conclusionary community concept/corridor plans

Transcription

INTRODUCTION
Mission
To lead an exploration of possibilities to
growth while preserving the area's character.
enhance Hoback Junction as a Community,
The transportation element of the
addressing both the Highway Corridor and the
Comprehensive Plan identifies shifts from single
community as a whole, and to further the goals
occupant vehicles to walking, biking, ride
stated in the Comprehensive Plan by engaging
sharing and transit to reduce the rate of traffic
the community in a four-day design charrette.
growth between now and the horizon year
2020. Land use strategies for future develop-
To develop plan alternatives for the Hoback
ment were identified that encourage and
Junction community and its transportation corri-
facilitate these shifts. The plan calls for devel-
dor that represents the collective desire of the
oping mechanisms for strategically enhancing
community members, and is capable of being
mixed-use nodes of development, and Hoback
implemented within the context of the process-
Junction was identified as one of four existing
es available to both the Wyoming Department
mixed-use areas that could be enhanced.
of Transportation (WYDOT) and Teton County.
Teton County is the recipient of a federal grant
that has enabled the Planning and
Hoback Junction Charrette Report
Background
Development department to pursue land use
The Jackson/Teton County Comprehensive
and transportation planning projects in various
Plan was adopted by the community in 1994.
parts of the County. The grant awarded is from
By 1999 the Comprehensive Plan was amend-
FHWA’sTransportation and Community and
ed to include a new transportation element,
System Preservation (TCSP) Pilot Program.
written as Chapter 8. The Comprehensive Plan
The purpose of these planning efforts is to
establishes goals for community issues such as
solve interrelated problems involving transporta-
growth, community character, transportation,
tion, land development, environmental
natural and scenic resources and affordable
protection, public safety and economic develop-
housing. A major component of the
ment. Since WYDOT is currently in the process
Comprehensive Plan is planning for future
of developing alternatives for the reconstruction
page 1
INTRODUCTION
of the highway through Hoback
A four-day community design event, called a
and the junction of highways 26/ 89 and
Junction, it is a prime opportunity to
"charrette," was held January 16th through
189/191. Hoback Junction has long been con-
work with WYDOT to integrate the com-
January 19th, 2002. The design team was lead
sidered the southern gateway to Jackson Hole.
munity's goals for the roadway with
by Design Workshop, with help from Jorgensen
The existing two-lane roadway carries the bulk
plans for future development. This plan
Associates and Strout Architects; all firms are
of commercial traffic, a fair proportion of the
package will be used by WYDOT as an
located in Jackson. County Staff and WYDOT
tourist traffic, and significant commuter traffic to
alternative for evaluation within their
representatives were also heavily involved.
the town of Jackson. Traffic through the corri-
EIS process. In addition, Teton County
dor is increasing, primarily due to residential
will use this plan package as a basis for
Existing Conditions
growth in communities south of Hoback
making changes to the Land
Hoback Junction describes an unincorporated
Junction such as Alpine. As land values in
Development Regulations and as a
area within Teton County, fifteen miles south of
Jackson increase beyond the reach of many
guideline for future development deci-
Jackson. The community exists around the
Jackson residents and employees, a growing
sions.
confluence of the Hoback and the Snake rivers,
number are purchasing homes in more afford-
View Towards
the East
page 2
INTRODUCTION
able areas. As a result, daily commuting through the Hoback
Junction is common. Hoback
Junction currently serves as a bed-
LAND USE DISTRICTS
AC- Auto-Urban Commercial
RU- Rural
SF-NC Single Family
NOTE: Entire Area is in the NRO
room community to Jackson Hole,
with few available services. The
Junction is rural in feel with a
strong independent sense of community. The central core of
Hoback Junction includes approximately 12 acres of commercial land
aligned along the highway, surrounded by approximately 62
households. Using Teton County's
standard multiplier of 2.1 people
per household, a conservative population estimate for Hoback
Junction is 130 residents.
However, the exact population of
Hoback Junction is difficult to determine; many households outside the
study area identify themselves as
Hoback residents. Hoback Junction
retains a rural feel, informal infrastructure, and a relatively low
density residential development
pattern.
Existing
Zoning Map
page 3
INTRODUCTION
Highway Corridor
US 26/89 is classified as a Principle
Arterial, and is part of the National
Highway System (NHS). The Federal
Highway Administration (FHWA)
defines these roads as highways in
rural and urban areas which provide
access between an arterial and a major
port, airport, public transportation facility, or other intermodal transportation
facility. The NHS was developed by
the U.S. Department of Transportation
in cooperation with the states, and
includes roads considered important to
the nation's economy, defense, and
mobility. As such, the Wyoming
Department of Transportation continually emphasized their requirements to
meet appropriate design guidelines
throughout the Charrette process.
Discussion centered around how to
meet the design requirements for the
roadway, while satisfying the desires of
the community. In essence, implementing the FHWA's mandate for
"Context Sensitive Design".
The average daily traffic (ADT) counts
collected for Chapter 8 - Transportation
of the Teton County/Town of Jackson in
July of 1996 indicate a volume of 8,573 vehicles
per day on US 26/89/191 (highway through
Hoback Junction), 5,324 vehicles per day on US
26/89 (highway to Alpine), and 3,956 vehicles
per day on US 189/191 (highway to Bondurant).
As part of the Purpose and Need step of the EIS
process, WYDOT has quantified average annual
daily traffic volumes. These volumes indicate the
annual average as compared with the July
counts referenced in Chapter 8, which represent
the highest ADT's experienced on the highways.
These counts are summarized as Hoback
Junction East Section (US 191/189) and Munger
Mountain and Horse Creek Sections, and for
1999 are 2,230 vehicles per day and 5,014 vehicles per day respectively. Unfortunately these
locations do not directly correlate with the 1996
count locations. WYDOT has calculated the
present level of service (LOS) as D for US
26/89/191, C for US 26/89, and B for US
191/189. These are based on the 30th highest
peak hour traffic volume of the year.
the last 10 years.
· Lincoln County's population has grown 14.7%
in the last 10 years.
· Sublette County's population has grown 21.3 %
in the last 10 years.
· 4,700 new housing units in Teton County by
2020.
· 2,700 new lodging units in Teton County by
2020.
· The AADT has increased 100% in the last 15
years.
Based on these assumptions, WYDOT is projecting AADT traffic volumes of 3,680 vehicles
per day for the Hoback Junction East Section,
and 8,896 vehicles per day for the Munger
Mountain and Horse Creek Sections.
WYDOT has projected that the annual average
daily traffic (AADT) volumes will increase by 77
percent over the next 20 years. These projections are based upon the following information
and/or assumptions:
· Teton County's population has grown 62% in
page 4
PUBLIC PROCESS
“The design charrette is the most
effective way to quickly solicit
community feedback, and is an
interactive, dynamic process”
Mark Hershberger
Community Design
Charrette
Bonny Hershberger Describes
Alternative Concepts at the Hoback
Junction Design Charrette
The goal of a charrette is to
engage targeted stakeholders,
community members, local government officials, and the design
team in a concentrated design
process during which the project
is defined, goals are set, and
plans are developed through an
alternatives analysis. The charrette process promotes a high
degree of citizen involvement by
making the public process more
accessible and more rewarding.
