HOOPA VALLEY TRANSPORTATION PLAN

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HOOPA VALLEY INDIAN
RESERVATION TRANSPORTATION PLAN
1996-2001

December 5, 1996
Submitted To:
Bureau of Indian Affairs
Sacramento Area Office

Prepared by Hoopa Valley Tribe, Office of Research and Development, P.O. Box 1348, Hoopa, Ca 95546
and
VISIONS Enterprises, P.O. Box 784, 968 Maraglia St., Hoopa, CA 95546, Redding, CA 96002, (916) 625-4310, or (916) 221-7032

Sheldon Chase, Planner I ORAD
Kevin Bearquiver, Transportation Planner
L. Robert Ulibarri, AICP
David Moore, P.E.
Joseph Orozco, Document Editor
Holly Matilton, Clerical Support

HOOPA VALLEY INDIAN RESERVATION TRANSPORTATION PLAN
TABLE OF CONTENTS

1. CHAPTER 1 - SUMMARY . . . . . . 5-12
Summary . . . . . . . . 6
Overview of Project . . . . . . . 6
Study Area . . . . . . . . 7
Scope of Work . . . . . . . 8
Process . . . . . . . . 11
Planning Summary . . . . . . . 11
Findings . . . . . . . 11

2. CHAPTER 2 - BACKGROUND DATA . . . . . 13-25
Location . . . . . . . . 14
Size . . . . . . . . . 14
Physical Characteristics . . . . . . 14
Topography . . . . . . . . 15
Soils . . . . . . . . . 15
Climate . . . . . . . . 16
Land Use and Development . . . . . 16
Historic/Cultural Sites . . . . . . 17
Planned Development . . . . . . 17
Potential of an Industrial Park . . . . . 18
IRMP Tribal Goals and Objectives . . . . . 20
Long Range Economic Plans . . . . . 21
Development Plans . . . . . . . 22
Population . . . . . . . . 22
Employment . . . . . . . . 23
Employment and Income . . . . . 23
Demographic Trends . . . . . 24
Attitudes, Expectations, Lifestyles etc. . . . 25

3. CHAPTER 3 - EXISTING TRANSPORTATION SYSTEM . . 26-38
System Description . . . . . . . 27
Inventory . . . . . . . . 27
List of Roads to be Maintained . . . . . 29
Classification . . . . . . . . 29
Surface Type . . . . . . . . 30
Traffic Control . . . . . . . 32
Signing . . . . . . . . 32
Striping and Pavement Marking . . . . . 32
Drainages and Bridges . . . . . . 32
Street Lighting . . . . . . . 33
Transit . . . . . . . . 33
School Bus Routes . . . . . . . 33
Right-of-Way Status . . . . . . . 34
Traffic Data . . . . . . . . 34
Circulation Characteristics . . . . . . 34
Traffic Volume . . . . . . . 34
Accident Data . . . . . . . 35
Speed Studies . . . . . . . 36
Travel Demand . . . . . . . 36
Traffic Enforcement/Law Enforcement . . . . 36
Maintenance . . . . . . . . 37

4. CHAPTER 4 - TRANSPORTATION PLAN . . . . 39-54
Transportation Needs . . . . . . 40
Safety . . . . . . . . 40
Improvement . . . . . . . 40
Signing . . . . . . . 40
Striping and Pavement Marking . . . . 40
Street Lighting . . . . . . 41
New Development . . . . . . 41
Future Travel Demand . . . . . 42
Scheduled Projects . . . . . . . 42
BIA . . . . . . . . 42
CalTrans . . . . . . . 43
Proposed Projects . . . . . . . 44-50
Prioritization . . . . . . . . 50
Recommendations . . . . . . . 53

APPENDIX A. COST ESTIMATING Figure 1-1 Page 9

APPENDIX B. DATA SOURCES Figure 1-2 Page 10

APPENDIX C. PROJECT MAPS Table 1-1 Page 12

APPENDIX D. PUBLIC INVOLVEMENT Table 1-2 Page 31

CHAPTER 1

Summary

Through an agreement with the Federal Highway Administration (FHWA), the Bureau of Indian Affairs (BIA) is required to prepare transportation plans for all Indian Reservations in order to receive Highway Trust Funds (HTF) for road construction on the Indian Reservation Road (IRR) system. The main objectives of this program are:

1. To establish a process for determining transportation needs on reservations, and

2 To prepare plans or to update existing plans that define those needs and recommend improvements to meet them.

Pursuant to the Intermodal Surface Transportation Efficiency Act (P.L. 102-240) under section 1032(b) Indian Tribes may apply for transportation planning contracts pursuant to Indian self-determination procedures. The Hoopa Valley Tribe pursuant to P.L. 93-638 procedures as a designated Self-Governance Tribe "Compacted" the authority to develop a Transportation Plan within the Hoopa Valley Indian Reservation.

Within this overall program, the BIA Sacramento Area Office during 1986-87 prepared transportation plans for Reservations/Rancherias throughout California that contained public road systems. During 1993-96, the BIA has updated all of the plans for California reservations and rancherias with the exception of the Hoopa Valley Indian Reservation. This document prepared by the Hoopa Valley Tribe completes the Transportation Planning process for the entire Indian Reservation Road system in California.

OVERVIEW OF PROJECT

Transportation Planning for the Indian Reservation Road (IRR) system involves the application of a Relative Need Formula on roads that are within the BIA IRR system. That formula weighs the following items:

Resident Indian Population which includes

Number of housing units to be served current and proposed

School Bus Routes

Roads with high Average Traffic Counts

Roads that have problems with safety and high accident data

Route with high pedestrian/bike use

Roads that provide key emergency service access

Roads that provide access to Economic development present & proposed

Acres of Trust Land
Miles of BIA Roads

In order to use the Relative Need Formula equitably, it is desirable to conduct a comprehensive inventory update to define accurately the characteristics of the roads serving Native American people. An inventory was completed by the Federal Highway Administration (FHWA) in the early 1970's. Since that time there have been periodic updates by personnel in the Area Offices, but there has not been a comprehensive update using uniform procedures within a time frame that would provide an unbiased data base.

With the adoption of the Relative Needs Formula, the accuracy of the data in the inventory has become a subject of interest to all the BIA Area Offices, the Tribes they serve and the Central Office whom is responsible for maintaining the data base and distributing construction funds based on the data.

The 1991 Intermodal Surface Transportation Efficiency Act (ISTEA) increased the level of funding available to the BIA and also provided an additional reason for having accurate inventory data. ISTEA requires the BIA to update the existing BIA Road Inventory to better operate and maintain the system of roads constructed with Highway Trust Funds.

The objective of the BIA Road Inventory update is to obtain an accurate and verifiable definition of the characteristics of the roads on the system using uniform procedures by an independent source. The goals are to have a data base that is acceptable for use in computing funding allocations based on the Relative Needs Formula and to provide a system of pavement management that will maximize the benefits obtained from the limited maintenance funds available.

STUDY AREA

As shown in Figure 1-1, the overall study area for this project is solely comprised of the Hoopa Valley Indian Reservation located in the BIA Northern Agency jurisdiction.

The Hoopa Valley Indian Reservation comprises approximately 87,948.5 acres in the northwest region of California, of which 97 percent of the land is in trust status.

SCOPE OF WORK

VISIONS Enterprises in conjunction with the Tribe's Office of Research and Development (ORAD) developed and prepared this planning document according to BIA and FHWA standards. In the preparation of the report, the following tasks or phases were performed:

PHASE I - SCOPE OF WORK

I. Initial Scoping Meetings/Identify Study Area

II. Identify Transportation Issues

III. Identify the IRR System to be Evaluated

IV. Field Review of the IRR System

V. Identification of Basic Data Needs

VI. Define Public Input Process

A. Minimum of two public meetings.

VII. Identify Reports Required

A. Prepare Scope of Work, Estimate, and Schedule

PHASE II - PREPARE WORK PLAN/PROJECT INITIATION

PHASE III - DATA COLLECTION

A. Land Use and Socioeconomic Data

B. Operational Data

C. Existing System Data

D. Physiographic Data

E. Administrative Data

PHASE IV - DATA ANALYSIS

A. Operational Factors

B. Network Factors

C. Design and Function of the IRR Road System

D. Other Appropriate Factors

PHASE V - LONG RANGE PLAN DEVELOPMENT

PHASE VI - PUBLIC PARTICIPATION PROGRAM

PHASE VII - TRANSPORTATION IMPROVEMENT PROGRAM

FIGURE 1-1 Showing Hoopa Valley Indian Reservation overall study area:

FIGURE 1-2 Showing Hoopa Valley Indian Reservation geographic location in state, goes here.

PROCESS

Comprehensive in-depth planning was conducted on the Hoopa Valley Indian Reservation. VISIONS' staff met with tribal officials, BIA staff, and other local county and state agencies to obtain the most current information on socioeconomic conditions, tribal needs, development trends, and traffic data.

The major portion of the planning effort was directed toward formulating detailed roadway plans for specific Reservation roads in the Hoopa Valley. The components of these plans involved an appraisal of traffic safety issues, an evaluation of the existing road network to meet existing needs, and an assessment of transportation needs to meet demands of future developments. Specific new construction and improvement projects have been identified, centering primarily on improving traffic safety, improving existing access and providing access to new reservation development, complementing the area wide transportation system, and promoting the economic development of the Reservation.

PLANNING SUMMARY

Findings

This Transportation Plan involved developing an objective method for assessing the importance or "relative need" of the transportation projects and improvements identified in the individual reservation plans in order to more effectively direct the expenditure of limited fiscal resources at the BIA area level, as well as at the agency level. This system enables the Tribe and the BIA to compare prioritized projects on a uniform basis, so funding can be allocated to effectively meet the most pressing needs.

The measure of relative need is essentially a cost-benefit analysis which has been applied to traffic safety projects and upgrading or betterment projects. To determine relative need, projects were identified through application of criteria, then their relative need was assessed using a uniform mathematical process. Once the relative need was established projects could be ranked or prioritized on a Reservation basis. (This methodology is explained in more detail in the plan).

