Hoquiam River bridge corridor study

[From the U.S. Government Printing Office, www.gpo.gov]

Hoq'uiam River Bridge
Corridor Study

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January 1981

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HOQUIAM RIVER BRIDGE

CORRIDOR STUDY

GRAYS HARBOR REGIONAL PLANNING COMMISSION

WASHINGTON STATE DEPARTMENT OF TRANSPORTATION

JANUARY 1981

U S DEPARTMENT OF COMMERCE NOAA
COASTAL SERVICES CENTER
2234 SOUTH HOBSON AVENUE
CHARLESTON , SC 29405-2413

The preparation of this report was financially aided through
a grant from the Washington State Department of Ecology with
funds obtained from the National Oceanic and Atmospheric Adminis-
tration, and appropriated for Section 308 of the Coastal Zone
Management Act of 1972.

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HOQUIAM RIVER BRIDGE CORRIDOR STUDY

TABLE OF CONTENTS

PAGE

INTRODUCTION AND BACKGROUND
By the Grays Harbor Regional Planning Commission

HOQUIAM RIVER CORRIDOR IDENTIFICATION STUDY
By the Staff of the State Department of Transportation 3

ANALYSIS OF THE IMPACT OF ALTERNATIVE CORRIDOR ALIGNMENTS ON THE ENERGY FACILITY SITE
By the Grays Harbor Regional Planning Commission 7

CONCLUSION
By the Grays Harbor Regional Planning Commission 9

APPENDIX A: SUMMARY OF ADVISORY COMMITTEE MEETINGS 10

APPENDIX B: CONCEPT MAP 15

APPENDIX C: RELATED MAPS 16

INTRODUCTION AND BACKGROUND

A site in Hoquiam, Washington has been identified as having a high potential
for future use as an oil drilling platform assembly yard or a similar facility.
This site, owned by the Port of Grays Harbor and officially designated as indus-
trial development disttict number one, is commonly known as the "Kaiser Site."
This report will refer to the site as the "energy facility site." Federal permit
conditions applying to this site restricts the site's use to a water dependent
energy facility. The site, however, is located adjacent to a designated corridor
for the planned construction of a new highway through Aberdeen/Hoquiam. This
highway is commonly known as the "expressway." While the general corridor has
been designated by the Department of Transportation in conjunction with the
appropriate local communities, the actual corridor design has not been made.
It is possible that this corridor could be designed in a manner which would
limit or reduce the use of the "Kaiser Site" for energy facilities. Conversely
the development of an energy facility on the site, along with the traffic it
would generate, will impact the ability to construct an adequate highway. In
order to avoid these problems and to provide for both needs, advance planning is
needed. This planning should be undertaken now, before opportunity for design
flexibility to avoid conflict with the energy site is further limited by the
development of other properties or other actions in the vicinity.

To address this situation, the Grays Harbor Regional Planning Commission
(CHRPC) has applied for and received a grant from the Coastal Energy Impact
Program (CEIP), administered by the State Department of Ecology. Under this
grant the GHRPC undertook, in conjunction with the State Department of Transpor-
tation, a corridor design study which considered both the impact of the highway
on the use of the energy facility site, and the impact of the use of the energy
facility site on the highway. This included traffic circulation considerations
addressing the anticipated impacts on the traffic patterns from the proposed
assembly yard. Specifically, aerial photographic mapping of the transportation
corridor area was done and transportation concepts were discussed. Since impacts
from the assembly yard could severely aggravate an already troublesome condition,
they were particularly scrutinized as part of the necessary planning for the
transportation corridor.

When the study was originally conceived, it was anticipated that it would
consist merely of refining the earlier general corridor design into a specific
design that would focus on access design considerations between the energy
facility site, adjacent industrial properties, and the expressway. However,
since the original corridor studies were completed in 1972, several significant
changes occurred along the entire corridor of the expressway. Property owner-
ships have changed, new industrial plants have been constructed, and costs have
increased for the relocation of a railroad right-of-way. These changes have
created a more complex situation than was anticipated. It has been generally
agreed that the best expressway corridor between the Hoquiam River and the
junction of the expressway with SR 109 would be north of the rail lines (either
north of the present line or relocated rail line somewhat to the south). This
northern alignment would avoid problems in placing the expressway between the
rail corridor and the industrial sites, creating the need to cross the express-
way for either access to the rail services, or spurs to provide direct rail
service. However, escalating property values, construction costs, and ownership
changes may have made this alignment more difficult to implement. On the other
hand, an alignment south of the rail line may be less costly and hence have
greater feasibility in light of tightening highway construction funds.