Prior to the Hoback Junction
charrette, the design team conducted interviews with key
stakeholders, allowing the team to
learn more about the community,
and public opinion of the project
before beginning any design. The
charrette was scheduled from the
16th through the 19th of January
with a strong turn-out from community members. The entire
process was open to the public,
and all activities, including the
work space for the design team,
were located in the Hoback vicinity. This allowed community
members the ability to drop by
and share their thoughts and
ideas in accordance with their
individual schedules.
page 5
PUBLIC PROCESS
Charrette Participants
The community design charrette
was organized in such a way as
to offer as many opportunities for
public comment and involvement
as possible, from drop in one-onone participation to group
discussions and public meetings.
Property-owners in both the
Snake and Hoback canyons, and
property-owners as far north as
Henry’s Road were notified by
mail of the charrette schedule. If
for any reason community members were not able to attend the
charrette, they were given the
opportunity to voice their ideas,
questions and concerns in writing
directly to the County and the
design team.
page 6
PUBLIC PROCESS
HOBACK JUNCTION CHARRETTE SCHEDULE
DATE
TIME
Wednesday
January 16
Thursday
January 17
Friday
January 18
Saturday
January 19
9:00 – 11:00 AM
SITE WALK
PUBLIC WELCOME
(MEET AT HOBACK
FIRE STATION)
TEAM
DEFINE PRELIMINARY
ALTERNATIVES
- TRANSPORTATION
- VILLAGE DEVELOPMENT
TEAM
DEVELOP & DRAW
COMMUNITY CONCEPT
PLAN
TEAM
DETAIL COMMUNITY CONCEPT
PLAN
- SITE TESTING
- DESIGN PRINCIPLES
1:30 – 4:00 PM
TEAM
COMPLETE DATA AND
COMMENTS PREPARATION FOR
PUBLIC MEETING
TEAM
DEVELOP & DRAW
PRELIMINARY
ALTERNATIVES
TEAM
DEVELOP & DRAW
COMMUNITY CONCEPT
PLAN
TEAM
DETAIL COMMUNITY CONCEPT
PLAN
- SITE TESTING
- DESIGN PRINCIPLES
4:00 – 5:30 PM
TEAM
PREPARATION FOR
PUBLIC MEETING
TEAM
DEVELOP & DRAW
PRELIMINARY
ALTERNATIVES
PUBLIC
DESIGN REVIEW
TEAM
DETAIL COMMUNITY CONCE PT
PLAN
- SITE TESTING
- DESIGN PRINCIPLES
5:30-7:30 PM
PUBLIC WORKSHOP
DEFINE PROJECT GOALS,
OBJECTIVES,
DESIGN PRINCIPLES
PUBLIC WORKSHOP
PRESENT PRELIMINARY
ALTERNATIVES FOR
REVIEW & DISCUSSION
PUBLIC WORKSHOP
PRESENT CONCLUSIONARY
COMMUNITY CONCEPT
PLAN FOR
REVIEW & CONFIRMATION
page 7
PUBLIC PROCESS
Summary of Stakeholder
Interviews:
A total of 22 interviews were conducted which included residents,
commercial property owners, county
representatives, environmental organizations, and WYDOT representatives
(see Appendix A for complete list).
Interview respondents were asked
what their issues and concerns were
in relation to general topics of community, transportation, and the
environment. The resulting comments heard identify a wide range of
opinions and issues facing the future
of Hoback Junction, which are summarized below:
Safety
Improving safety of access into the
Junction was felt to be of primary concern. Narrow shoulders, lack of
vehicle turnouts and no protected
pedestrian circulation are just some of
the facilities which need attention.
Traffic speeds through the junction
are felt to be too fast, and there is
currently no safe way to cross the
highway for pedestrians. Some stakeholders felt a pedestrian underpass
may be a viable option to cross the
View to the
North
highway safely. Some method of stopping traffic
was suggested in several interviews; a traffic
light, or a three-way stop.
Connectivity
Stakeholders agreed that connectivity in Hoback
Junction is very important and is currently problematic. Current highway flow has cut off
Roger's Point from the confluence of the Hoback
and Snake Rivers. It was suggested in interviews that a series of pathways joined by
common spaces can thread together the scattered neighborhoods and community areas.
Although disputed by one individual, a pathway
connection North to Jackson was suggested as
a good idea to link the overall pathway network
and provide an amenity desirable to the
residents.
page 8
PUBLIC PROCESS
Roger’s Point
Transportation
Stakeholders expressed that the transportation issues and opportunities for
Hoback Junction are twofold. The first
has to do with the handling of traffic on
the state highway in a safe and efficient
manner that also addresses the needs of
the community. The second has to do
with how the community of Hoback internally develops itself as a self-serving
node for all transportation modes.
Stakeholders discussed how it is very difficult to move about Hoback by any mode
other than an automobile. Most stakeholders felt the connectivity of the
residential areas to the commercial core
for pedestrians and bicycles is poor.
Physical features such as the state highway, the rivers, and topography make it
very uncomfortable to attempt to walk or
bike to the store for a gallon of milk. It was mentioned that horses should be expected as potential
users to any pathway system. The majority of
stakeholders agreed that keeping the current
frontage roads is a good idea.
START bus stop in the junction, and some form
of USFS presence. Some people interviewed
thought Hoback Junction should develop as a
node rather than a mixed-use-village to keep
intact the rural feel of the community.
Community
Open Space
The stakeholders of the community are very passionate about Hoback Junction, and are adamant
about preserving the rural character of the area.
Several people interviewed suggested development
of a complete community to reduce the need for
trips to Jackson. This would include a diversity of
land uses in the area such as services, affordable
housing, and retail. Stakeholders suggest amending
the current County zoning to allow greater flexibility
of uses. Stakeholders suggested the firehouse be
relocated to a safer, more appropriate location for
access and circulation, and should allow for expansion. Stakeholders said they would like to see a
Some stakeholders have expressed the need for
some defined public open space as a community
amenity. It was expressed strongly by some that
these spaces should be discreet and geared
toward residents, and not to draw visitors.
Roger’s Point was suggested as a logical location for a community park if possible, and the
USFS representatives expressed interest in
acquiring the land from WYDOT. Some individuals felt that river access should be provided, but
limited to a few designated locations to avoid
potential problems with party spots.
page 9
PUBLIC PROCESS
Environment
The environment is a very important element as expressed by community
members and other key stakeholders.
The surrounding winter range areas need
to be respected. Wildlife habitat should be
preserved, and wildlife crossings should
be acknowledged and accommodated.
The Hoback river has the possibility of
receiving scenic designation, so the USFS
representatives are concerned with minimizing structural signs of human impact.
As Hoback Junction evolves it was suggested that future development needs to
be sensitive to minimizing environmental
impacts.
Interview with WYDOT
Representatives
Representatives from WYDOT were
interviewed prior to the charrette in an
effort to understand their issues relating
to Hoback Junction and the charrette
process in general. Coordination with
the WYDOT EIS process is very important in order to make the charrette
outcome a viable option. Currently
WYDOT is in the initial stages of its design
process, developing alternatives that are to be
evaluated for traffic, safety, environmental, community and economic impact (see schedule next
page). The Community’s Plan resulting from the
charrette process will be incorporated into
WYDOT’s process as a design alternative to be
studied and evaluated. As WYDOT begins its next
step of evaluating alternatives to understand
impacts, their job will be to recommend appropriately balanced options that most successfully
reduce impacts and meet the objectives of not only
the Hoback Junction community, but those of the
hundreds of other stakeholders in the WYDOT
process. They caution that it is too early to suggest which, if any, of the Community Plan elements
can be incorporated into their final options.
