance discussions are limited to state routes only. Annual Vehicle Miles Traveled Figure 4-11: Southwest Washington RTPO State Routes The NHS also includes non-federal or state highways; these facilities are called NHS-local routes. Twenty-three (23) NHS-Local Routes in Cowlitz, Grays Harbor, and Lewis Counties were selected by technical advisory committees and/or policy boards for inclusion along with state routes in this deeper dive. Please refer to the Chapter 4 Appendix for maps and tables showing the NHS-Local Routes included. System Performance System performance data was gathered for State Routes and the 23 NHS-Local Routes. Four (4) types of system performance data were reviewed: Annual Vehicle Miles Traveled (VMT), Average Annual Daily Traffic (AADT), Level of Service (LOS) and pavement conditions. The Vehicle Miles Traveled (VMT) is the sum of distances traveled by all motor vehicles on a specific route for a given period of time. The VMT is used to determine the amount of use that a highway or system of highways receives over a given period of time. State Routes Table 4A-74 in the Chapter 4 Appendix lists the Annual VMT for all state routes in the RTPO and MPA regions. In general, from 2006 to 2016, Annual VMT has not changed significantly. Many of the state routes have even seen a decrease over the 10-year period. Overall (for all state routes) Annual VMT in 2016 was 2,492,785,195 miles, an increase of about 3.6% since NHS-Local Routes Table 4A-75 in the Chapter 4 Appendix lists the Annual VMT for the 23 NHS-Local Routes in the RTPO and MPA regions. Many of the NHS-Local Routes between 2011 and 2016 have seen significant increases or decreases. Overall (for the 23 NHS-Local Routes) Annual VMT in 2016 was 53,294,169 miles, a decrease of about 10.12% since Average Annual Daily Traffic State Routes Average Annual Daily Traffic (AADT) is the average daily traffic along a route segment during a one-year period. Table 4A-76 in the Chapter 4 Appendix lists the AADT numbers compiled by WSDOT for state routes. The highest traffic volumes per day in 2016 (57,284 vehicles) are on I-5 in Cowlitz County. This is not surprising at all as I-5 is the only interstate in the region, connects the most populated urban areas (Longview-Kelso and Centralia-Chehalis), and provides a connection to Seattle and Southwest Washington RTPO 67

31 Portland. The lowest traffic volumes per day in 2016 (358 vehicles) are on SR 506 in Cowlitz County. NHS-Local Routes Table 4A-77 in the Chapter 4 Appendix lists the AADT numbers compiled by WSDOT as part of the Highway Performance Monitoring System (HPMS) for the 23 NHS-Local Routes. Portions of 4 NHS-Local Routes in Cowlitz or Lewis Counties have the highest traffic volumes per day in Specifically, the routes with the highest traffic volumes per day are in Longview (Tennant Way and Washington Way) and Centralia- Chehalis (Harrison Avenue and North National Avenue). Level of Service A major deficiency for a roadway is congestion and this is tied to a number of factors, but more often is the result of too many vehicles using a road that is at or over capacity. Traffic volumes alone though cannot determine whether a corridor is congested because this data does not include the functional classification or capacity of the road. Congestion can be recurring or non-recurring. Recurring congestion occurs regularly such as the during the morning and afternoon peak travel times on a weekday. The Federal Highway Administration says non-recurring congestion is the result of non-recurring causes, such as crashes, disabled vehicles, work zones, adverse weather events, and planned special events. The primary issue with determining congestion is to identify the level at which system performance is no longer acceptable due to traffic interference. An acceptable level of congestion can vary from region to region in the States of Washington and Oregon. In the RTPO and MPA regions, recurring congestion is defined as those roadway segments with a Level of Service (LOS) E or F. Level of Service (LOS) measures the amount of delay and congestion experienced by motorists at an intersection or along a segment of road. Factors used to determine LOS include traffic volume, number of lanes, lane width, percentage of truck traffic, and average travel speed. Level of Service characterizes the operating conditions perceived by a driver or roadway user and is a qualitative measure based on quantitative factors. Level of Service is reported on a scale of A through F where LOS A is the highest level of performance (least congestion) and LOS F is lowest level of performance (most congestion). A roadway operated at LOS A, B, or C is considered generally acceptable. Level of Service D or below means the road is approaching, at, or over capacity and operations can be negatively impacted. The general definition of each LOS is in Table LOS A B C D E F Definition Roadway and associated features are in excellent condition. All systems are operational and users experience no delays. Roadway and associated features are in good condition. All systems are operational. Users may experience occasional delays. Roadway and associated features are in fair condition. Systems may occasionally be inoperable and not available to users. Shortterm delays may be experienced, however would not be excessive. Roadway and associated features are kept in generally poor condition. Occasionally delays may be significant. Roadway and associated features are kept in very poor condition. Significant delays occur frequently. Roadway and associated features are kept in very poor and failing condition. Significant delays occur on a regular basis. Table 4-13: Level of Service Definitions Southwest Washington RTPO 68