These complexities made it fortuitous that this study could be undertaken
to address the implications of these changes in the corridor concept and
especially their impacts on the energy facility site. Since a southern route
would cross the energy facility site, the potential impact of the expressway
on the site could be greater than heretofore expected.

The implications of these changes on the general alignment of the corridor
necessitated more consideration of various alternatives for a river crossing
than was originally anticipated. Consequently, the study focused on identifying
the key alternatives for the bridge and assessing their impact. The study
outlines two alternative designs and assesses their impacts. More detailed
design of Alternative B (and A) is available on pbotogrametric maps in the offices
of the Grays Harbor Regional Planning Commission.

This study has sought to provide a framework for future design and cons-
truction of the full corridor as highway funding permits. Due to changes in
the corridor alignment not directly in the concept of this study, this corridor
cannot be finally designed until more corridor analysis occurs along other parts
of the corridor. However, while the potential corridor alignment (Alternative B)
which probably will best align with other corridor segments will impact the
energy facility site, this impact does not appear to prevent the site's use as
an energy facility as originally planned. While this alternative removes some
area from the energy facility site, and requires some adjustment for rail access,
it provides the positive aspect of significantly improving direct vehicle access
to the site over other alternatives.

While the long range corridor needs were the primary design criteria, the
design has also sought to produce an interim solution to the congestion problems
in downtown Hoquiam. At present Highway 101 plac*es large volumes of local
traffic, many industrial truck movements and large volumes of tourist vehicles
into the City. If a new Hoquiam River Bridge were constructed that could directly
tie into current industrial routes on either side of the river, such a bridge
would remove a substantial part of the heavy industrial traffic from downtown.
Since due to limited financing available for highway construction the expressway
would be built incrementally, the interim characteristics of the design might be
particularly important to its implementation.

HOQUIAM RIVER BRIDGE

CORRIDOR

IDENTIFICATION STUDY

PURPOSE

Identify corridor opportunities in the vicinity of the Hoquiam River along
the Central Alternate Corridor for the purpose of preserving it by mutual consent
from conflicting development.

BACKGROUND

In 1969 through 1971, the Washington State Department of Highways worked
with a Citizen's Advisory Committee and developed the "Grays Harbor Transporta-
tion Study." It was adopted by resolution by the Cities of Aberdeen, Hoquiam,
and Cosmopolis in 1971. The study recommends a North, Central, and South Corridor.
The central alternate corridor was adopted for development through Aberdeen and
Hoquiam. The scope of the current study is to identify corridor opportunities
on a segment of the central alternate corridor at,the crossing of the Hoquiam River.

TECHNICAL ADVISORY COMMITTEE

Four meetings (August 19, August 26, September 9, and September 23, 1980)
were held at the Grays Harbor County Multi-Services Building in Aberdeen. For
meeting minutes, see Appendix A. The people participating represented the
adjacent land owners, City of Hoquiam, Grays Harbor Regional Planning Commission,
and Washington State Department of Transportation (W.S.D.O.T.). At the first
meeting, it was explained that W.S.D.O.T. was retained to perform the technical
functions of the study with the committee providing guidance, suggestions, and
direction.

CORRIDOR SELECTION

A river crossing immediately up-stream from the railroad bridge was discussed.
On the East Side of the River,, future expansion of Rayonier's facility is such
that placement of a bridge very close to the railroad is beneficial. This would
preserve a maximum amount of land for their future expansion. Crossing 22nd
Street at its intersection with Bay Avenue and at an elevation to permit traffic
on 22nd Street to cross under, was recommended. Access to Rayonier and Grays
Harbor Paper would not be altered. Alternate A and B provide these features
(See Appendix B).