WYDOT’s position is that community members
should not expect everything shown in the charrette final plan to be in WYDOT’s final plan. More
analysis will be required, but the timing is right for
Hoback Junction and WYDOT to develop a
Community Plan whereby the road corridor and
development of the community are coordinated
with each other. Issues WYDOT raised are:
-
-
-
-
Maintenance needs to be balanced with
aesthetics.
The design process/evaluation process will
continue after the charrette is completed.
Parking is not allowed in the ROW.
A collaborative process between the
community and WYDOT needs to be
established for success.
WYDOT and AASHTO standards must be
met to ensure the design will be functional
and operational.
Plans should not show specific dimensions
this early in the process, to avoid misleading
the public.
The design process must accommodate all
users of the highway.
Clearly defined community goals must be
established.
Need to accommodate for future level of
service to 2025.
page 10
PUBLIC PROCESS
WYDOT
Analysis
Maps
page 11
PUBLIC PROCESS
WYDOT’S ANTICIPATED SCHEDULE
HOBACK COMMUNITY CHARRETTE
page 12
SITE WALK & IDENTIFICATION OF ISSUES AND GOALS - DAY 1
Day one - Wednesday, January 16th
Site walk
The first day began with a site walk from 9:00 to 11:00
with 30 members of the community, the design team,
and key stakeholders in attendance. The group
walked through the junction to discuss and observe
the various issues and opportunities, and become
more familiar with the study area. Some issues discussed included traffic speed, commercial access,
vehicular circulation, safety, and pedestrian accessibility.
Public Workshop #1
Site walk participants discussing Hoback Junction
Issues and Opportunities
The first of the public workshops was held that
evening attracting more than 50 community members.
After a brief introduction of the design team and a
presentation summary of the day's site walk, participants were divided into break out groups. Each
group was supplied with an aerial map of the study
area, and one team member to act as facilitator to
guide the group through an exercise to identify issues
and opportunities. At the end of the evening the
responses of each break out group were presented to
the group as a whole. The results illustrated where
ideas overlapped, but more importantly, they illustrated the wide range of issues and opportunities present
in the Hoback Junction community. Some of the most
frequently discussed topics were improving safety for
vehicles and pedestrians, reducing traffic speeds,
maintaining community character, maintaining flexibiliExample of break out session issues and ty in development options, and reducing the impacts
opportunities work sheet
of the highway on the community. A summary of the
results from the break out sessions are provided in
Appendix B.
page 13
DESIGN ALTERNATIVES - DAY 2
Day 2 Plan Alternatives
Day Two - Thursday, January
17th
Define and Draw Preliminary
Design Alternatives
In the morning, the design team compiled a list of goals based on the
previous night's breakout sessions.
These goals were used as the foundation for the drawing and evaluation
of design alternatives, and later were
refined and became the goals for the
final plan (see day four). In the afternoon, the team developed three
different alternative plans for Hoback
Junction. The alternatives took the
form of three plan view maps. Each
took a different look at the primary
issues identified by stakeholders and
the previous night’s group session:
alignment of the Snake River bridge,
access to Roger's Point subdivision,
pedestrian/cyclist circulation, pathway
connections, access to frontage
roads, auto circulation, open space
opportunities, parking, access points
to the river, and potential fire station
locations. Transportation corridor
alternatives were also explored in the
form of a series of cross sections and
PLAN ONE HIGHLIGHTS:
Snake River Bridge moves south
Two access points to frontage road
Pedestrian underpass
Access to Roger’s Point subdivision through LVE
Fire Station relocated to east side of highway
Pathway connections to the core area
Detached pathway to Jackson
Thru traffic to Alpine
Transit stops/ schoolbus stop
River access
page 14
perspective drawings. The sections,
with guidance from WYDOT representatives, illustrated the range of
possibilities within the WYDOT ROW,
from the existing two-lane alternative
through to a five-lane alternative.
Public Workshop #2
Thursday night's public workshop
drew over 40 participants from the
community. The three plans were
presented, as were the transportation
corridor sections and perspectives.
PLAN TWO HIGHLIGHTS:
Snake River Bridge moves south
One access point to frontage road
Access to Roger’s Point subdivision at existing location
Fire Station in existing location
Detached pathway to Jackson
Thru traffic to Pinedale
River access
page 15
PLAN THREE HIGHLIGHTS:
Snake River Bridge moves north
Three access points to frontage road
Access to Roger’s Point subdivision along HWY
189/191
Fire Station relocated to east side of highway
Attached pathway to Jackson
Thru traffic to Alpine
River access
page 16
Two-Lane Alternative
Comments:
- Need turning lanes.
- Too congested in the core.
- Wide shoulder for cyclists.
- Planting opportunities in ROW.
Two-Lane Divided with Protected Left Turn
Alternative
Comments:
- Minimize pavement in core area.
- Center turn lane for safety.
- Safe for surface pedestrian crossings.
Three-Lane Alternative
Comments:
- Minimize pavement in core area.
- Center turn lane for safety.
- Safe for surface pedestrian crossings.
page 17
Four-Lane Divided with Protected Left Turn
Alternative
Comments:
- Can handle increased traffic volumes.
- Pedestrian refuge in middle for safe
pedestrian crossings.
Five-Lane Alternative
Comments:
- Can handle increased traffic volumes.
- Pedestrian unfriendly
- Limited planting opportunities in ROW
The sections and perspectives were presented
to the community to provide information about
potential transportation corridor alternatives.
WYDOT representatives provided general
dimensional criteria to ensure these informational diagrams represented accurate and
viable future options that are likely to be considered in WYDOT’s process. The strong
preference of the community was that highway
improvements provide the minimal amount of
additional paving possible to meet WYDOT’s
requirements for safety and free flow of traffic.
They felt minimal pavement was important to
balance with all other community objectives for
maintaining community character. The community responded that they preferred the
3-lane option as most closely balancing
WYDOT’s objectives with the community
objectives for safety, access, reduced speed,
etc. The community was opposed to the 5lane alternative, and expressed that it
compromised the ability to maintain character,
slow the traffic and provide safe pedestrian
crossings.
page 18
Perspective
Five-Lane Alternative
Perspective
page 19
CONCLUSIONARY COMMUNITY CONCEPT/CORRIDOR PLANS
Community Members Reviewing the
Design Alternatives
Day Three - Friday, January
18th
Develop and Draw Design
Alternatives
In the morning, the design team
reviewed and reflected on the feedback from community members from
the previous evening. Although the
initial goal was to develop one preferred alternative, two plans were
developed to a higher degree of
detail, based upon the location of the
proposed bridge across the Snake
River; one to the north, and one to
the south.