Table 1-1

Hoopa Valley Indian Reservation

Indian Reservation Road System

Recommended Projects

Project Length (miles) Responsibility Estimated Cost

Matilton Cutoff Road (BIA Route 7) Northern 0.5 miles Realignment 0.5 BIA $589,500

Matilton Cutoff Road (BIA Route 7) .5 miles south of Loop Road (BIA Route 12) Realignment and Reconstruct .015 BIA $213,000

Community Road (BIA Route 5) Redesign widening and design speed adjustments 2.2 BIA $2,307,800

Loop Road (BIA Route 12)
Reconstruction of Roadway
0.7 BIA $731,400

Davis Road (BIA Route 14)
Realign horizontal curve
0.05 BIA $145,000

Mill Creek Spur (BIA Route 81) Upgrade 0.7 BIA $352,200

School Road Overlay 0.1 Tribe/KTUSD $25,400

Senior Nutrition Center Road Reconstruction 0.2 Tribe $116,000

Nixon Road (BIA Route 18) Redesign 6.8 BIA $1,239,500 to $6,497,000

Tish Tang Road Intersection w/Hwy 96 Tribe/Cal Trans $137,020

New Trinity River Bridge Crossing NA BIA Unknown

CHAPTER 2

BACKGROUND DATA

LOCATION

The Hoopa Reservation is located along the Trinity River Valley, approximately 30 miles inland from the Pacific Ocean in Northern California. The valley area is approximately 12 miles north of the community of Willow Creek on State Highway 96. The valley is situated on the western edge of the Klamath Mountains in the southwest portion of the Klamath physiographic province. The area is approximately eight miles long in the flat area, and varies in width from one to two miles. The sides of the valley are characterized by steep rugged slopes which range in elevation from approximately 220 feet on the valley floor to Captain John Mountain at 3,462 feet east of the valley. Telescope Peak, at 4,137 feet, is located in the southwest portion of the Reservation.

Access to the area is through State Highway 299 running east/west between Arcata and Redding, California. Arcata is approximately 65 miles west of the Hoopa Reservation, and Redding lies approximately 122 miles east.

SIZE

The Hoopa Valley Reservation Square contains approximately 87,9548.5 acres. The area of the Hoopa Valley Indian Reservation comprises about 4 percent of the total land area in Humboldt County. Mountainous terrain covers approximately 97 percent of the entire reservation area.

PHYSICAL CHARACTERISTICS

Development in the Hoopa Valley Indian Reservation is almost entirely limited to the valley floor and benches along the Trinity River. Since these are the only suitable areas with slopes gentle enough to support development, the pattern of development is linear, following the river.

The community of Hoopa is located in the geographic center of the valley. This is also the political, social, and economic center of the reservation.

A vast majority of the valley floor was previously divided into allotments or assignments for residential use by tribal members. These parcels average 4.87 acres

in size and number about 430. In most instances these parcels are long and narrow. This pronounced land division creates a dominant pattern of land use and development, particularly in the residential areas.

Topography

Elevations within the Hoopa Square range from about 200 feet above mean sea level along the Trinity river to over 4,000 feet along the mountain ridges on the east boundary. Only about 4 percent of the total reservation, or 3,000 acres along the valley floor, is suitable for development or agriculture production. The remaining area is mountainous with steep slopes capable of supporting only native vegetation and timber.

The valley area is comprised of terraces or benches. The highest of these terraces is approximately 500 feet in elevation or about 200 feet above the Trinity River. The Trinity River drops in elevation from 320 feet at the south reservation boundary to about 220 feet where the valley narrows about six miles to the north.

Soils

Past geologic conditions, the steep terrain, and a high amount of precipitation have all contributed significantly to soil formation in the Hoopa Valley. These factors have combined to produce extensive erosion which has resulted in a thicker soil mantle along the Trinity River and thinner soil layers on the mountainous valley slopes.

The valley contains a series of terraces, each composed of a differing ratio of soils. The Agency and Chenone soils lie at the lower terraces along the Trinity River. These are the most recently formed and are coarse textured. They also lack profile development and have a high base saturation.

On the next terrace level are the Soctish soils which are older than the Agency and Chenone soils. They are finer textured, have very weak profile development, and medium base saturation. Above the Soctish soils are the Norton soils which are the oldest. These soils are finer in texture, have weak profile development, and low base saturation. Matilton soils are also found at the higher terraces and, like the Norton soils, support heavy forest vegetation. Above the higher terraces are the steep upland areas of the valley which support forest vegetation.

Climate

The climate in the Hoopa Valley can be characterized as Mediterranean with hot, dry summers and cool, moist winters. The average annual temperature of the valley is 57F. The average summer temperature is 71F, with a recorded high of 113F. Winters average 45F, with a recorded low of 7F.

The average annual precipitation is around 57 inches which falls mostly between October and April. Winter storms can produce as much as four inches of precipitation in a 24-hour period. Snow usually occurs in moderate amounts above the 2,000-foot elevation.

LAND USE AND DEVELOPMENT

The Hoopa Valley Tribe maintains a land base of 87,948.5 acres. Of this total, 86,021.3 acres are held in trust. Another 2,947.14 acres are allotted to tribal members and 1,927.2 acres are in fee status. A quantification of land usage is presently unavailable, although this element will be included in the Tribe's soon to be adopted land use plan.

Because of the land allotment and allocation system, the current pattern of land use is somewhat haphazard. Consolidating long narrow five-acre parcels for commercial, industrial, and public uses has been and will continue to be a difficult process.

Since the allotment and assignments have been in effect for some time, residential development is scattered along the six-mile valley floor with densities ranging from sparse to moderate. Approximately half of the five acre parcels are developed while the remaining generally support grazing.

Commercial activities are generally centered near the shopping center along Highway 96 just north of the bridge over the Trinity River. Several other commercial properties are located south of the shopping center and north of the tribal headquarters complex.

Industrial sites are limited to two general locations. The first lies at the south end of the reservation between the highway and river and was originally a lumber mill site. The second is located approximately a mile north of the shopping center. Also a former mill site, it is now used for log storage and sorting.

There are also a number of public facilities located in the center of the Hoopa Valley on Agency Field. These include a high school and grade school; the Tribal headquarters and recreation center; the Tribal Courthouse; the Tribal Library and Archives; the Tribal Education Center and Daycare facility; a public Pre-School; a Wildland Fire Suppression Station; a Volunteer fire station; the Tribal Police Dispatch Office; a Senior Resource Center; and a Community College Branch Campus Office. In addition, a county airstrip is located south of town on the east side of the river on Matilton Field. Adjacent to the airstrip is the Tribal Health Clinic and a soon-to-be-opened Tribal medical facility which houses a small 16-bed hospital, medical offices, and a pharmacy. The valley is also served by a Tribally owned 24 room motel, a Tribal owned Mini-Mart/Gas Station, a Tribal owned casino, the U.S. Post Office, a Humboldt County Sheriff's substation, and a Tribal FM radio station.

Outside the valley floor area the land is almost all dedicated to timber management.

Historical/Cultural Sites.

Twenty-four known historic/cultural sites are located in the Hoopa Square. These sites include four cemeteries, nine archaeological sites, two historic sites, and eight dance sites. All of these sites are located on the valley floor from the southern boundary of the reservation to approximately six miles north where the valley narrows. With few exceptions, these sites are generally adjacent to the Trinity River.

These sites are important to preserving the history and maintaining the culture of the people of the Hoopa Valley and therefore need to be protected. As a result, any road improvement projects or new segments of the road system must not infringe upon or jeopardize these sites.

Planned Development

Agriculture, forest products, construction, government and tribal services, tourism, and retail trade are the basic segments of the Reservation economy. Within these segments, the Tribe's 1996 Overall Economic Development Plan, (OEDP)'s Report suggested that a number of potential business opportunities to be investigated for development.

The 1996 OEDP report priorities for business development are focused on four basic areas:

1. Industrial Park Development

2. Downtown Land Acquisition

3. Commercial Building/Construction

4. Aggregate/Gravel production

Potential of an Industrial Park

The Industrial Park Feasibility Study analyzed rural economic development projects in communities similar in size to Hoopa. Taking into consideration the demographics of available labor force, the study recommended the following business ideas as having the most potential.

1. Hardwood finished products: Examples include furniture making, hardwood flooring, etc.

2. An incubator for Arts and Crafts: This could entice the local Arts Guild membership to expand their operations to include a showroom, common work space and classrooms.

3. An incubator for woodworking: This could be a cabinet shop and home repair center.

4. A supplier to manufactured housing: This idea requires an outside firm relocating to Hoopa's Industrial Park. There are such businesses in our region which produce prefabricated modular homes. Relocating a plant in Hoopa may be attractive and create 10 to 15 local jobs.

5. Support services: This may be administrative support for businesses located within the industrial park and other local businesses. The services may include printing, photography, multi-media, accounting, and temporary personnel services.

6. Data processing: This requires industry relocation of an outside business to Hoopa. It is often linked to the telecommunication industry field. Other communities have secured government contracts for data processing using Federal Indian preference laws.

7. Electronic Components: This requires the relocation of an outside business to Hoopa. It is perceived as a light industry using semi-skilled labor that can be trained on the job. Some technical skilled labor will be needed which requires specific skills.

8. Small scale assembly. This requires the relocation of an outside business to Hoopa. The labor skills needed may be of entry level, depending upon the type of products produced.

9. Construction Company: This may be an opportunity for our local construction journeymen to organize a contracting firm based at the Industrial Park.

As mentioned above, the nine businesses recommended for the industrial park were determined by reviewing the local labor force demographics. It is likely that emerging businesses on this list will find willing and able people to fill their needs. For its part, the OEDP report mentions an eligible labor pool of 1,000 unemployed people.

Land acquisition has been moving along very well. The Tribal Environmental Protection Agency, (TEPA) has been coordinating the clean-up process for identified Super Fund sites. There are two other former lumber mill sites that have the potential of being light industrial locations, once they are cleared by TEPA.

The Tribal Council recently purchased 6 acres of land in the downtown area. TEPA is working on new zoning codes. The Tribe is also drafting recommendations regarding non-tribal owned valley floor parcels that the Tribal Council may want to consider trading for non-agricultural parcels.