On the West Side of the River, the alternate discussed were the Ultimate
Expressway location and the necessary ramps to connect the existing street and
truck route system. It was felt Alternate A had the most impact on the Port's
land at the mouth of the Hoquiam River. For this reason Alternate B was discussed.
The Utlimate Expressway shown on the plan view photo conforms with the Transporta-
tion Study Corridor of 1971. Alternates A and B complement the Utlimate Expressway.

VERTICAL ALIGNMENT

The vertical clearance over the Hoquiam. River was one of the first issues
discussed. Adequate clearance to permit construction of a fixed bridge was

considered a high priority. Based on the Coast Guard requirements for
Hoquiam River traffic at the Riverside Bridge, the minimum vertical clearance
would be 75' above M.L.L.W. Both Alternates A and B and the Ultimate Express-
way meet this requirement.

The crossing of 22nd Street was discussed relative to either an at-grade
or overhead crossing. For the reasons mentioned above, an overhead crossing of
22nd Street was recommended.

On the West Side of the River, several profile grade options exist. If a
North Ramp from the River crossing "K" Street is used, the crossing of the rail-
road spur track would have to be overhead. This leaves two options:

1. Move the spur track east and shorten the off-ramp to "V Street.

2. Cross the spur track at its existing location.

From a cost viewpoint, they are roughly equal. However, the major disadvantage
with the North Ramp is routing of industrial traffic back into the City and
across the railroad tracks at the west end of Eighth Street. The profile grade
options are therefore not critical to the decision.

A South ramp from the river crossing was discussed which would cross over
the tracks of the railroad yard and connect to Earley Way. This ramp would place
most of the industrial traffic on the South Side of the railroad and connect
directly to the existing industrial road on the 5th Street Extension and Paulson
Road.

Both North and South ramps would have a maximum gradient of 5%. A 7%
gradient was discussed as a means of reducing the structure length but the dis-
advantages to trucks when loaded was considered too great. The vertical align-
ment was a critical item because of the need to provide clearance over the
railroad and 22nd Street.

The Utlimate Expressway Corridor is a refinement of the one shown in the
"Grays Harbor Area Transportation Study" of 1971. Placing it closer to the
railroad on the East Side of the River and curving to an alignment North of and
parallel to Bay Avenue was recommended by the committee. On the West Side no
change in the corridor was recommended by the committee.

CONCLUSION

The corridor necessary for a proper implementation of an industrial road
crossing of the Hoquiam River is within the area immediately North of the
Burlington Northern Railroad. Ramp connections on the East Side of the River
would be part of the Ultimate Expressway. Ramp connections on the West Side of
the River would become part of the Ultimate Expressway, either as access ramps,
or the mainline structure.

EVALUATION SUMMARY

ALTERNATE A ALTERNATE B
IMPACT NORTH RAMP SOUTH RAMP NORTH RAMP SOUTH RAMP

CONSTRUCTION*
COST $11,000,000 $10,000,000 $11,000,000 $12,000,000

RIGHT OF WAY GREATEST LEAST GREATEST LEAST OF ALL
COST

OPERATIONAL FAIR GOOD FAIR GOOD
EFFICIENCY

SAFETY FAIR GOOD FAIR GOOD

SOCIAL NEGATIVE POSITIVE NEGATIVE POSITIVE
IMPACT

*Assume 36' Roadway @ $80-OO/S.F.

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ANALYSIS OF THE IMPACT

OF ALTERNATIVE CORRIDOR ALIGNMENTS

ON ENERGY FACILITY SITE

The foregoing discussion has identified two basic alternatives for the
proposed expressway as it crosses the Hoquiam River. As displayed on Appendix B,
the original tentative concept (dotted line) was a bridge running north of the rail-
road bridge and running just south of the City of Hoquiam central business district.
Upon more detailed consideration of this concept, and the increasing costs of
land acquisition and necessary realignment of the railroad facilities alternative
alignments were explored. Alternative A is the most apparent alternative from
a highway design point of view but would limit the use of two prime industrial
sites, the energy facility site and the property adjacent to the ITT mill on the
east bank of the river. A second alternative was then developed to mitigate
these impacts, Alternative B.