Public Design Review
(Public Workshop #3)
Day Four - Saturday, January 19th
Over 30 people attended the design review, which
is an open house style of meeting. This allows
participants to arrive at their leisure and walk
around to view the alternatives at their own pace
with no formal presentation. The two alternatives
were pinned up, and community members were
given the opportunity to voice their opinions either
directly to a design team member, or they were
provided with sticky notes to apply their comments
directly to the drawings. The main issue being the
north or south alignment of the Snake River
bridge and how access is provided to Roger’s
Point Subdivision on the county road. The results
were a wide range of feedback from the community. Some preferred the north bridge option to
minimize noise and visual impacts to the residential areas to the south. WYDOT cautioned that
due to geologic conditions the north bridge option
may not be a realistic alternative, or may need
significant and visually obtrusive retaining walls to
implement, and needs further scientific investigation. Some community members voiced a
preference towards the south bridge alignment
because this option would lead to Roger’s Point
being acquired by WYDOT, with potential to provide community open space for an informal park.
As both alternatives are equally viable options for
WYDOT at this point, it was decided that both
needed to be explored and community preferences determined under each scenario.
Develop and Draw Preferred
Alternatives
To generate the conclusionary plans the design
team documented the goals as fine-tuned by the
community members over the previous three
days. The goals were then reflected in the conclusionary plans. The goals are as follows:
Community
1. Keep Hoback Junction small scale and
rural in feel.
- Maintain Hoback as a roadway and a
river “Junction”.
- Maintain low key character: Hoback is
not a “destination;” do not draw tourists,
but provide for them passing through.
- Preserve open space, natural beauty and
critical environmental areas.
2. Maintain a definable and clear core/
center of the community in the
commercial area.
- Allow mixed use (commercial/residential.)
- Provide opportunities for and/or to protect
existing community gathering spot(s), such
as the Point Store.
- Consolidate mail delivery in a central
location in the commercial core.
- Maintain functional, practical, community service-oriented commercial; Not
page 20
-
-
-
“Glitzy.”
Keep Fire Station in the core but
move to east for safe circulation/road
access.
Emphasize compact development in
a “Core” to efficiently use land and
consolidate services.
Core is the existing commerciallyzoned areas.
Make development requirements predictable and cost effective.
3. Allow flexibility for the development of increased number of residential housing units on lots currently zoned residential
adjacent to the existing
commercial core.
4. Allow live/work opportunities in all
areas of the Junction.
- Encourage mixed uses in the commercial area.
- Allow for home businesses in the residential areas.
Transportation
1. Minimize/reduce negative
impacts of the Hwy on the
community.
- Incorporate mechanisms to
reduce noise and visual impact to
community in the Hwy and bridge
design options, such as not
moving bridge further south of its
existing alignment.
- Prohibit “Jake Brakes.”
- Slow down speeds (25-40 MPH
suggested) from Boy Scout
Camp to Horse Creek Station.
- Berming/planting to reduce
visual/noise impacts.
- Add landscaping along
commercial core to slow speeds.
- More effective signage for speed
control and wildlife protection.
- Stop traffic along Hwy 26/89 to
slow speed and provide breaks
in traffic.
- Minimize amount of Hwy
pavement - 3 lanes maximum.
2. Increase safety for pedestrians,
motorists, other travelers, and
wildlife.
- Provide safe pedestrian crossings
on both highways.
- Consolidate vehicular access points.
- Slow traffic to the minimum practical
speed.
- Accommodate turning movements into
businesses and residential areas.
- Eliminate dangerous intersections.
3. Provide reasonable access onto Hwy
26/89 from 189/191 during peak times.
4. Provide efficient local circulation.
- Provide commercial core roadway
connection to 189/191 to relieve access
pressure on 26/89 and offer residents a
“local access.”
5. Retain rural character on neighborhood
roads.
- No more than 2-lane with minimal shoulders.
- Keep “dead end” sign on South Hoback
Junction Road.
- Provide the minimum adequate
improvements to County bridge to retain
character and not encourage through-traffic
to Astoria.
6. Provide a variety of transportation
choices.
- Multiple use of a transit stop (i.e., school
and START users).
- Park-n-ride.
- Trails/pathways.
Recreation
1. Utilize low key, informal, safe use of
existing recreation areas and public
accesses.
- No structures in open space areas.
- Provide informal pedestrian link.
- Discrete signage.
- No formal boat launch improvements
along the river.
page 21
- Utilize existing informal public access
to Hoback River. Future formal boat
launch should be located East of
Hoback Junction on USFS land.
- Utilize existing access to Forest
Service lands.
2. “Point” area is an appropriate additional low key recreation area and
access point, if amenable to the
property owner.
5. Provide expanded roadway shoulders for bike use in locations where
topography/property boundaries
limit separated trails and provide
separated trails where practical,
with minimum surfacing improvements.
6. Provide separated path for snow
machines and ATV's in ROW (if allowable
by WYDOT).
Trails
1. Provide multi-use pathways within
the Hoback Junction core area.
2. Provide multi-use pathway connection to north to existing pathway
system. These pathways are to
include all modes of
non-motorized transportation.
3. Provide multi-use pathway connection east to existing residential
areas. (Consider to Bryant Flats).
4. Minimize impacts to wildlife habitat.
page 22
Public Workshop #4
Saturday night's public meeting drew
over 40 attendees. The project team
presented the refined draft of community goals, followed by an explanation
of how the goals, and the previous
day’s work translated into two conclusionary plans. Two conclusionary
plans were presented to illustrate the
community’s preferences for both a
north or a south bridge alternative
over the Snake River, since both alternatives are potentially equally likely
WYDOT scenarios. Opinion was split
between the alternatives, with a slight
preference toward the northern alignment to minimize noise and visual
Perspective
impact. It was acknowledged that slopes and geology may preclude a northern alignment, and
require shifting the bridge to the south. Whether
the bridge is required to shift to the north or to the
south as determined by WYDOT’s continued technical investigations, the community’s goals remain
the same; to minimize noise and visual impacts on
the Hoback Junction residents to the greatest
extent possible. The team also presented a plan
illustrating the potential buildout of the commercial core for Hoback Junction, as a reflection of
the community’s goals. Community members
voiced their approval of the project team's recommendations.
page 23
North Bridge Highlights
Preferred Alternative
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
3-way stop signs at intersection of
highways
2 consolidated access points to
frontage roads
Reduce speeds to 25-40mph and
sign well in advance of the community
Consolidate intersections
Create safe pedestrian crossings
Relocate Roger’s Point subdivision access to east along highway
189/191
Relocate fire station east of
highway
Create multi-use pathways to
connect neighborhood to
commercial core
Improve county bridge to 2-lane
(minimal improvement necessary)
Utilize existing informal river
access
Planting improvements within
ROW to slow traffic, and add
beauty to the area
Minimize noise and visual impacts
of the bridge.