The OEDP priorities included commercial building/incubator development. The business incubator concept was also included in the industrial park feasibility study. The feasibility study suggested two business ideas: an arts and crafts production shop and a woodworking products shop. Both ideas can utilize available community skills in crafts and woodworking. As mentioned earlier in the OEDP report, these business concepts are sound ideas, but they do not necessarily have to be installed within the researched industrial park site. Other light industrial business sites in downtown Hoopa can be utilized.

The Hoopa Valley Aggregate Enterprise, (HVAE) has started its second Summer of operation. The opening of this tribally owned and operated business has placed Hoopa in the market for statewide and regional sand and gravel contracts.

HVAE secured a Bureau of Indian Affairs, Roads Department contract. This contract will generate one-third of HVAE's Summer business. Another sales contract is being negotiated with the local Housing and Urban Development, (HUD). These projects are in the nearby town of Orleans as well as in Hoopa.

HVAE increased their number of employees by one person and promoted one current employee. With the support of the Tribal Government, HVAE will start negotiations with the California State Roads Department, thus opening more opportunities.

HVAE is currently located within the proposed Hoopa Industrial Park site. The short term operation is doing well. The long term plan is to secure private contracts, statewide. In the meantime, there is potential to attract an outside firm such as Pro Block, a concrete block manufacturing company, to utilize HVAE as a contracted material resource.

IRMP Tribal Goals and Objectives

The Integrated Resource Management Plan (IRMP) does outline some tribal transportation goals. Also the goals which have been identified are as yet unadopted. The plan does however, imply that there is considerable concern over the state of the local economy. As a result, the Tribe appears to be assigning a high priority to economic development to (1), create additional employment opportunities and thereby reduce the excessive unemployment rate, and (2), to diversify the economy to lessen the dominance of the forest products sector. This apparent direction will in the long-term have impacts on current land usage.

The IRMP 50 year goals (Desired Future Conditions) for Transportation include:

1. The Tribe manages all roads on the Reservation.

2. Road access onto and through the Reservation are upgraded so that the roads have appropriate surfaces for their intended use.

3. The Tribe has in place a Comprehensive Transportation Plan.

The IRMP 10 year preferred alternative (goals, objectives and Best Management Practices ) for transportation include:

Goal: Develop a Comprehensive Transportation Plan.

Objectives:

Develop new non-forest Transportation Plan and combine with the Forest Transportation Plan.

Goal: Improve or upgrade and maintain access to ceremonial sites as needed in cooperation with the Cultural Committee.

Goal: Reduce the impacts of roads on the Reservation environment.

Standard: All Valley roads will be constructed or reconstructed utilizing acceptable engineering practices which include the surfacing of roads with aggregate or pavement.

BMP: An interdisciplinary team will be convened to evaluate the impacts of transportation development and maintenance to minimize the adverse economic, social and environmental impacts.

Objectives:

Identify roads within drainages that have anadromous fish or are the source for domestic water that can be closed or upgraded.

Prioritize those roads for closure or upgrading that are causing or in danger of causing sedimentation.

Goal: Maintain all roads serving residences on a regular basis.

Long Range Economic Plans

From a land use and transportation standpoint, future economic development activities will likely have the most significant impact on transportation planning. Current planning indicates both commercial and industrial projects are scheduled to be implemented. Commercial activities are generally proposed along Highway 96 between the shopping center and Tribal Headquarters.

Commercial activities already exist in this area and there is adequate development space to sustain additional commercial density. The pending Land Use Plan will help the Tribe in the orderly growth of housing and commercial development. The Plan will also designate acreage for agricultural-use and planning. For business and private-sector expansion, the Tribe is in the proper setting for establishing regulatory

framework to guide businesses to fruition. The Tribe has focused on three primary areas for economic development: 1) Retail business start-up with the goal of creating two (2) new businesses per year. 2) Market Hoopa as a tourist destination with the goal of two hundred (200) or more visitors per year. (3) Establishing a log-sorting deck to add-value in timber sales.

Future industrial activities will be centered at two general locations which have previously been used for forest products milling. The first site is at the south end of the reservation between Highway 96 and the river. This was the original site of the Cal Pacific Lumber Mill which has since been closed and buildings removed. The second area is north of the tribal shopping center approximately one-half mile, also along Highway 96. Known as the former Masonite site, this location was also a previous mill site.

Development Plans

The Hoopa Tribe is assessing the viability of expansion and relocation of the Lucky Bear Casino to the former Cal-Pac site. The Cal-Pac site is also an ideal location for an Industrial Park. In conjunction with Tourism, the Hoopa Tribe is considering a Cultural Center/Museum, but its focus has been diverted to repatriation of the Tribe's cultural artifacts.

Continued residential development is anticipated. However, due to the sub-optimal level of coordination between the Hoopa Valley Housing Authority, Tribal Credit, Public Utilities District, Roads Department and the Realty Department, predicting where new development will occur has been nearly impossible.

Population

According to the 1991 Bureau of Indian Affairs' Labor Force Report, cited in the 1993 Overall Economic Development Program (OEDP), the population of the Hoopa Valley Indian Reservation was 3,431. Of this population, approximately

85.6 percent are Native Americans most of which are from the Hoopa Tribe.

A 1996 age distribution of the Hoopa's Indian population shows that 28 percent of the population is less than 16 years of age and almost 54 percent is less than 30 years of age. Only 5 percent of the population is over the age of 65. Overall, this distribution indicates a very young population and one which will have definite impacts on the economic and social characteristics of the area in the future.

The Tribe expects this population to increase to 4,000 by the year 2016 for an increase of 28 percent. A similar growth in non-Indian population would produce an overall population of around 4,150 for the Hoopa Square.

Employment

(a) Employment and Income

Survey data indicates the median family income for Indians living on the Reservation was $5,450 in 1979. Per capita income was $1,557. By comparison, this is less than one-quarter of the $6,107 per capita income estimated for Humboldt County and one-fifth of the estimated statewide per capita income of $7,500. Overall, approximately 81.57% of the Hoopa heads of households have incomes below the established poverty income level.

Seasonal tourism, logging, the school district, tribal operations, and the private sector provide most of the employment opportunities on the Reservation. By January, 1981, all five lumber mills had either closed down or had relocated to other areas. This situation is largely due to the declining timber industry in Humboldt County and has created a 81.43% unemployment rate in Hoopa. This figure is taken from the 1988 Bureau of Indian Affairs Labor Force Report. The Hoopa Valley Indian Reservation is currently experiencing an extreme economic depression. In years past, the Reservation population has been significantly dependent upon the logging and timber production industry for non-professional employment opportunities.

However, in recent years, over production, increased automation, environmental impact priorities, and the soft real estate market (with consequent decreases in construction) have crippled the timber industry. The lumber mills on the Reservation that once employed many Indian people have been shut down. The available employment opportunities in the field of logging has been reduced by approximately 85%. The magnitude of the problem becomes more apparent when one considers the unemployment statistics reflected in the Manpower Review Data produced by the State of California's Employment Development Department (EDD). The following percentages for the County of Humboldt were reflected during the months of January through December of 1992:

Humboldt County Unemployment Rates

The Hoopa Valley Indian Reservation represents an isolated pocket of extremely high unemployment. Recent analysis of the situation indicates that access to employment is a major problem. The nearest job market for residents of the Reservation is more than 120 miles round-trip to the Eureka/Arcata area. However, the above-stated Labor Statistics indicate that employment opportunities in the urban areas may also be very difficult to find. The 1990 Census provides statistical data showing a 40.7% poverty rate and a 29.6% unemployment rate on the Reservation. Because of the economic situation of the community, the Preferred Alternative for the Integrated Resource Management Plan (IRMP) balances economic diversification with the resource management future of the Reservation.

b) Demographic Trends

The population of the Hoopa Valley Indian Reservation appears quite stable and is experiencing very moderate growth rates. With the exception of the rapid growth in nearby McKinleyville (52 miles west of the Reservation) the study area has been largely sheltered from rapid growth. Nevertheless, due to the young median age of Reservation residents and the number of child bearing residents, the Reservation is projected to have a 23 percent growth rate over the next decade.

Tribal government on the Hoopa Valley Indian Reservation is being dramatically changed due to the Tribe's designation as a Self-Governance Demonstration tribe in 1988. Since designation, the Hoopa Valley Tribe entered into a "Compact" with the United States government in July, 1990 pursuant to Title III of P.L. 100-472. Thus, in a little more than six years, the Hoopa Tribe has moved from a position of being one of the most regulated tribes controlled by the United States to a position of freedom from such regulation unprecedented among Indian Tribes.

This radical change of circumstance is bound to have a considerable effect on all branches of Hoopa Tribal Government including natural resource management. Although it is difficult to gauge community attitudes on this Transportation Plan, attitudes can be gauged from previous planning documents. This attitude has been consistently positive during the formulation of the IRMP and the Forest Management Plan.

Based on the obvious support of the Tribal Membership in respect to the Self Governance Demonstration Program and the assumption of road management activities by the Tribe, the community of the Reservation is supportive of any further assumption of land-based resource management activities on the Hoopa Valley Indian Reservation.

CHAPTER 3

EXISTING TRANSPORTATION SYSTEM

SYSTEM DESCRIPTION

The Hoopa Valley Reservation is served by State, County, BIA, and Tribal roads. State Highway 96, which runs north/south through the center of the valley, is both the principal road within the valley and chief access route to areas outside the reservation.

Inventory

In the developed valley floor, five of the main secondary routes are Humboldt County maintained roads. They are Shoemaker Road in the southwest portion of the valley which serves residences and collects timberland traffic from Telescope Road (BIA Route 6); Tish Tang Road in the southeast valley, which serves the hospital, airport, and the old Hoopa Campground; Hospital and Airport Roads in the same area; and Pine Creek road along the west edge of the valley, which serves residences and acts as a collector for the majority of westside timberland traffic. The remaining significant valley floor roads were built by the BIA and are maintained by the Tribe. Of these, the most significant are Loop Road (BIA Route 12) in the south central valley, which serves tribal departments and tribal council administration, and residential areas, and High School Road, which connects Highway 96 with Loop Road.

Cal Pac Road (BIA Route 144), which runs from Highway 96 to the old Cal Pac mill site at Davis Road (BIA Route 14) which is a Tribal maintained road that provides access to housing and a gravel plant.