Each of the alternatives include two ramps on the west side of the river.
While each of these ramps can be considered separate options in each of the
alternatives, it would be preferable to include both in the utlimate construction.
While construction of a ramp only into the north would eliminate direct impact
on the energy site, it would tend to place too much traffic, especially heavy
trucks, directly into the existing grid of the City of Hoquiam and therefore
only provides limited improvements. On the other hand, construction of just the
south ramp would limit direct access to the City. A more complex question is
the number of lanes that should be provided on each ramp if both ramps are
constructed since they both cannot be two-way ramps without crossing over.
Since this consideration is best determined in light of the ultimate corridor,
it is best dealt with in latter designs. For simplicity it will be assumed at
this point that both will be two lane (with an additional turn lane for the
south ramp), thereby assessing maximum impact on adjacent property.

While the bridge is intended to be part of a full expressway, it nonethe-
less needs, in any configuration, to serve interim needs of reducing truck con-
gestion pending the construction of the full expressway. Consequently, the
proposed alternatives need to be evaluated both in terms of their long-range
potential and their ability to meet short-term problems.

IMPACTS OF THE ALTERNATIVES ON THE ENERGY SITE

PHYSICAL IMPACT

From the west bank of the Hoquiam River in Alternative A, the south ramp
would cross the railroad tracks immediately and continue . west parallel to the
railroad switching yard for approximately 2000 feet where it reaches the energy
facility site's western boundary. If this roadway were completely located (after
it crosses the railroad) on the Port's property, a total of 2.3 to 2.5 acres
would be taken for this facility (assuming a two lane facility with a central
turn lane for the Kaiser Site). This acreage can be further reduced if the
road bed encroaches into the railroad right of way, which is in public ownership.
This alternative would necessitate relocation of a new City of Hoquiam pump
station.

In Alternative B, the south ramp for this design begins approximately 1000
feet west of the riverbank, immediately crosses the railroad tracks at the east
end of the switching yard proceeds to the end of existing Earley Industrial Way. Actual
land consumed of the energy facility site by the roadway could be 1-3 acres or
less.

ROAD ACCESS

For both Alternative A and B the north ramp connects with the existing "K"
Street in Hoquiam. For Alternative A the bridge splits into two ramps immediately
west of the riverbank. Road access to the site would be the same with either
Alternative A or B. Turn lanes from the ramp (now at grade) near the end of the
existing Earley Industrial Way would provide access to both the energy facility
site and the adjacent log storage area. Either south ramp (A or B) would
eliminate at grade railroad crossings for site traffic crossing the Hoquiam River.
Traffic from the east side of the river would have considerably improved access
to the site with the elimination of the need to traverse downtown Hoquiam.
Traffic from the site traveling to areas west of the river would have several
alternative routes from Earley Industrial Way._ With the completion of a 101/109
bypass the south ramp would be the link in the complete truck route to divert
traffic out of downtown Hoquiam.

RAIL ACCESS

Using only existing tracks, railroad access to the site would be significantly
restricted with either alternative, although most significantly by Alternative A.
This impact could be potentially mitigated by constructing a rail spur directly
into the site under Alternative B. This would, however, reduce available ground
further.

SUMMARY

Alternative B provides excellent road access to the site for traffic from
either side of the Hoquiam River. Rail access from the existing switch yard is
hindered but this problem could potentially be reduced if a new spur from these
nearby lines could be constructed without concern for road traffic crossings
although such a spur would reduce available area on the site. Minimal area would
be used for the actual raised roadway and extension of Earley Industrial Way.

Alternative A provides the same access enhancement for road traffic and a
greater resulting rail problem, but also involves the use of more than twice
the amount of land area.

ULTIMATE EXPRESSWAY

If a complete expressway is ultimately constructed along the previously
planned route, the south ramps for Alternative A or B would provide excellent
access to the expressway for site traffic as well as traffic from other indus-
trial sites nearby. If the south ramp of Alternative A or B became the ultimate
expressway route with additional lanes, ramp widening may be necessary along the
north side of the site.

CONCLUSION

Final designation of an expressway corridor alignment will utlimately
depend on the alignment of the remainder of the expressway. A major concern
is where the expressway will proceed from the Hoquiam River to its junction
with SR 109. The key question in this reach will depend on how the expressway
will relate to the locations of the rail lines; north or south of the existing
line, or north of the relocated line. While north of the rail line is the most
desireable from an overall point of view it is the most difficult to implement.
While south of the existing line is the most implementable, it poses significant
circulation issues through the industrial area and.poses potential barriers
between industrial areas and the rail corridor.