Allow for vehicle run-out at the
base of the steep private road
accessing residences above core
area
Extend detached pathway, where
possible, to Jackson
Informal trails established within
the core
3
15
13
14
5 11
11
7
2
5
11
3
11
9
FIRE
STATION
5
1
10
4
6
11
8
15
12
3
North Bridge Alternative
page 24
North Bridge Alternative
Perspective
page 25
South Bridge Highlights
Preferred Alternative
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
4-way stop signs at intersection
of highways
2 consolidated access points to
frontage roads
Reduce speeds to 25-40mph
Create safe surface pedestrian
crossings
Bring Roger’s Point
subdivision access under bridge
to intersection
Relocate fire station east of
highway
Create multi-use pathways to
connect neighborhood to
commercial core
Improve county bridge to 2-lane
Utilize existing informal river
access
Planting improvements within
ROW to slow traffic, and add
beauty to the area
Minimize noise and visual impacts
of the bridge
Allow for vehicle run-out at the
base of the steep private road
access ing residences above core
area
Extend detached pathway, where
possible, to Jackson
Open space opportunity at
Roger’s Point
Informal trails established within
the core
Possible location for relocated
river access on USFS property
16
3
12
13
2
10
4 10
15
2
PARK &
RIDE
TRANSIT STOP
4
10
8
FIRE STATION
6
9
10
3
10
4
1
7
5
4
7
14
11
3
South Bridge Alternative
page 26
South Bridge Alternative
Perspective
page 27
11
8
9
2
4
PARK & RIDE
3
8
2
FIRE
STATION
TRANSIT/ SCHOOL
BUS STOP
1
1
6
6
7
7
1
1
2
2
1
6
5
Community
Plan Public
Facilities
6
HIGHLIGHTS- PUBLIC FACILITIES
1. Planting within the ROW.
2. Pedestrian walkways fronting buildings in core area.
3. Create transit stop, school bus stop, and Park & Ride near Point
Store.
4. Mail delivery consolidated in a central location.
5. Potential park/open space opportunities.
6. Multi-use pathways within the core, and to connect to
neighborhoods and Jackson.
7. Create safe pedestrian crossings.
8. Community gathering spots provided - Point store, Fire station.
9. Relocate and redesign Fire Station.
10. Pedestrian crossing incorporated into bridge design on east side.
11. Utilize existing informal river access.
page 28
ROW Landscaping
The stakeholders expressed that landscaping is desirable for individual
commercial and residential projects as
well as within the WYDOT ROW
between the highway and the frontage
road to assist in reducing vehicle speeds
and beautifying the community. As part
of WYDOT's revegetation efforts in this
area at the conclusion of roadway work,
it is recommended that native, low water
usage shrubs and trees be included. In
addition, the revegetation mix should
include wildflowers as well as low water
usage grasses, and supplemental irrigation should be provided by WYDOT for
establishment. It may be possible to
provide the water source for the supplemental irrigation utilizing the well
remaining after the relocation of the
existing Fire Station.
It is recommended that a landscape
master plan for the ROW area be prepared and coordinated with WYDOT's
revegetation efforts. This landscape
master plan must be coordinated with
WYDOT to respect clear view triangles
at intersections, and may not obscure
appropriate sight distances for safe
movement of traffic. Design of the landscaped area should collect stormwater
run-off for irrigation benefits. Plant materials
should be native and low water usage. In addition
to the initial plantings provided as part of WYDOT
revegetation, each commercial and/or residential
project proposed along the frontage road should
be required to implement an additional portion of
the planting plan to an amount representing at
least 50%, or more as determined appropriate by
Planning Staff, of their landscape requirement.
Any improvements to the irrigation system
required to support the additional plant material
would be the responsibility of the proposed development.
It is recommended that an informal agreement
should initially be reached between owners along
the frontage road to share responsibilities for the
maintenance of the plantings and irrigation system
within WYDOT ROW. Ultimately, an association or
improvement service district (ISD) should be created among the commercial owners to fund the
maintenance and irrigation of the ROW planting.
walking space. Walks should be covered as much
as possible with arcades. Walkways in the commercial area should connect all Pathways that
radiate out into the community. Accommodations
for handicap access should be made at appropriate intervals along the walkway. Paving materials
should be wood/boardwalks or colored/scored
concrete. Efforts should be made by individual
property owners to coordinate walkway material
with adjoining walkways.
Park-n-Ride/Transit Stop/School Bus
Stop
It is recommended that a parking area be provided
by WYDOT near the relocated Fire Station within
the unused portion of WYDOT ROW to accommodate a Park and Ride facility. A transit stop
pull-out should be implemented in a location convenient to the parking area and the Point Store.
Infrastructure associated with the transit stop
should be the responsibility of START.
Mail Delivery
Pedestrian Walkways
A continuous pedestrian walkway should connect
all properties along the frontage roads. Individual
property owners along the frontage road should be
responsible for constructing the portion of walk on
their property, and joining connection to neighboring walks. The pedestrian walkway accessing
commercial/residential properties along the
frontage road should be minimum 6' wide clear
It was expressed by the community that the ability
for residents to pick up mail in a central location
offered a desired opportunity for gathering and
conversation, however the current clustered mailbox location was not considered especially
functional or safe . It was preferred that mail
delivery be centrally located in the commercial
area, most likely in or within proximity to the Point
Store. Point Store owners were agreeable with
the concept, and it is recommended that further
communication between the Point Store owners,
page 29
the US Postal Service, and community representatives be undertaken to determine
feasibility, location and timing.
Park/Open Space
WYDOT may opt to purchase land for a
south bridge alignment, if that alignment is
determined to be most appropriate. The
land remaining after the realignment of the
highway has been identified by the community as desirable for a community park. The
Forest Service has expressed an interest in
discussing with WYDOT the possibility of
acquiring some or all of the park land, but is
hesitant to assume management and maintenance responsibility. A small USFS
information kiosk may be appropriate in the
park. It is recommended that WYDOT
make the land available to the community
for a community park, and that Teton
County Parks and Recreation fund minimal
improvements (gravel pathway, picnic
tables, trash cans, and signage) and provide maintenance. In addition, some
members of the community expressed an
interest in the kayak access being relocated
to Forest Service property to the east along
Hwy 189/191 to reduce what some perceived to be objectionable exposure of
community to the preparations and other
activities of the kayakers.
Pathways
Multi-use (pedestrian, bikes, snowmachines) pathways are identified in the
Conclusionary Plans. WYDOT expressed a
willingness to consider the implementation
of pathways within their ROW areas. It is recommended that pathways be a minimum of 8 feet
wide, with asphalt as the preferred paving surface.
The community preferred that the ROW trails allow
for snowmachine use in the winter if allowed by
WYDOT. It is important to the community that
these pathways provide connections to the surrounding residential areas as well as to the
regional trail system being developed by the
County, and that they be separated from the roadway unless topography is prohibitive. It was
concluded that equestrian usage occurred mainly
through Forest Service property to the east, and
was not a desired use on the pathways within the
core and along the ROW.
Pedestrian Crossings
An on-grade pedestrian crossing was preferred by
the community to correspond with the preference
for a 3-lane highway. It is recommended that ongrade pedestrian highway crossings should be
marked with a change in paving material and/or
color, and signed appropriately for safety. If the
final alternative is greater than 3 lanes, the community preferred a grade-separated underpass to
provide safe crossing. It is anticipated that these
crossings will be implemented by WYDOT with the
reconstruction of the highway.
Fire Station Relocation
The Fire Department recognizes the inadequacies
(difficult access onto Hwy 26/89 and possible need
to accommodate revised highway alignment) of the
existing facility location along Hwy 89, and funding
is being sought by the Department to relocate the
facility to a more appropriate location providing
adequate access to the highway and better circula-
tion. WYDOT has offered an alternative location
within a portion of ROW to relocate the facility. It
is recommended that parking to accommodate
the Fire Station as well as a small number of
"shared" spaces for Park and Ride users are provided by the District as part of their planned
improvements. In addition, due to the final location of the Fire Station, it should accommodate a
vehicular "run-out" area at the base of the steep
roadway access to the upper residential lots.