The remaining valley floor roads serve residential parcels which were primarily built by the BIA and are maintained by the Tribe. Starting at the south end of the valley, they are; Sherman Road (BIA Route 141), which loops to the east off Shoemaker Road and connects to Highway 96; Davis Road (BIA Route 14), which loops to the east off Highway 96 and serves a housing project; BIA Route 141 which runs east off BIA Route 14; BIA Route 142 which runs east off BIA Route 14; Cal Pac Road (BIA Route 144) which runs east off Highway 96 and connects to Davis Road; Matilton Cutoff Road (BIA Route 7), which loops to the west off Highway 96; Marshall Lane (BIA Route 15), which loops to the east off Highway 96; Moon Lane (BIA Route 30), which loops

off Pine Creek Road on the west side of the river; Lower Mill Creek Road (BIA Route 178) which also loops to the right off Highway 96; Mill Creek Spur (BIA Route 8), which heads east from BIA Route 178; Carpenter Lane (BIA Route 31) which loops north off Highway 96 at the north end of valley; and Jackson Lane (BIA Route 311) which runs northwest off BIA Route 31. Community Road (BIA Route 5) loops east from Highway 96 to serve higher terrace which contains residential parcels. Two cul-de-sacs maintained by the Hoopa Housing Authority serve residential tracks. Matilton Court is located off Shoemaker Road, and Spencer Court is located east of Highway 96 and north of the Trinity River.

The majority of the reservation is mountainous timberland served by a network of timber haul roads. With the exception of Bair Road, a Humboldt County maintained road, the principal haul routes are Tribally maintained roads. Numerous tribal forest roads feed these main routes. The main haul routes on the west side of the Trinity River are Telescope Road (BIA Route 6), Bair Road (Humboldt County road), Hundred Acres Prairie Road (BIA Route 1), Bald Hill Road (BIA Route 11), Bloody Camp Road (BIA Route 17), and Nixon Road (BIA Route 18). On the east side of the valley the main haul roads are Hostler Ridge Road (BIA Route 13), Big Hill Road (BIA Route 102), and Mill Creek Road (BIA Route 4). The first mile or so on each of these roads also serves residential parcels. In addition, Big Hill Road (BIA Route 102) and Mill Creek Road (BIA Route 4) connect with Forest Service roads on Six Rivers National Forest land and are used as haul roads for some Forest Service timber. Other roads that are incorporated in the BIA system include: Redwood Grove Road (BIA Route 9) (the first two miles are maintained by the BIA and the remainder is a tribal timber road); Chase Road (BIA Route 16), a timber spur off Bloody Camp Road (BIA Route 12); and Lookout Road (BIA Route 2) which, as its name implies, leads to the fire lookout on Big Hill off BIA Route 102.

Since roads within the Hoopa Valley Indian Reservation include a combination of State, County, BIA and Tribal jurisdictions, there exists a great deal of confusion by the community in respect to these roads. For example, design and maintenance standards are not uniform within the Hoopa Indian Reservation. Often, one road may be made-up of up to three jurisdictions. It may start as a County Road; then change to BIA jurisdiction; and terminate as a Tribal timber haul route. Therefore, right-of-ways, road widths, and surface type on one single road would vary.

In order to prevent confusion, the following listing represents the jurisdictional roads within the IRR system. Standards for upgrade may include the design standards set forth by the Federal Highway Administration:

List of Roads to be Maintained

Route Name of Road Length

Surface Type

The valley floor roads serving developed areas and rural residential parcels are generally paved with a light course of asphalt concrete.

The asphalt concrete and gravel surfaces on valley floor roads are generally in fair to good condition. Some, principally Matilton Cutoff (BIA Route 7), Community Road (BIA Route 5), and Loop Road (BIA Route 12) are in poorer shape and in need of redesign.

The first half-mile (closest to the valley floor) to a mile of each of the BIA's principal timber haul roads has been paved with a medium course of asphalt concrete 22 to 25 feet in width. Beyond, most of the roads have gravel surfaces with average widths of 24 feet. However, an additional mile of both Big Hill Road (BIA Route 102) and Hostler Ridge Road (BIA Route 13) have been paved. Hostler Ridge Road is only 16 to 20 feet wide past milepoint 1.3 and degenerates to a dirt surface past milepoint 6.7. This road could be a candidate for widening and rocking if much timber is to be hauled over it. Similarly, Nixon Road is only 12 feet wide past mile point 2.9, has vertical and horizontal site distance problems and has a rutted dirt and gravel surface. With these exceptions, both the asphalt and gravel surfaced sections of the principal timber haul roads are in good condition.

Of the remaining BIA timber roads, Redwood Grove Road (BIA Route 19) has a 15-foot gravel surface in good condition. Lookout Road (BIA Route 2) and Chase Road (BIA Route 16) have 10- to 15-foot dirt surface in fair to good condition.

All the Humboldt County roads within the Hoopa Square have asphalt concrete surfacing with widths averaging 22 feet. All these surfaces are in good condition with the exception of Bair Road which is gravel and in need of paving.

(Table 3-1 Box chart of,

Hoopa Valley Indian Reservation

Indian Reservation Road System

goes here).

Traffic Control

Signing

The existing signing of Hoopa Reservation roads is relatively inconsistent. In general, the roads which intersect Highway 96 have stop signs though the North Carpenter Lane (BIA Route 31) intersection and South Davis Road (BIA Route 14). Other main secondary collectors, such as those intersecting Loop Road and Pine Creek Road, also have stop signs.

Highway 96 is the only road with complete signing, including speed limits and warning signs. Speed limits are not always posted on other Hoopa Reservation roads. Warning signs are used sporadically and presently appear only in a few places on county roads and newly constructed BIA roads.

Speeds posted in Hoopa Valley on Highway 96 vary from the 55 mph limit coming into and leaving the valley, to 40 mph in the central part of the valley, and 25 mph in the school zone.

Striping and Pavement Marking

Both BIA and county double-lane, paved roads usually have centerline striping. Existing pavement markings on major BIA Routes are generally in good condition. On many of the minor BIA Routes, the striping has faded and visibility is poor.

Most of the intersections with stop signs have stop bars and intersection centerline striping. However, a few of these intersections on both BIA and county roads have no pavement markings whatsoever. In the vicinity of the schools, crosswalks are marked on High School Road and on Loop Road.

Drainage and Bridges

On roads in the developed valley, no significant drainage or bridge repair/replacement problems were apparent on BIA or county roads in this summer inventory. However, a study during winter weather could reveal several drainage problems not apparent in dry weather.

A complete drainage inventory of the timber haul roads is beyond the scope of

this study. However, there are numerous drainage problems on these roads such as inadequate or plugged culverts and clogged or missing ditches. Several springs along these roads create wet conditions even in summer and additional culverts may be necessary. Nixon Road (BIA Route 18) has a stream crossing and a slide area also in need of drainage work. In addition, several of the tribal timber haul roads have inadequate or damaged bridges in need of replacement.

On Highway 96, Caltrans has replaced bridges at MP 11.6 and 13.3 (Hostler Creek), and at MP 14.55 and 14.58 (Mill Creek).

Street Lighting

The areas with street lighting are around the schools, the shopping center, the newer residential tracts, and intersections at Hwy 96 and the south and north ends of Shoemaker Road; Hwy 96 and Matilton Cut Off Road; Hwy 96 and Davis Road; Hwy 96 and the south and north ends of Loop Road; Hwy 96 and the south and north ends of Marshall Lane; Hwy 96 and Hwy 96 and Big Hill Road, Hwy 96 and the south and north ends of Carpenter Lane; Hwy 96 and Takimildin Village access; Tish Tang Road and Community Road; Tish Tang Road and Hospital Road; and along Hwy 96 at Blue Slide.

Along Hwy 96, street lights in need of replacement are at the north and south intersections of Marshall Lane and also at the Blue Slide area. Although a utility pole exists at the intersection of Hwy 96 and High School Road, a street light is yet to be placed in the vicinity.

Transit

The Hoopa Health Association operates a transit system for the elderly population to the Senior Nutrition Center for week-day lunches, and also transits for doctor's appointments, pharmacy needs, and grocery shopping.

School Bus Routes

School bus routing through the Hoopa Valley is fairly extensive. The following roads are utilized by school buses:

Highway 96: full length of the Hoopa Square

Shoemaker Road: full length

Telescope Road: initial section from Shoemaker Road

Davis Road: to Cal Pac Road

Cal Pac Road: full length

Matilton Cutoff Road: full length

Pine Creek Road: full length

Loop Road: full length

Nixon Road: First 2-1/2 miles (from the valley floor)

Bald Hill Road: first 3/4 mile (from the valley floor)

Bloody Camp Road: first mile (from the valley floor)

Tish-A-Tang Road: within mile of southern end

Hospital Road: full length

Airport Road: to Hospital Road

Mill Creek Road: first two miles (from the valley floor)

Community Road: full length

Marshall Lane: full length

Carpenter lane: full length

Right-of-Way Status

The BIA roads are constructed on 60 foot Hoopa Tribe deeded easements. State Highway 96 is generally constructed on an 80-foot deeded easement through the Valley to the section line between Sections 2 and 11 T8N R4E, then on a 200-foot deeded easement between this section line and the Klamath River. There are a few places, however, where the easement is a little wider; such as around bridges. Humboldt County roads are generally constructed within 60-foot easements.

TRAFFIC DATA

Circulation Characteristics

Circulation patterns are fairly pronounced on the reservation. Highway 96 provides the main access through the reservation

Traffic Volume

Peak-hour volumes in Hoopa were estimated from a number of sources. Traffic volumes on Highway 96, as well as roads intersecting with Highway 96, were taken from Caltrans estimates of traffic. Traffic volumes on other roads were estimated based on housing count and trips generated by tribal services.

1995 Caltrans Traffic Volumes

Mile- Peak ADT

post Hour Pk. Mo. Annual

South Limits Hoopa 10.95 290 3,100 2,850

North Limits Hoopa 12.83 250 2,600 2,400

In 1995 the annual average increase rate in vehicle-miles of travel on California highways was +1.4%

As shown in Table 3-1, most of the roads in the Hoopa Reservation carry little traffic. Except for Highway 96 and the few roads serving non-residential uses, all peak hour volumes are below 100 veh./hr.