The analysis in this report presents a series of alternatives which include
the original concept. While the original concept would have the least direct
impact on the energy facility site itself, it is also one that would be the most
difficult to implement. The other alternatives provide substantial flexibility
to respond to the location decisions which will occur west of the Hoquiam River.
Both alternatives can respond to a decision to locate the expressway on either
(north or south) of the rail corridor. While Alternative A presents a good
highway engineering concept of a "flexible" alignment, it also produces signifi-
cant impacts on the use of several key industrial sites, including the energy
facility site. Alternative B mitigates these impacts. While Alternative B
has greater impact than the original concept, it improves vehicle access to
the energy facility site as well as providing greater potential for implemen-
tation. Both Alternative A and B can be constructed as an interim solution for
part of the truck congestion problems in downtown Hoquiam, and both have sufficient
flexibility to respond (if constructed in the interim) to the ultimate location
of the expressway.

DEPARTMENT OF TRANSPORTATION
DATE: August 20 INTRA-DEPARTMENTAL COMMUNICATION
I 19@0

FROM: John L. Hart
Phone: SUBJECT; Y-2119
Grays Harbor Corridor Identification
Study
To: File

The first meeting of the Technical Advisory Committee was held August 19, 1980,
9 a.m. at the G.H.R.P.C. meeting room. Those attending:

Ray Aurhaus Mayr Brothers
Terry Ward City of Hoquiam
George Cummings Burlington Northern R.R.
Stan Lattin Port of Grays Harbor
Else Korvell

Pat Duaan G.H.R.P.C.

John Hart W.S.D.O.T.

The advantages and disadvantages of selecting a route North of the B.N.R.R.
terminal switching yard was discussed. A map showing the route North was
discussed. It was decided to look at an exhibit of the route on the South
side at the next meeting (8-26-80),

The problems of continuing west were also discussed.

Profile grades of 5% to 71-,% were discussed' and it appears a 5% grade with
a structure that passes over 22nd with.enough height (16' clear) would be
desirab.le.

JLH:evf

APPENDI_X A
10

DEPARTMENT OF TRANSPORTATION
DATE: August 27, 19 0 INTRA-DEPARTMENTAL COMMUNICATION

FROM: John L. Hart
Phone: SUBJECT. Y-2119
Grays Harbor Corridor Identification
Study
To: File

The Second Meeting was held at 9:00 a.m. August 26th, at the Grays Harbor
County multi-services meeting room. The following merr bers of the Technical
advisory committee attenddd:

J. A. KRAUTH ITT Rayonier 532-1410-----
R. S. SPANICH Lamb Grays Harbor Co. 532-1000
GEORGE V. LONNGREN ITT Rayonier Inc. NWTD
GEORGE A. CUMMINGS BN INC 532-1614
RAY AARHAUS Mayr Bros. Logging 532-2375
STAN LATTIN Port of Grays Harbor 533-9522
TERRY W. WARD City of Hoquiam 532-9-700
HENRY E. SOIKE Port of Grays Harbor 533-9530
DEE JOHNSON ITT Rayonier 532-1410
GEORGE E. LAMB Lamb Grays Harbor 532-1000
BOB ORR Lamb-Grays Harbor 532-1000
RON MATTILA W.S.D.O.T. 753-7260
CHARLES BATTERSBY Hoquiam 532-5700
At, ' 44 %r W5 00 7-
Pat Dugan generall discussed the need for this corridor identification and
the general details of our last meeting.

I discussed the advantages and disadvantages of a corridor that'went North
of the railroad terminal and one that went south,

Many questions were asked relative to the impact on railroad spurs to existing
and future waterfront industries. Also discussed was bridqe height (Channel
clearance) and access to and from Rayonier Pulp Mill, Paper Mill and the
Vanillin Plant.