This will prevent accidents caused by vehicles
that lose control on the steep section in winter.
Utilities
Stormwater detention for frontage roads and parking along the frontage roads should be allowed to
be detained in the common open space area as
long as the volume mechanisms proposed for
detention do not alter the natural appearance and
landscape character of the space. All remaining
detention requirements should be accommodated
on the site of the development.
Sewage treatment is provided on site through
septic leach fields. Proposed density of development needs to be balanced with appropriate well
setbacks and replacement areas.
Water is an issue in the area, and geologic conditions, increased demand, and current drought
conditions have affected the volumes and quality
of well water for several of the residential properties. It is recognized that community water
system alternatives need to be explored. The
eventual formation of a water district with funding
alternatives available from the Wyoming Water
Development Commission should be explored.
page 30
FIRE
STATION
8
PARK & RIDE
7
5
4
1
TRANSIT/ SCHOOL
BUS STOP
2
2
1
1
6
4
6
3
6
1
8
Community
Plan Transportation
& Streets
HIGHLIGHTS- TRANSPORTATION AND STREETS
1.
2.
3.
4.
5.
6.
7.
8.
Provide maximum of three-lane highway through core area.
Consolidate access points to the frontage roads.
Create “T” intersection for clear and safe circulation.
Enhance and maintain existing frontage roads.
Provide Park & Ride and transit pull-out.
Stop signs at all highway legs.
Relocate Hoback River Road intersection to a safe location.
Provide service access to the rear of properties
page 31
Travel Lanes
A 3-lane alternative is preferred (2 lanes
of through-traffic with a third center turn
lane) to be implemented by WYDOT to
provide a free flow of traffic, keep traffic
speeds appropriate, accommodate safe
turning movements onto the frontage
road, and provide safe surface crossings for pedestrians.
WYDOT indicated that an analysis of
this, and all alternatives developed,
would be performed to determine the
carrying capacity of alternatives, and
operational conditions in terms of levels
of service. The requirements for right
turn lanes at intersections would be
considered. The limited ability to transition into and out of turning lanes given
the relative close spacing of intersections was discussed, which may result
in providing continuous turn lanes.
While WYDOT strives to provide high
levels of service (A and B) for the
design life of a project (approximately
20 years), as public funds are being
expended, the Charrette process
emphasized the desire to balance level
of service with community desires.
Without sacrificing design standards,
developing roadway sections that may
operate at lower levels of service (C or
D) within the limits of Hoback Junction should be
considered.
Access/Frontage Road
It was expressed by the community as desirable
to consolidate access points along the highway
for safety and clarity of circulation. WYDOT
improvements will not necessarily include access
management, but welcome community efforts in
assisting with the consolidation of accesses. The
Community Plan identifies logical locations for
consolidated access to the frontage road.
WYDOT's improvements will include deceleration/ turn lanes off the highway, and the leg of
roadway that connects to the existing frontage
road. To provide for safe and functional circulation and access for the relocated Fire Station, it
is recommended that the east Frontage Road be
improved by WYDOT and/or the Fire Department
as part of the Fire Station relocation.
Construction of the remaining frontage road is
recommended to be the responsibility of the individual property owners at the time of
development proposal. WYDOT does not allow
parking that is required for the developments to
be located within WYDOT ROW. The frontage
road may be located within the ROW and should
be 24' wide. It is recommended that surface
drainage pitch to the planted ROW area for
stormwater detention and the "reuse" of the
water for irrigation benefits.
Parking
Head-in parking along the frontage road should
be allowed, with 10'x20' spaces acceptable. A 6"
curb should be installed at the pedestrian walkway to act as wheel-stop. As a second
alternative, guest parking may be provided to
the side or rear of the development. Resident
and owner parking should be provided to the
rear of the development. Service/loading/trash
should be located and appropriately screened at
the rear of the property. If parking is located to
the rear of the property, a landscape buffer
along the rear property line should be required
to provide screening. Parking should not surround the development. Shared parking
scenarios should be encouraged. In determining the quantity of parking spaces required, a
shared parking analysis should be completed so
that no more parking than necessary is provided
and alternative transportation modes are also
encouraged. Initially, plowing/maintenance of the
frontage road and parking spaces should be the
responsibility of each individual owner along the
frontage road, most practically as a cooperative
effort. The plowing/maintenance could also be
part of the responsibility of the ISD mentioned in
the ROW Landscaping section.
Reduced Speed Signage
Reducing speed through the community was of
great importance to the stakeholders. To
achieve this, it was desired to incorporate "slow
page 32
speed ahead" and between 25-40 MPH
speed limit signs from Horse Creek
Station to the Boy Scout Camp
approaching Hoback Junction along
Hwy 26/89. It was also preferred that
stop signs control both north and
south-bound traffic on Hwy 26/89 at the
intersection with Hwy 189/191 to further
control speed and provide safety for
pedestrians. It was acknowledged that
strict enforcement is essential for drivers to adhere to posted speed limits.
North or South Bridge
Alignment
At the time of the charrette, WYDOT
had not completed the analysis of likely
bridge alignment scenarios over the
Snake River, therefore the community
expressed their preferences under both
scenarios. The community was undecided regarding a consolidated
preference, but were equally split
regarding the pros of the south alignment, which includes potentially less
impact required for slope stabilization
on the uphill slope and the community
park space that would result from
WYDOT's purchase of the Hoback
River Resort, and the pros of the north
alignment including increased distance
therefore potentially reduced noise and
visual impact for the Roger's Point subdivision. In
either alignment, a pathway connection across the
bridge was preferred to make important pathway
connections in the overall pathway system. It is
recommended that the bridge include an expanded pathway 10-feet wide and elevated from the
travel lanes. It should be on the east side of the
bridge for river views and most appropriate connection opportunities, and least amount of conflict
with topography.
alternatives by the community.
County Bridge Improvements
Improvements to the County bridge have been
determined necessary for safety and fire access
needs. The community expressed a preference
that the bridge improvements are minimal as
possible so that increased speed and traffic does
not result.
Hwy 189/191 Alignment
Hwy 189/191 was preferred to "T" into Hwy 26/89
to provide more clear and safe circulation. This
creates a large area of ROW that is no longer
necessary for roadway functions. WYDOT has
agreed that a portion of this ROW area can
become the new home for the relocated Fire
Station as described above. In addition, the county road intersection with Hwy 26/89 was preferred
to be relocated as described below to eliminate
the current dangerous intersection.
County Road Alignment
The County road alignment is significantly different
between the north bridge and south bridge preferred alternatives. The north bridge alignment
requires the county road to swing east and connect with Hwy 189/191. The south bridge
alignment allows the opportunity for the county
road to cross beneath Hwy 26/89 to the west.