Accident Data

Traffic accident data for the past 5 years was collected from Caltrans for accidents along the state highways within the Hoopa Reservation. No data on accidents were available for county, BIA, or Tribal maintained roads. However, it is expected that accidents on these roads would follow a pattern similar to that on the state highways. Within the Hoopa Valley Indian Reservation along Highway 96, there have been 132 reported accidents between 1-1-91 and 3-4-96. By examining the cause of these accidents, measures can be taken which could reduce the number of accidents.

Fifteen percent of reported accidents involve drivers that had been drinking or were under the influence of drugs. These types of accidents cannot be reduced by traffic improvement measures. However, this is significantly lower than the 1986 report and is partially due to the Tribe's strong anti-drug policies.

Community Road (BIA Route 5) has sight distance problems which have attributed to one fatality and several unreported accidents in recent years.

Accident records show a significant number of accidents along Highway 96 at the intersections of Loop Road, Tish Tang Road, Marshall Lane, and Carpenter Lane. Half of the total intersection accidents occur at south end of Loop Road and Tish Tang Road. At Loop Road, a large portion of the accidents involved vehicles turning from the highway or passing other vehicles.

These types of accidents could be reduced by adding a channelized turn pocket.

The tribe does not currently have a procedure for tracking accident data, the 1994 Traffic Safety Evaluation Analysis prepared by ITS recommended an accident pin map to determine existing and growing concentration of accidents.

Speed Studies

No speed studies have been performed in the Hoopa area.

Travel Demand

No travel demand forecasts are available from the county. The Tribe is the largest employer in the Hoopa Valley currently employing approximately 363 personnel. Since these jobs are concentrated along Highway 96, especially between Loop Road and Pine Creek Road, this area is probably the major work trip destination.

Non-work trip destinations are most likely the commercial areas in the Hoopa Valley. These are concentrated along Highway 96 between Loop Road and Big Hill Road. A majority of commercial activity takes place at the shopping center near the Post Office driveway.

Cal Pac Road (BIA Route 144) is the area most suited for future commercial development, the tribe already has several options planned for this area. Thirteen new homes are proposed off Telescope Road (BIA Route 6). This project will generate a significant change in traffic volume.

Traffic Enforcement

Law Enforcement

Law enforcement in the unincorporated areas of the County is provided by the Humboldt County Sheriff's Department and a County sub-station and jail maintained by the County on the Reservation. In the nearby town Willow Creek, the California Highway Patrol maintains a field office. The Hoopa Valley Tribe is one of only two Tribes in California which operates a Tribal Police department.

The Tribal Police Department is subject to the same training, policies and procedures as any municipal police department and through a landmark agreement with the Humboldt County Sheriff's Department, has been cross-deputized as Sheriff Deputy's. Currently, Hoopa Tribal Police are equipped with one radar traffic control vehicle and are actively enforcing the basic speed laws within the Reservation.

In addition, the Tribe exerts law enforcement jurisdiction as Resource Protection on trespassing involving timber and fisheries officers.

MAINTENANCE

The Hoopa Valley Tribe through the authority of the BIA, has the basic responsibility for the maintenance of roads on the BIA Public Road System and to assure that the roads on Indian trust lands are kept in good condition. The policy of the BIA's Road Maintenance Program is to preserve, repair and restore the BIA roadway system.

The BIA is responsible for maintaining roads and bridges which are on the BIA Public Road System and on the Tribal Road Systems, but only through a signed Memorandum of Agreement.

The objectives of the Road Maintenance Program are:

Services - To provide maintenance and repair services for roads, bridges, and certain airstrips so long as these conditions exist:

Funds are available

2) Tribal governing bodies set the priority for maintenance activities within their jurisdiction

3) The roads are public roads

Standards - To plan, schedule, and provide maintenance services according to the standards of the American Association of State Highway and Transportation Officials (AASHTO) .

Inter-Agency Cooperation - To provide for inter-agency cooperative agreements with tribal governments, counties, state, and other federal agencies for various phases of the Road Maintenance Program whenever possible.

Environmental Protection - To perform maintenance services in a way that protects the environments of the reservation and adjacent lands.

Safety - To perform maintenance that provides a safe environment for the traveling public and the personnel engaged in road maintenance operations.

The Tribe will continue to make repairs and provide services associated with preserving the condition of roads, streets, and bridges on the Indian Roads System. The roads maintenance program is a plan to keep the roads in their original condition after construction of the roads, and to prevent any possible roadway damages or safety hazards.

The Hoopa Valley Tribe's road maintenance program is based on funding from the BIA however, because of limited funding the Tribe can use 15 percent of their FHWA construction towards the maintenance of roads.

The Hoopa Valley Tribe currently has 107.29 miles of roadway on the BIA Public Road System which are eligible for funds (19.34 miles of paved surfaces; 10.75 miles of gravel surfaces; 2.6 miles of improved surfaces; 74.6 miles of unimproved surfaces). The Tribe received $ 106,000 for maintenance in FY 96 which is wholly inadequate to properly maintain the BIA Public Road System. Because of the funding limitations, maintenance should be limited to the most critical needs.

CHAPTER 4

TRANSPORTATION PLAN

TRANSPORTATION NEEDS

Safety

Discussions within Tribal staff and field inspections outlined the areas that should be of concern.

Improvements

Community Road (BIA Route 5) has sight distance problems which have attributed to one fatality and several unreported accidents in recent years.

The intersection of Loop Road (BIA Route 12) and Pine Creek Road should be upgraded to a controlled channelized "T" intersection meeting AASHTO design standards and providing a right turn pocket for eastbound traffic.

The existing sharp curve on Davis Road (BIA Route 14) approximately .25 of a mile east of Highway 96 is recommended for realigned to provide a horizontal curve to meet a minimum design speed of 40 mph.

Signing

New stop signs need to be installed at Telescope Road (BIA Route 6) where it intersects Shoemaker Road, Hostler Ridge Road (BIA Route 13) where it intersects Community Service Road and Community Service Road (BIA Route 5) where it intersects Tish Tang Road. Estimated project cost would be $600.00.

Many of the roadway curves have no warning signs or advisory speed.

Many of the intersections do not have street name signs or are not of a recommended design.

The Tribe would need approximately 100 street signs estimated cost would be $20,000.00.

Striping and pavement marking

This project would provide fogline and centerline striping for the non-residential two-lane paved roads which are not currently striped or the striping is faded the project includes some miscellaneous Routes and the following Routes:

Bald Hill Road (BIA Route 11) 4.5 miles to be restriped.

Davis Road (BIA Route 14) 1.3 miles to be restriped.

Marshall Lane (BIA Route 15) 1.4 miles to be restriped.

Road sections scheduled for new construction or paving projects are not listed here.

The cost described in this project would be $25,000.00

Street lighting

PG&E will repair or replace lights attached to their utility poles at no cost. PG&E will install new utility pole lights for free with a five year maintenance agreement from the Tribe.

Capacity

Currently Matilton Cutoff Road (BIA Route 7) may have capacity deficiencies. In the past Matilton Cutoff Road has been used as a detour when slides have closed Highway 96. During these times the traffic may exceed the capacity of the roadway.

New Development

The Hoopa Valley Tribe is considering several new projects, all of which there is limited concerted effort. These possible projects include a Cultural Center/ Museum, Lucky Bear Casino expansion, log-sort facility, campground/ RV park, and a water-slide theme park. It is envisioned that the Tribe will focus their efforts to develop two of these projects within the next three-years.

The Hoopa Housing Authority is considering two sites for potential development. These potential sites include a forty acre parcel to be developed to site twenty new homes located off Community Road and a thirty acre site that would include fifteen new homes located off Telescope Road. The recent enactment of the Native American Housing Assistance and Self-Determination Act of 1996 requires the formulation and approval of Indian Housing Plans by Indian Tribes and Housing Authority's including the needed infrastructure to serve proposed housing developments.

The initiation of this Transportation Plan will become a critical element in the development of the Indian Housing Plan that the Hoopa Valley Tribe is required to submit to the U.S. Department of Housing and Urban Development for any new housing constructed after October, 1996.

Future Travel Demand

No travel demand forecasts are available from the county. Only three areas of future development will generate a significant increase in traffic on Reservation Roads:

Davis Road (BIA Route 14) areas along this road are being considered by the Tribe for future commercial development.

Community Road (BIA Route 5) 20 housing units are planed for this area.

Telescope Road (BIA Route 6) 15 housing units are planned for this area.

SCHEDULED PROJECTS

The BIA has three short term projects scheduled for implementation during FY 96.

1. BIA Route 4 Upgrade

This road is currently under construction and scheduled for completion at the end of October 1996. The BIA is adding a 0.38 mile section of paving to the currently paved portion of road.

2. BIA Route 178 Upgrade

This road recently (October, 1996) was constructed. The upgrading of this 0.9 miles of road was to meet FHWA Design Standards.

3. BIA Route 102 Upgrade

This road was also upgraded in October, 1996 This project upgraded 0.97 miles by paving to the currently paved portion of road.

The BIA has two short term projects scheduled for implementation during FY 97.

1. BIA Route 19 Upgrade

This road is currently under design and will meet FHWA Design Standards. This project is scheduled for construction FY 97.

2. BIA Route 30 Upgrade

This road is currently under design and will meet FHWA Design Standards. This project is scheduled for construction FY 97.

Caltrans Projects

Caltrans has scheduled improvement and maintenance projects for State Highway 96 inside the Reservation boundaries. Currently no projects that would increase traffic capacity or change traffic flows are planned.

Three projects are proposed under the Minor B Program from the stretch of highway from Willow Creek to Weitchpec. At post mile 9.2 to 9.7 (outside of Reservation Boundary) a drainage project is planned for 1997 that will replace some culverts. At post mile 10.5 (near the southern Reservation Boundary) a project is planned for 1997 that will place some protective barrier and berms. At post mile 18.3 a culvert is planned to be replaced in 1997. To qualify for a Minor B project the project must cost less than $100,000. Due to the smaller magnitude of Minor B projects, more may be scheduled in the next five years if a need merits.