George Lamb expressed concern that a major hi-ghway placed so close to the
waterfront would in fact be in the middle of the long range industrial area.
A road no closer than Simpson Avenue should be built as afuture major highway
and perhaps as far away as the base of the hill. He also stated the waterfront
opposite L.G.H. would in the long term be used for shipping machinery overseas.
He also felt that railroad shipping would be changed in that loaded trucks would
transfer their load to the railroad at a central transfer area. This transfer
area might-be in Junction City. lie felt the long range (Middle of next century)
needs would preclude the need for a bridge and expressway adjacent to the railroad.

Page 2

J. A. Krauth, Rayonier, stated they would be expanding the pulp mill, paper
mill and doing more work with by-products such that their employment would
probably double in 20 years. His main concern with any bti-dqe and highway
location was to retain-access for the three entrances to the Vanillin plant,
pulp mill and paper mill. The log deliveries use Ontario, thus the 22nd
and 23rd streets and Ontario are important to them.

He emphasized that Rayonier's total operation of log sorting, sawmilling, pulp,
paper and by-products was spread out along the waterfront and needed to be
connnected with a more efficient road system.

The next meeting is scheduled for September 9, at which time a more detailed
plan will be prepared for a bridge location, which would use ramps to connect
to city streets on either the North or South side of the railroad yard.

JLH:evf

(September 9, 1980) DEPARTMENT OF TRANSPORTATION
DATE:. September 19, 1980 INTRA-DEPARTMENTAL COMMUNICATION

FROM: John L. Hart
Phone: SUBJECT: Y-2119 R02019
Grays Harbor Identification
Study

To: File

The Third meeting was held at 9:30 a.m., September 9, 1980, at the
Grays Harbor County multi-seMce s meeting room in Aberdeen. The
following people attended:

Pat Dugan G.H.R.P.C.
Stan Lattin Port of G.H.
Rudy Spanich Lamp G.H.
Ray Aarhaus Mayr Bros.
Dee Johnson Rayonier
Terry Ward City of Hoquiam
John Hart W.S.D.O.T.

14uch of the disucssion centered around the impacts of specific alignments
of ramps.

On the east end Dee Johnson felt the alignment should be as close to the
railroad as possible to allow more room for expansion of the vanillin
plant. It still needed to align with the middle of the area between Bay
Avenue and the alley to the North.

On the west end three options for ramping down to street level need to be
identified and detailed.

1. North to K Street
2. South to Earley Way
3. Parallel to and North of the track in a westerly ditection.

The next meeting on September 23rd at 9:00 will explore these.

JLH:evf

ztv 1 1 j7.1

DEPARTMENT OF TRANSPORTATION
DATE: September 29, 1980 INTRA-DEPARTMENTAL COMMUNICATION
FROM: John L. T*
Phone: SUBJECT: Y-2119 Ro 2019
Grays Harbor Corridor
Identification Study

To: File

The fourth*meeting was held on September 23, 1980 at 9:30 a.m. at the
Grays Harbor County multi-service meeting room. The following attended:

Pat Dugan G.H.R.P.C.

Stan Lattin Port of Grays Harbor

Rudy Spanich Lamb Grays Harbor

Ray Aarhaus Mayr Brothers

Dee Johnson Rayonier

Terry Ward City of Hoquiam
Else 90 rvell Grays Harbor Chamber of Commerce
George Cummings Burlington Northern R.R.

John Hart W.S.D.O.T.

A relatively final alignment was agreed to which Dlaced the river crossing
as close to the railroad swing span as possible. bn the east approach it would
stay as close to the railroad as possible until a curve back to the area
north of Bay Avenue at 22nd was reached.

On the west approach an ultimate alignment north of the railroad and at the
north edge of the railroad yard and crossing the corner of eighth and "N"
Street was recommended.

In addition to this, two possible 1-lane interim ramps connecting the river
crossing to "V Street and Earley Way were considered. The "K" Street ramp
would have the least benefit to Industrial traffic and to adjacent property
owners. The Earley Way ramp had tht greatest-benefit to traffic, but posed
some problems for the adjacent port property.

The map (scale I" = 80') and a photo (1" = 400') was taken by Stan Lattin to
discuss with the Port Commisioners.

If no further concerns of road users and adjacent property owners is forthcoming
by the second week of October, the report will be written based on the current
plan.

All attendees aareed to the above and felt no more meetings would be neaded.

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