Both were viewed as equally viable and preferred
page 33
Community
Plan - Zoning
Overlay Uses
Overlay District
MIXED USE COMMERCIAL/RESIDENTIAL
MULTI-FAMILY RESIDENTIAL
FIRE STATION
LANDSCAPE MASTER PLAN
HOME BUSINESSES ALLOWED IN RESIDENTIAL AREAS
page 34
Implementation Tools
The following are suggested tools to
provide a framework for the Hoback
Junction area that allows the community goals to be realized. It may be
appropriate to create an overlay district
to supercede the existing zoning in the
commercial core as the most expeditious method of implementation.
Community Core
Residents preferred the flexibility to
allow mixed uses on the commercially
zoned lots. This would allow commercial/retail space at ground level, and
residential on a second level.
Permitted uses in the commercially
zoned lots should be modified to allow
this type of mix. It is recommended
that mixed use be mandatory for all
commercial lots to help achieve a mix
of both commercial and residential uses
in close proximity as well as provide a
variety of housing types (density, location, size). These are important
elements of the mixed use village concept that allow residents the opportunity
to live, work and conduct business in
close proximity, which has the effect of
promoting the use of alternative modes
and reducing vehicle trips along the
highway and roadways, as well as use
land efficiently and consolidate services. Community oriented commercial
uses should be encouraged. It may be
possible to allow for the phasing of the
second-level uses as determined appropriate
between the community and the County.
It was also preferred that the zoning regulations
allow home occupations as a permitted use on all
the residential lots within the study area. In further
support of the mixed use village concept to provide
housing alternatives within the commercial core,
residents preferred a zone to allow higher density
residential uses to provide an increased number of
housing units. It was preferred that the higher density residential uses be located as indicated on the
zoning diagram in close proximity to the existing
commercial lots, and acting as a transition between
open space and commercial uses and providing for
more density at the "core" and less density at the
edges. These lots are currently zoned for singlefamily residential, and it is recommended that
multi-family development be strongly encouraged in
these locations.
Design Guidelines for Mixed Use
Development
The community agreed that the architecture of the
commercial core should look like a grouping of
buildings, tightly spaced, that allow for a mix of uses
but maintain the rural character of the community.
The core area should be pedestrian friendly with
connected walkways. To further these goals, it is
recommended that several design guidelines should
be incorporated, including:
-Lots should not be combined in order to
maintain the look of a grouping of
smaller buildings and maintain
appropriate scale of façade;
-Maximum 26-foot front yard setback to
accommodate parking (20-feet) and
pedestrian walk (6-feet);
-5-foot maximum side yard setback;
-10-foot rear yard setbacks to
accommodate appropriate screening of
parking/service areas;
-30-foot maximum heights anticipated for
mixed use development;
-28-foot maximum height anticipated for
multi-family residential development;
-0-foot sideyard setback should be con
sidered if used to accommodate a
shared parking scenario between
adjoining properties;
-Second level of the buildings should
step back a minimum 5-feet to reduce
perceived scale from the walkways;
-Arcades should extend along a minimum 50% of the façade of the building to
cover the pedestrian walkways for
comfort and safety;
-Pedestrian walkways a minimum 6-feet
clear width;
-Walkways should connect, and arcades
should provide an uninterrupted cover
between adjoining properties;
-Paving materials for the walkway should
be coordinated between adjoining
properties;
-Appropriate paving materials are wood
boardwalk, colored and scored concrete,
or unit pavers;
-Plant unit requirement should be
appropriate to allow for planting of the
landscape area between the frontage
road and the highway.
page 35
Elevation Through Commercial
Core
PLANTING OPPORTUNITY
(Maintained by Commercial Owners)
Commercial Section
page 36
IMPLEMENTATION STRATEGY
WYDOT
The County has been working with
WYDOT to insert the "Community
Plan" as an alternative within WYDOT's
continuing EIS process. This document
represents the first step toward a
process for success between the
County and WYDOT; the documentation of the collective voice of the
community. As such, it will serve as a
strong and effective tool if it is utilized
throughout WYDOT's EIS process.
The next step is for the community to
continue to participate in WYDOT’s
evaluation process using this document
as its tool. As WYDOT develops alternatives they must be compared with
the Community Plan. The WYDOT
alternatives should be evaluated as to
how the goals, objectives and preferences contained in this document are
being addressed. This follow-through
is critical to the success of the planning
effort. The following are recommended
community actions.
Recommended Community Actions:
1. Identify spokesperson or Community Plan Team
and Leader. This person may be an existing member
of the WYDOT ID team if deemed appropriate by the
community. Responsibilities/steps to include:
· If not an existing ID team member, Leader
should be assigned as additional member to
WYDOT ID Team and attend ID Team meetings;
· Assist residents to stay informed about
WYDOT information and schedule;
· Organize Hoback Junction community
meetings to discuss WYDOT information as
necessary;
· Evaluate WYDOT alternatives against
Community Plan;
· Prepare summary evaluations, discuss with
Hoback Junction community, collect community signatures, forward to WYDOT;
· Communicate the summary evaluation at
WYDOT public meetings;
2. Attend and offer informed comment at WYDOT
public meetings. This is critical. Consistent and strong
attendance communicates to WYDOT the importance
of the Community Plan contents to Hoback Junction
citizens;
3. Provide a consolidated written response to
WYDOT alternatives in support of the Community
Plan;
Teton County's assistance would be valuable in
supporting the Community Plan and the community's efforts throughout the WYDOT process to the
extent possible and practical. County assistance in
evaluating WYDOT alternatives would be most
beneficial to the ID Team. As Teton County and
WYDOT continue to consider the most appropriate
and effective methods of coordinating the community planning process with the EIS process, Hoback
Junction may continue to be a useful test case.
Additional monies from the TCSP Grant may be
appropriate to provide the follow-through necessary
to effectively mesh the Community Plan with the
EIS.
The traffic growth projections developed by
WYDOT are based on, among other things, development projections for lodging units and dwelling
units. The Teton County Planning and
Development Department should review these projections to ensure that these are still representative
of the growth allowances of Teton County. In addi-
page 37
IMPLEMENTATION STRATEGY
tion, further scrutiny of the traffic
growth should be given in light of
recent endeavors by Teton County
and the Town of Jackson to increase
affordable/attainable/employee housing which may impact future
commuter traffic, and START's
Transit Development Plan, which
recommends implementing frequent,
stable service to Star Valley.
It is also important to realize that the
limits of WYDOT's Hoback Junction
project extend well beyond the junction itself. The purpose of this study
is to examine the corridor and land
uses within the limits of the junction.
As WYDOT begins to look closer at
alternatives, the roadways within
their project limits are likely to broken into multiple segments for
analysis. For example, the junction
itself will have different considerations as a more urban section than
rural segments east and north of
Hoback Junction.
According to WYDOT's proposed schedule, the following is a schedule for community actions:
EIS STAGE
WYDOT ACTION
DATE
RECOMMENDED COMMUNITY ACTION
Evaluate Alternatives
ID Team Meeting
April 2002
Community Plan Team Leader attendance
Update to Hoback Junction Community
Newsletter distributed
May 2002
Begin Draft EIS
ID Team Meeting
July - Aug. 2002
Evaluate Alternatives/
Draft EIS
Public Meeting
August 2002
Evaluate alternatives against Community Plan
Prepare summary evaluations
Community meeting to discuss
Individual letters
Community attendance with informed comment
September 2002
Draft EIS
ID Team Meeting
Oct/Nov 2002
Draft EIS
Public Meeting
January 2003
Individual letters
Draft EIS
Public Review Period
March 2003
Individual letters
April 2003
ID Team Meeting
July 2003
Final EIS
page 38
ACKNOWLEDGEMENTS
The design Team would like to
acknowledge the many participants in
the Hoback Junction Design
Charrette, who helped contribute to
the final design alternatives.