32 In the Chapter 4 Appendix Table 4A-78 and Figure 4A-41 provide a tabular and graphic depiction of LOS along state routes. The referenced table also provides the equivalent volume-to-capacity ratio range. Generally, most segments of state routes in the RTPO or MPA regions are operating at LOS C and only experience short-term delays. In Cowlitz County, exceptions are portions of I-5, SR 4, SR 411, and SR 503 as well as all of SR 432 and SR 433 that are operating at LOS D. In Lewis County, the exceptions are portions of I-5, SR 6, SR 507, and SR 508 that are operating at LOS D. Finally, in Grays Harbor County, the exceptions are portions of all state routes minus SR 108 that are operating at LOS D. There may be potential capacity issues on these identified state routes, or portions thereof, that should be monitored as this plan is being implemented. Pavement Conditions The last system performance data reviewed was pavement conditions. Figures 4A-42 and 4A-43 in the Chapter 4 Appendix depict pavement conditions along state routes in the RTPO and MPA regions. The pavement condition is reported on a qualitive scale ranging from Very Good to Very Poor. Generally, many portions of state routes are in fair, good, or very good condition. It is worth noting in the Longview- Kelso-Rainier MPA, there are several portions of SR 4 and SR 411 with poor or very poor pavement. In the next subsection structurally deficient or functionally obsolete bridges will be discussed. After bridges, the remaining discussion on the roadways emphasis area will be focused on safety, green and smart technology, and emergency management. Bridges Bridges are an important element of the regional transportation system. Maintenance of bridges is an ongoing priority at the local, state, and federal levels because of the diversions in travel created when bridges are closed. Not only is the movement of goods and people diverted and delayed, adding to congestion, but also response time for emergency services can greatly increase due to bridge restrictions. The Washington State Department of Transportation (WSDOT) Bridge Office inspects its bridges every two years. This two-year cycle allows WSDOT the opportunity to inspect every bridge it owns and operates. Bridge condition is assessed by many factors, one being whether it is designated as structurally deficient or functionally obsolete. The sufficiency rating of a bridge is one of the first criteria used to determine eligibility for major rehabilitation or replacement. Sufficiency rating is a quantitative value that measures the bridge s relative capability to serve its intended purpose. The sufficiency rating scale varies from 0 to 100 with smaller values indicating a lower sufficiency and therefore a higher need to either repair or replace. A low sufficiency rating may be due to structural defects, narrow lanes, low vertical clearance, or many other possible issues. Bridges that are targeted for replacement or rehabilitation are not chosen on their sufficiency rating alone. There are several factors that are considered when choosing to perform the right work on the right bridge at the right time. In order for a bridge to be considered structurally deficient, it must be placed on a potential replacement list. In order to be placed on such list, structurally deficient bridges must be on a key state route and be on a significant freight route. The list is then prioritized based on bridge condition, crash history, and when the repair should be made to gain the highest potential from the investment. A bridge is considered structurally deficient if it has been restricted to light vehicles, closed to traffic, or requires rehabilitation. Structurally deficient means there are elements of the bridge needing to be monitored and/or repaired. The fact that a bridge is structurally deficient does not imply it is likely to collapse or is unsafe. The Southwest Washington RTPO 69

33 designation means the bridge must be monitored, inspected, and maintained. Functionally obsolete bridges do not have adequate approach alignment, geometry, or clearance to meet the intended traffic needs and is below accepted design standards. In short, these bridges were built to standards not used today. A functionally obsolete bridge is not automatically rated as structurally deficient nor is it inherently unsafe. Within the RTPO or MPA regions there are 156 functionally obsolete bridges and 84 of them are located on a state route or one of the selected 23 NHS-Local Routes. There are 54 structurally deficient bridges and 25 of them are located on a state route or NHS-Local Route. Figures 4-12 and 4-13 show the locations of the functionally obsolete and structurally deficient bridges on state routes or NHS-Local Routes. For a detailed breakdown of these bridges by route please refer to Figure 4A-79 in the Chapter 4 Appendix. When considering bridges on state routes or one of the 23 NHS-Local Routes, Lewis County has the greatest number of functionally obsolete bridges and Wahkiakum County has the fewest. Lewis County also has the greatest number of structurally deficient bridges and Pacific County has the fewest. Southwest Washington RTPO 70

34 Figure 4-12: Southwest Washington RTPO Functionally Obsolete and Structurally Deficient Bridges Southwest Washington RTPO 71

35 Safety Rail Crossings A railroad at-grade crossing is an intersection where the rail line and roadway cross at the same elevation. To help prevent crashes, control devices are required at crossings just like road intersections need stop signs or traffic signals. Rail crossing control devices include: warning signs, cross bucks (x-shaped sign), pavement markings, gates, and flashing lights. The Manual of Uniform Traffic Control Devices (MUTCD) includes all specification for control devices. At-grade crossings may be public or private. Public grade crossings are on roadways under the jurisdiction of, and maintained by, a public agency and are included in tables and maps in this plan. Private grade crossings are on privately owned roadways and are not included in the plan. For an inventory of all public at-grade crossings and maps of those with crashes, please refer to the Chapter 4 Appendix (starting on page 176). Table 4-14 provides a summary of the number of public, at-grade crossings by county. Figure 4-13: Longview-Kelso-Rainier MPO Functionally Obsolete and Structurally Deficient Bridges Southwest Washington RTPO 72 Grays Harbor Columbia [Rainier Area] (OR) Cowlitz Lewis Total Public At-Grade Crossings Total Trains per Day at Busiest Crossing(s) * Total Crashes Total Injuries Total Fatalities Table 4-14: Public At-Grade Rail Crossings by County Sources: Washington Utilities and Transportation Commission, Federal Railroad Administration * Federal Railroad Administration Crossing Inventory Forms indicated no daily thru trains at the Rainier area at-grade crossings; however, there were totals listed for switching trains and weekly number of trains.