The Caltrans Maintenance Program has scheduled several projects along State Highway 96 between Willow Creek and Weitchpec. A slurry seal is scheduled in the spring of 1997 from post mile 8.6 to 13.6. In the summer of 1998, at the earliest, a chip seal with recessed marker placement is scheduled from post mile 18.0 to 23.0. Several 2-1/2" overlays are planned for the summer of 1999, from post mile 3.8 to 11.4; 11.7 to 13.1; and 13.5 to 14.2. Maintenance projects are usually scheduled on a three year cycle.

Therefore, more projects may be scheduled within the Reservation boundaries after 1999.

PROPOSED PROJECTS

1. Matilton Cutoff Road Realignment

The northern 0.5 mile of Matilton Cutoff Road (BIA Route 7) should be realigned and widened to meet a design speed of 50 mph as shown in Roadway Design Guidelines for a rural minor collector in mountainous terrain. This roadway section currently is too narrow with sharp curves resulting in a less than desirable design speed. Furthermore, a large portion of this roadway should have guard rail placed due to the steepness and the height of the fill slopes.

Preconstruction $40,400

Grade and Drainage $198,500

Gravel $32,500

Paving $71,500

Incidentals $60,500

- Guardrail $50,000

Subtotal $453,500

30% Contingency $136,000

TOTAL PROJECT COST $589,500

2. Matilton Cutoff Road Slide Area Realignment

At approximately 0.5 mile south of Loop Road (BIA Route 12) on Matilton Cutoff Road (BIA Route 7), the road is starting to experience a slip failure due to a slide that has developed on State Highway 96. This slide is starting to undermine Matilton Cutoff Road. The road is starting to fail and cracking is evident in the pavement for a 150-200 ft section. The road should be realigned to the west to avoid this slide area. This would require approximately 800 ft of new roadway and the relocation of utilities. Guardrail may also be required in this area. Intermediate measures should be taken in the near future to prolong the failure of this section of roadway. There is a water main along the west side of the roadway. This line should be checked to make sure there are no leaks that are contributing to the saturation of the soil under the roadbed. Any leaks should be repaired immediately. In the past traffic from Highway 96 has used

this route when portions of the highway have been closed due to slides in the area. This is a public road and BIA should be consulted to see if load limitations can be placed on this route to prevent the heavy trucks that normally travel Highway 96 from traveling this route when the highway is closed. This would lessen the loading of the failure area.

Preconstruction $40,000*

Grade and Drainage $59,550

Gravel $9,750

Paving $21,450

Incidentals $18,150

Utility Relocation $15,000

Subtotal $163,900

30% Contingency $49,100

TOTAL PROJECT COST $213,000

* Increased due to complexity of project requiring extensive geotechnical and environmental investigations.

3. Community Road Reconstruction

Community Road (BIA Route 5) is a 23 ft wide paved road 2.2 miles long. This road serves several residential units and has one of the higher ADTs' on the Reservation. The road is steep and has several sight distance problems. The roadway currently does not meet the design speed or pavement width requirements stated in the Roadway Design Guidelines for a rural minor collector. There is some longitudinal cracking evident in the roadbed as well as some slope failures along this route. The road should be reconstructed to meet a 50 mph design speed, thus improving the sight distance and the pavement structural section and width.

Preconstruction $178,000

Grade and Drainage $873,400

Gravel $143,000

Paving $314,600

Incidentals $266,200

Subtotal $1,775,200

30% Contingency $532,600

TOTAL PROJECT COST $2,307,800

4. Loop Road Reconstruction

Loop Road (BIA Route 12) is 0.70 of a mile long and is a major collector road for the Hoopa Reservation. Most of the Tribal offices and educational facilities are located on this route. Currently, the pavement is in poor condition and there are areas with drainage problems. The road has a high amount of pedestrian traffic but does not have any sidewalks or handicap facilities. The road should be completely reconstructed to strengthen the structural section, provide proper drainage and to provide curb, gutter and sidewalk, where appropriate, meeting the ADA requirements for access. A bike lane on one side of the road should be added. The Pine Creek intersection will be redesigned to provide a channelized, controlled intersection with turn pockets.

Preconstruction $56,200

Grade and Drainage $91,000

Gravel $37,100

Paving $125,300

Incidentals $72,800

-Utility Relocation $90,000

-Sidewalks $55,200

-Rt. Deceleration. Lane $15,000

-Lt. Turn Pocket $20,000

Subtotal $562,600

30% Contingency $168,800

TOTAL PROJECT COST $731,400

5. Davis Road Curve Realignment

Davis Road (BIA Route 14) is a 23 ft wide paved road 1.3 miles long in good condition. This route currently serves several residences and a aggregate plant. Future commercial development will likely occur along this route. Currently there is a sharp horizontal curve located approximately 0.25 of a mile from the north end. The design speed for the curve is less than desirable. The horizontal curve should be realigned to provide a design speed of 40 mph.

Preconstruction $11,250

Grade and Drainage $44,250

Gravel $14,750

Paving $18,000

Incidentals $23,250

Subtotal $111,500

30% Contingency $33,500

TOTAL PROJECT COST $145,000

6. Mill Creek Spur Reconstruction

Mill Creek Spur (BIA Route 81) is a 12 ft wide gravel road 0.7 miles long in good condition that serves seven residential units. Future growth is not expected along this route. This road should be upgraded to a 26 ft wide paved road with a minimum design speed of 40 mph. The current road is fairly straight but additional Right-of-Way will need to be acquired.

Preconstruction $31,500

Grade and Drainage $92,925

Gravel $30,975

Paving $50,400

Incidentals $65,100

Subtotal $270,900

30% Contingency $81,300

TOTAL PROJECT COST $352,200

7. School Road Overlay

School Road provides access to both the elementary school and the high school. Currently, this road is paved with curb, gutter and a landscaped median section. The width of paving is adequate. The pavement is in fair to poor condition with raveling evident. An overlay should be applied to this road. There is a possibility that this road is being considered for closure. If the road is closed, the overlay is no longer needed. The Tribe should be consulted before an overlay is applied.

Overlay $19,500

30% Contingency $5,900

TOTAL PROJECT COST $25,400

8. Senior Nutrition Center Road Reconstruction

The road known as Senior Nutrition Center Road is a 14 ft. wide 0.2 mile long unimproved road. The road serves five homes and a senior nutrition center. This route has several locations with drainage problems. This road should be adopted into the BIA road system. There appears to be plenty of Right-of-Way available to meet with BIA standards. The road should be designed to provide for 26 ft of paved roadbed.

Preconstruction $9,000

Grade and Drainage $35,400

Gravel $11,800

Paving $14,400

Incidentals $18,600

Subtotal $89,200

30% Contingency $26,800

TOTAL PROJECT COST $116,000

9. Nixon Road Reconstruction

Nixon Road (BIA Route 18) is a 16-20 ft wide 6.8 mile long road mostly unimproved with some graveled sections and several turnouts. The road serves few residential units and acts as a timber haul road on occasions. If the river crossing on State Highway 96 in Hoopa was ever to be closed, this route would be used as a detour. This route has several locations with drainage problems. Some of these locations are starting to cause failures in the roadway. The southernmost 1.5 miles should be reconstructed to provide a 24 ft wide section. The remainder of the route should be graveled and widened and the drainage problems should be corrected.

There is also some advantage to reconstructing and paving the entire route to the Reservation Boundary. If this happened and the remaining section (approximately two miles) located on the Yurok Indian Reservation was reconstructed and paved, the route would act as a main corridor between Hoopa and Weitchpec. It would also serve as a more reliable detour when State Highway 96 between Hoopa and Weitchpec is closed due to accidents, slides etc. as well as providing a second paved access in and out of the Hoopa Valley.

Given the different scopes of work described above, three cost estimates have been generated. Option 1 provides reconstruction and paving for the first 1.5 miles. Option 2 provides graveling and widening the remaining 5.3 miles not touched in option 1. Option 3 includes reconstructing and paving the entire route (excluding the section outside of the Hoopa Reservation boundaries).

Option 1

Preconstruction $111,000

Grade and Drainage (75%) $446,600

Gravel (100%) $82,500

Paving $139,500

Incidentals $174,000

Subtotal $953,600

30% Contingency $285,900

TOTAL PROJECT COST $1,239,500

Option 2

Preconstruction $201,000

Grade and Drainage (50%) $1,052,050

Gravel (50%) $145,750

Paving $0

Incidentals $614,800

Subtotal $2,013,600

30% Contingency $604,100

TOTAL PROJECT COST $2,617,700

Option 3

Preconstruction $503,200

Grade and Drainage $2,699,600

Gravel $374,000

Paving $632,400

Incidentals $788,800

Subtotal $4,998,000

30% Contingency $1,499,000

TOTAL PROJECT COST $6,497,000

10. New Trinity River Bridge Crossing

Currently there is only one bridge crossing the Trinity River in the Hoopa Valley. Although the failure of the existing Caltrans bridge is unlikely, a second bridge in the valley is desirable. A second river crossing would assure that the Emergency Service Agencies would have access to the entire valley at all times. Response times for these services would be reduced in some cases as well as increasing the accessibility to the service facilities. Traffic will have better circulation and the average daily traffic on State Highway 96 would be reduced as tribal members rely less on the State Highway when traveling in and around the valley floor.

The determination of the bridge location is beyond the scope of this report due to the extensive geotechnical studies and hydrological investigations needed to properly size a structure this size. However, two locations appear to be more desirable due to the general layout of roads and businesses in the Valley. They include the area between the end of Jackson Lane (BIA Route 311) and Pine Creek Road and the area between Davis Road (BIA Route 14) and Airport Road.

A cost estimate for this project would be premature at this time due to not knowing the bridge location and the size and complexity of the structure. However, it is expected to cost several million dollars.

11. Tish Tang Road Intersection Realignment

There is currently some sight distance problems at the intersection of Tish Tang Road and State Highway 96. Caltrans is the responsible agency for the State Highway and Humboldt County is the responsible agency for Tish Tang Road. The intersection is located to close to the northern end of the existing Trinity River Bridge. Northbound traffic can not adequately see the intersection when coming off of the bridge. The Traffic entering the State Highway from Tish Tang Road have difficulty seeing the northbound highway traffic. The Intersection should be relocated to the north as much as possible to provide better sight distance. Additional Right-of-Way would be required. A deceleration lane should also be constructed on the State Highway for northbound traffic.

Preconstruction $30,000*

Grade and Drainage $26,050

Gravel $5,875

Paving $8,525

Incidentals $9,950

-Rt. Deceleration. Lane $25,000

Subtotal $105,400

30% Contingency $31,600

TOTAL PROJECT COST $137,000

* Increase due to coordination of activities with Caltrans and Humboldt County.

PRIORITIZATION

Several factors drive the method that the identified road improvements were ranked and rated. In all cases, the safety of the residents of the Hoopa Valley Indian Reservation have been taken into account. The major factor in developing a Transportation Improvement Plan or TIP is the cost of construction of a particular roadway. The Hoopa Valley Tribal Council has prioritized the identified improvement projects based on relative need, safety, and with the realization that construction funds available may be lacking. Finally, the prioritization includes a carry-over of projects that the Tribe is in the process of completing under a comprehensive program approach.

The TIP for the Hoopa Valley Indian Reservation is as follows:

Project Ranking

Mill Creek Spur (BIA Route 81) 1

Community Road (BIA Route 5) 2

Matilton Cuttoff Road (BIA Route 7) Realignment 3

Matilton Cutoff Road (BIA Route 7) Reconstruction 4

Loop Road (BIA Route 12) 5

Davis Road (BIA Route 14) 6

Tish Tang Road Intersection with Highway 96 7

Senior Nutrition Road Reconstruction 8

Nixon Road (BIA Route 18) 9

School Road Overlay 10

New Trinity River Bridge 11

The Tribal Council is cognizant that re-prioritization is an option available to them and will exercise the authority to re-rank the projects if the situation arises. The need to re-rank the above listed projects could occur if emergency situations such as flooding or road wash-outs occur. Additionally, if ISTEA is reauthorized and additional funds become available, the Tribal Council may amend the TIP as appropriate.

Road Changes

The renaming of several roads took place as a result of the development of this transportation plan. Simply put, there was a great deal of confusion in the naming of roads. For example, two Moon Lanes were previously known locally on the Reservation. A public meeting attended predominately by elders of the Tribe changed the names of those roads where confusion existed. During the course of the public discussions and hearings held in association with this plan, one element of street naming became important. Many community members expressed that street names should be based on cultural elements such as Hupa language, village areas, and other considerations. For the purposes of this plan, the following road changes occurred:

Route Previous Street name New Street Name 14 Campbell Field Road Davis Road

16 Translator Road Chase Road

18 Dowd Road Nixon Road

110 Agency Streets Grant Road

Willow

Fir

Maple

178 Dike Road Lower Mill Cr. Rd.

311 Carpenter lane Jackson lane

141 Campbell Field Shoemaker Road

144 Campbell Field Cal Pac Road

Although not an element of the scope of this plan, the Tribe should officially name the roads and streets on the Reservation. Additionally, the Tribe should consider implementing a property numbering system so that street addresses could be applied to the residential areas of the Reservation. By implementing street naming and property numbering, emergency dispatching, parcel deliveries, and home delivery of mail could be enhanced or implemented.

Maintenance

The Hoopa Valley Tribe currently has 107.29 miles of roadway on the BIA Public Road System which are eligible for funds (19.34 miles of paved surfaces; 10.75 miles of gravel surfaces; 2.6 miles of improved surfaces; 74.6 miles of unimproved surfaces). The tribe received 106,000. For maintenance in FY 96 which is wholly inadequate to properly maintain the BIA Public Road System. Because of the funding limitations, maintenance should be limited to the most critical needs.

Summary of Project Costs

Based on the application of relative need, the following projects and the associated cost estimates are provided. It should be noted that the construction costs presented are based on the previous cost of construction on the Hoopa Valley Indian Reservation with adjustments incorporated based on inflation, material costs available on the Reservation and the use of force-account labor. The labor cost of Tribe's Road Construction Program is lower than the rates under the Davis Bacon Act which directly affects the projected costs.

Minor Improvements

Safety Signs as indicated $ 600.00

Street Name Signage $ 20,000.00

Striping and Pavement Marking $ 25,000.00

Street Lighting -0-

Major Improvements

Matilton Cutoff Road Realignment $ 589,500.00

Matilton Cutoff Road Slide Realignment $ 213,000.00

Community Road Reconstruction $ 2,307,800.00

Loop Road Reconstruction $ 731,400.00

Davis Road Realignment $ 145,000.00

Mill Creek Spur Reconstruction $ 352,200.00

School Road Overlay $ 25,400.00

Senior Nutrition Road Construction $ 116,000.00

Nixon Road Reconstruction (Low Cost Option) $ 1,239,500.00

Tish Tang Road Realignment $ 137,000.00

RECOMMENDATIONS

Based on project findings and reservation transportation needs, the following recommendations are made.

The Tribe should request that School Road and Senior Nutrition Center Road be placed on the BIA Public Road system as soon as possible. All the BIA Public Roads need to be signed.

The most critical projects to implement are the Matilton Cutoff Road Slide Area Realignment and the Community Road Reconstruction to provide safer access for school buses.

Where appropriate to project implementation the Tribe should work closely with Caltrans and Humboldt County to coordinate and or/jointly participate in projects. Pursuant to California Administrative Code, the Tribe should actively participate with the Humboldt County Association of Governments in order to specify the use of Transportation Development Act (TDA) funding to improve County roads within the Reservation. The following excerpts from State Law grant the Hoopa Valley Tribe the authority to be represented on HCAOG:

65101.1. The Hoopa Valley Business Council, as the governing body of the Hoopa Valley Indian Tribe, may participate as a legislative body, pursuant to subdivision (b) of Section 65101 on the Humboldt County Association of Governments and for that purpose may enter into a joint powers agreement with the parties thereto and shall be deemed to be a public agency for purposes of Article 1 (commencing with Section 6500) of Chapter 5 of Division 7 of Title 1. The Legislature finds and declares that the unique circumstances of Humboldt County necessitate this special law. (Added by Stats. 1987, Ch. 73.)

The Tribe should adopt and implement this updated reservation transportation plan as the official long-range comprehensive planning guide for transportation improvements. As indicated in the IRMP, this document should be used in collaboration with the Forestry Road Transportation Plan prepared by Black. Although never formally adopted, the Black study and plan contain construction standards for forestry roads which are uniquely different than public roads on the Reservation.

The Plan should be reviewed annually by the tribe to assess changing needs and priorities. This should be a formalized process and will require coordination between the Tribe and the BIA. Specifically, this process would evaluate maintenance priorities of the BIA system., new construction or upgrading priorities and their implementation schedule, interagency coordination to address specific problems on county roads.

APPENDICES

APPENDIX A

COST ESTIMATING

COST ESTIMATING DATA: HOOPA VALLEY INDIAN RESERVATION

Purpose

In order to establish a method to distribute funds in accordance with "Relative Need," the BIA commissioned a study conducted in 1988. That study included an analysis of methods used to distribute road funds by various agencies and factors that could be used to actually measure needs on Indian Reservations. Several methods were tested using practical applications of available data from the BIA Road Inventory, as well as hypothetical data devised to simulate extreme costs and demonstrate sensitivity to changes in the data. The factors chosen met the BIA's policy and administrative criteria for usability and measurability.

The purpose of the Relative Need Formula is to distribute transportation funds from the Central Office to each area in an equitable manner. It is the responsibility of each area to establish its own priorities for distributing those funds for actual projects. The Relative Need Formulas could also be used by an area to help establish priorities; however, they are not intended to, nor can they easily be manipulated to, establish priorities across the whole BIA system on the basis of individual projects.

It is the responsibility of each Area Office to report roadway conditions and other data. It is the responsibility of the Central Office to monitor and to ensure that it is consistent within and among areas. To date, consistency of reporting within an area was all that was required because the data was used primarily to make comparisons within the area. In order to use these data to make comparisons among areas, the Central Office has a responsibility to see that data in all areas is recorded according to the same standards. When the data in the BIA inventory is updated through this project, with an effort to provide a fair representation of the actual conditions in all areas, application of the formula will result in a reasonable measure of actual need.

Since the allocation of funds is the primary purpose of the relative Need Formula, the most important factor should be cost-to-improve from existing conditions to the desired standards.

Because it is not financially possible to carry out every improvement desired, it is necessary to establish the relative importance of a segment of road. This is done by including in the formulas a measure of the volume of traffic served.

There is some justification for including in the formula a measure of the socioeconomic benefits derived from a road improvement; however, it was given less weight because of the difficulty of defining this factor in an objective way. Population provided the most readily available measure of this factor and was, therefore, the measure chosen for the formula.

The formula chosen can be expressed as follows:

Ri = K1 Ci C + K2 Ui U + K3 Pi P

where:

Ri = Relative Need of Area i

Ci = Cost-to-improve of Area i

C = Total cost-to-improve for all 12 Areas

Ui = VMT of Area i

U = Total VMT for all 12 Areas

Pi = Population for Area i

P = Total population for all 12 Areas

The coefficients used in these formulas reflect the relative importance given to each factor. The choice is, to a large extent, a matter of judgment; however, it is believed that the selection is justified on the following grounds:

Cost-to-improve is the most important factor and must be the primary basis for determining Relative Need.

Benefits received from a project are generally measured in terms of usage or vehicle miles traveled. This factor is important, but not as significant as cost, in determining need.

Population, in itself, is not a good indicator of the need for road construction funds and has been given a relatively small weight in the above formulas.

Except for population data, the road inventory data base is the source of the information used to compute the factors in the formula. Since an equitable distribution of funds depends upon the data, it is absolutely necessary to have

the data collected and reported using uniform procedures, within a relatively short period of time, and in a manner that is verifiable by an independent source.

Purpose

This appendix is Provided as a planning aid for both tribal staff and the BIA agency road staff. The tables included in this appendix are set up to quickly identify the type of road required, based on traffic volumes and functional classifications and the magnitude of cost associated with constructing the road. It should be noted that these costs should only be used for planning purposes and initial project budgeting, not as substitutes for engineering estimates.

Design Standards

The BIA is required to design to AASHTO (American Association of State Highway and Transportation Officials) Standards as are all other Federal, State and local agencies. Tables A-1 and A-2 provide roadway width and lane configurations based on functional use and on traffic volumes. Table A-1 is for rural roads with shoulders and drainage ditches and Table A-2 is for urban roads with curbs and gutters. (Note: All tables are located at the end of this appendix.)

The various configurations are identified by Design Guideline Numbers. In the case of rural roads, terrain is also important, so the guidelines are identified by flat, rolling, and mountainous terrain. The terrain for urban roads is assumed to be relatively level, since the vast majority of development generally does not occur on hilly or mountainous topography.

In some instances, the Rural Design Guidelines exceed AASHTO Standards by a few feet. The reasons for this are varied. In many situations there are pedestrians and bicyclists using rural roads on a frequent basis. On Minor Collectors and Local Roads the AASHTO minimum of 2-foot shoulders is not adequate for pedestrian use particularly when pushing strollers, or for bicyclist. On Rural Collectors it is also desirable to have enough space to park a vehicle on the shoulder without interfering with the travelway.

Overall, tables A-1 and A-2 represent recommended guidelines for roadway widths. Since AASHTO Standards are sensitive to a number of variables, a specific minimum width is not apparent. As a result when the road is engineered the width may vary by several feet based on the design parameters. However, for purposes of planning and establishing budgets these guidelines represent a desirable average.

Construction Cost Estimates

Tables A-3 and A-4 present costs for each of the Roadway Design Guidelines presented in Tables A-1 and A-2. Table A-3 represents per mile costs for rural roads and Table A-4 shows cost for urban road construction. The costs represented in these tables and in Table A-5 (miscellaneous items) were derived from Caltrans construction cost records for the past 3 years. The tables are represented in 1996 dollars which are useable in 1997. However beginning in 1997 the costs should be inflated each year by use of the ENR Index (Engineering News Record).

Because of the detail of information provided by Caltrans and the sensitivity of analysis, separate cost tables were developed for the Northern, Central, and Southern Agencies in order to accurately reflect differences in these regions. The costs in this appendix are for the BIA Northern Agency area and were used to estimate the cost of projects identified in the Hoopa Valley.

Table A-5 illustrates the cost for miscellaneous items not included under incidental costs in Tables A-2 an d A-3. These costs are either represented on a unit basis or by lineal distance in per foot and per mile. When any of these items are required, they should be listed separately under incidental costs.

Not included in the roadway construction costs (Tables A-3 and A-4) nor in the miscellaneous costs (Tables A-5) are right-of-way acquisition costs or utility costs other than normal roadway drainage. Right-of-way costs are not included because land values differ greatly as a result of localized market conditions. Also, utility costs were not included since the type and size can vary considerably due to the type and density of proposed developments. If water, sanitary sewer, power, or communication lines are required, separate budget item(s) must be added to the incidental cost. To a degree, the contingency that has been added to the cost estimates is intended to take into account some of these unknowns.

In instances where reconstruction of a roadway occurs (widening and/or general upgrading of an existing road), percentages of some construction costs are used. Cost reductions usually occur in the categories of grade and drain, and gravel, since there is less width to grade when some type of roadbed already exists. In these instances a percentage of 25, 50, or 75 percent is used. These percentages will be shown in parentheses after the items category. Where minimal reconstruction or widening is required, 25 percent of the respective category is used. Fifty percent is used for moderate reconstruction, and 75 percent for extensive reconstruction.

In Tables A-3 and A-4, the costs per mile are divided into a number of categories:

Total Cost Per Mile

These categories cover all costs associated with developing and constructing a road project. Everything from initial investigations through design and construction. The following is a summary of the activities which are included in each of the cost categories.

Preconstruction

Preconstruction costs typically run 10 percent of the subtotal cost and include the following:

Project Administration

Engineering Design

Construction Inspection

Design Survey

Soils Investigation

Environmental Clearances

Grade and Drain

Grade and drain costs include:

Grading and Earthwork

Establishing Roadway Drainage Ditches and/or Underground Drainage System

Drainage Pipe and Catch Basins

Dust Control During Construction

Gravel

Gravel costs include:

Roadway Base

Side Slopes

Travelway and Shoulder Surfaces (if road is not paved)

Paving

Paving cost is for an asphalt concrete road surface and includes both travelway and shoulders.

Incidentals

Incidental costs include:

Signing

Striping

Pavement Markings

Guardrail (minimal distances only)

Material Testing

Contractor Mobilization

Removal of Existing Pavement

Temporary Traffic Control

Clearing and Grubbing

Environmental Drainage Control During Construction

Other miscellaneous incidental items should be itemized and estimated separately under incidentals when appropriate. These include items such as:

Traffic Control Signals

Bridges

Overpasses and Other Major Structures

Bicycle Paths

Sidewalks

Left-turn Lanes

Right-turn Deceleration Lanes

Guardrail (used in instances where extensive distances are involved)

These types of costs are not normally included in most BIA Roads, therefore, they have not been included in the general incidental costs in Tables A-3 and A-4.

Subtotal

The subtotal is the sum of the above five categories (preconstruction, grade and drain, gravel, paving, and incidentals).

Contingency

A 30 percent contingency has been assigned to each subtotal to allow for unknown situations. Such situations that would add cost to the project could include:

Unknown Soils and Geologic Conditions

Mitigation of Environmental Impacts

Need to Purchase Right-of-Way or Easements

Added Costs Associated with 638 Contracts

Fluctuations in Bidding

Total Cost

Total cost is the sum of the subtotal and contingency and represents a total per mile cost of roadway.

APPENDIX B

DATA SOURCES

American Indian Technical Services, Inc

1983. Indian Land and Forest Resources: An Issue of Federal Trust: A Forest History of the Hoopa Valley Indian Reservation of Northwestern California. U.S. Department of Interior, Bureau of Indian Affairs, Sacramento, California

ASCG Incorporated

1994. BIA Transportation Plan Northern California Agency. Bureau of Indian Affairs, Sacramento, California.

California Division of Mines and Geology Bulletin 190: 19038.Irwin, W.P.

1966. Geology of the Klamath Mountains Provence

Cooper Consultants in association with CH2M Hill

1986. BIA Transportation Plan Northern California Agency. Bureau of Indian Affairs, Sacramento, California.

Natural Resources Department - Forestry Division,

October 29, 1995. Alternative Forest Products Feasibility Study, Hoopa Valley Tribal Council

Natural Resources Department - Forestry Division

April 21, 1994. Hoopa Valley Indian Reservation Forest Management Plan Vol 1- For The Period 1994-2003

Sonoma State University, Origer, T.M.,

1984. A Cultural Resources Survey and Evaluation of 7752 Acres on the Hoopa Valley Indian Reservation, Hoopa, Humboldt County, California

Sonoma State University, Offermann, J.K., Origer, T.M. and Frederickson, D.A.,

1976. An Archaeological Survey of Hoopa Valley, Hoopa Indian Reservation, Humboldt County, California

Ulibarri, Robert

1985. Hoopa Valley Business Council Draft Comprehensive Plan 1985-2000. Hoopa Valley Business Council.

Ulibarri, Robert

1982. Hoopa Valley 208 Water Plan, 1982 Update. Hoopa Valley Business Council.

Ulibarri, Robert and Glen, David

1996. Hoopa Valley Tribe, Draft Integrated Resource Management Plan, Desired Future Conditions and Framework Goals, VISIONS Enterprises and Natural Resources Management, Inc.

Ulibarri, Robert and Glen, David

1996. Hoopa Valley Tribe, Draft Integrated Resource Management Plan, VISIONS Enterprises and Natural Resources Management, Inc.

Ulibarri, Robert

1995. Environmental Assessment Proposed Road Surfacing and Reconstruction, Hoopa Valley Indian Reservation, VISIONS Enterprises.

University of California at Davis: Agricultural Extension Service, Singer, and Begg, 1975. Soil Survey, Hoopa Valley, California

University of California Institute of Transportation Studies

1994. Hoopa Valley Indian Reservation Traffic Safety Evaluation Enforcement and Engineering Analysis

APPENDIX C

PROJECT MAPS

APPENDIX D

PUBLIC INVOLVEMENT

Public Involvement

Local involvement in the transportation planning process occurred at several intervals. In the development of this detailed Reservation plan. The consultant team met with local Tribal officials during several site visitations. Usually those officials included tribal managers, and/or tribal planners. Transportation needs and priorities were discussed during these initial meetings.

Upon completion of the draft plans, copies were forwarded to the Tribal Council and staff for local review and comment. Based on these local comments, three drafts were revised as appropriate.

The next step in the public involvement process was a public hearing, conducted by the Hoopa Valley Tribe which the consultant attending as technical support. Minutes were taken of this meeting and oral comments were duly recorded and incorporated in the final draft Transportation Plan.

Finally, on December 5, 1996, this Transportation Plan was presented to the Hoopa Valley Tribal Council for final review. Comments were made by several members in the audience attending the Tribal Council meeting. After discussion, the Hoopa Valley Tribal Council officially adopted this plan by formal resolution.

Project	Length (miles)	Responsibility	Estimated Cost
Matilton Cutoff Road (BIA Route 7) Northern 0.5 miles Realignment	0.5	BIA	$589,500
Matilton Cutoff Road (BIA Route 7) .5 miles south of Loop Road (BIA Route 12) Realignment and Reconstruct	.015	BIA	$213,000
Community Road (BIA Route 5) Redesign widening and design speed adjustments	2.2	BIA	$2,307,800
Loop Road (BIA Route 12) Reconstruction of Roadway	0.7	BIA	$731,400
Davis Road (BIA Route 14) Realign horizontal curve	0.05	BIA	$145,000
Mill Creek Spur (BIA Route 81) Upgrade	0.7	BIA	$352,200
School Road Overlay	0.1	Tribe/KTUSD	$25,400
Senior Nutrition Center Road Reconstruction	0.2	Tribe	$116,000
Nixon Road (BIA Route 18) Redesign	6.8	BIA	$1,239,500 to $6,497,000
Tish Tang Road Intersection w/Hwy 96		Tribe/Cal Trans	$137,020
New Trinity River Bridge Crossing	NA	BIA	Unknown