John Eddins, WYDOT
Matt Carlson, WYDOT
Tom Bonds, FHWA
Daren Walsh
David Cernicak
Gerald Voorhees
Bonnie Voorhees
Brad Suske
Russ Trautman
Marie Trautman
Mitch & Yvonne Robertson
Bob Shervin
Dick & Sandy Shuptrine
Rodney & Candy Huskey
Steve Fontanini
Robert Cousins
Bruce Johnsly
Margie Lynch
Jennifer A. Springler
Debbie LaJeunesse
Bruce Moyer
Craig Jackson
Angela Burton
Fred Bowditch
Chris Tesler
Chuck Sandberg
Allen & Elly Saunders
Jim Park
Keith Harger
David Vanderberg
Will Woolwine
Ernie Albitre
John Dorsey
Yvonne Dorsey
Sharon Kent
Whitney Royster
Bill Collins
Teresa deGroh
Chris & Geof Roberts
Carrie Varga
Mike E. Shidner
Ellie Ross
James & Denise Embry
Heather Mathews/Mike Hoors
Scott Hocking
Jim Krepshield
Claire Perrin
Philip Trautman
Greg Mason
Brad Crouch
Reno Brown
Joe Miazga
Freddie Wilson
Philip Wilson
Kylie Wilson
Melissa Davison
Christine Lester
Chris Teeter
Lane & Dianne Ross
Dick Martin
Sherry West
Brett M. Peale & Whitney Royster
Tonya & Tim Rose
Alyson & Brad Cloud
Tim Young
Gordon Gray
Lisa Ryan
page 39
APPENDIX A: Stakeholder List
Town of Jackson
Charlene Gallina
Planning Director
START
Rolf Beldon
Director
Chamber of Commerce
Steve Duerr
Executive Director
Lower Valley Energy
Rick Knori
JH Wildlife Foundation
Shirley Cheramey
President
JH Conservation Alliance
Margie Lynch
Executive Director
Friends of Pathways
David Vanderberg
Executive Director
Teton County EMS
Rusty Palmer
President
WY Dept. of Transportation
John Eddins
Matt Carlson
District Engineer
Transportation Engineer
U.S. Fish & Wildlife
Barry Reiswig
Manager, Elk Refuge
Qwest
Dan Sheelor
Board of Realtors
Ray Elser
President
WY Game & Fish
Gary Fraylick
Wildlife Biologist
USFS
Jackson District
BTNF Jan Spencer
BTNF Nancy Hall
BTNF Dave Cerniciek
Planner
Supervisor
Water Resources
Snake River Canyon Ranch
Paul Boillot
Carter Burgess
Jeanette Lostracco
Project Manager
Hoback Stores LLC
Brad Crouch
Owner
Jackson Food Town
Larry Huhn
Owner
Cowboy Cab/Outfitters
Rodney C Lewis
Owner
Virginia Howell
Property Owner
Lazy J
Candice & Rod Huskey
Owners
Hoback River Resort
Michael Shidner
Owner
Lot 7
Patrick Williams
Owner
Lots 1-3
Robert and Cynthia Akers
Owners
page 40
APPENDIX B: Break Out Session Results
ISSUES AND OPPORTUNITIES COMPILED FROM THE
BREAK OUT SESSION OF DAY ONE
HOBACK JUNCTION COMMUNITY PLAN
GROUP 1
· Two bridges safer
· Safe access into junction
· Bus stop location required
· Pedestrian connection for kids to bus stop
· Post office drop
· Community Hub, mail box, market, bus, rezone issue
· Quiet, remote, sense of community
· Turn lanes required
· Snake River to access turn lane
· Re-zone
· Restaurant/live work opportunities
· Park at river
· Want no facilities added
· One lane bridge replaced / rec access
· End turn lane at housing
GROUP 2
· Concerned with water supply by well - septic system
· Boundaries of Hoback community, Hog Island, Stinking Springs, Dog
Creek (both sides of river)
· New county bridges needed
· Speed limit signage on back road (neighborhoods)
· Adjust TC LDRs appropriately for Hoback Junction
· No more people/traffic... leave as is
· Parcels adjacent to US 26, 89, 189, 191 should be commercial with
lodging upstairs
· Need a restaurant/café
· Heavy/busy traffic on South Hoback Road
· Public park - bad idea - trash maintenance - public all around us - we
are a park
· No bike paths north of town
· No curbs, gutters, or sidewalks - parking areas are walkways
· Safe pedestrian crossings
· Kayak access at 1lane bridge - no parking available - OK for them to
be there - no dogs
· Informal public access to Hoback - Point would be a better location
· People know how to get to places they want to go (river, USFS) don't
need to advertise it
· Keep 'Dead End' sign on South Hoback road
· People would not use public transit
· Comments on corridor have been made over last 1.5 years
· Safety of road north should be reconstructed first
· Make road safer
· Don't take property to make road improvements happen. Should have
plenty of room in existing road form improvements - including inter
section
· Safety of intersection
· Pathway between river and highway
· Left turn to Hoback South Road is unsafe
· Fire station at better location - keep Hoback Junction
· Municipal Water System
· Boat access - with safe access from highway
page 41
GROUP 3
· Core area to be maintained
· Access to Roger's Point to/from highway
· Light
· LDRs - the ability to subdivide - even if restricted to family
· Pathway connection to town - detached better
· Cyclist safety (need, shoulder, visual)
· Community schools
· Core (Gas, Grocery, Mall - incorporated into point store)
· Horse Access
· Opens space park
· School bus shelter - combined with transit
· Transit Start - Park & Ride
· Fire station relocation
· Stop Light
· Core area maintained as is
· Road access opportunity or community park
· Dangerous intersection
· Poor visibility
· Down hill approach
· Connect with multi-use pathways
· Access to USFS winter range concerns
· Noise - reduce from east
· Eliminate brakes - jake
· Goals:
Maintain community feeling
Reintroduce transit opportunities
Provide internal pathway connections - safe highway crossing
Provide pathway to Jackson - multi use
Slow traffic - increase safety - enforce speeds - stop light - decrease
noise
Assess need for school
Maintain existing core uses - gas, grocery, mail
Provide open space/parks opportunities
Recreation access - horse - USFS - boating
Provide school bus shelters - transit
Provide community center/fire station
Revise LDRs
GROUP 4
· Hoback not Jackson
· No "Jake Brakes"
· Consolidated access as far north as possible
· Last "Gateway" to Jackson
· Maintain as gateway no a truck stop
· Should be 'park like'
· Limited physical space - don't cram style in
· Dangerous turn - movement doesn't works
· Alternative/connect bike path
· Alternative transportation a good thing
· All uses horse/bike/pedestrian/nordic
· Right now will NOT get on a bike on the road - improve
· Signage 'Slow Down 'No Jake Brakes'
· 25 MPH
· WYDOT = "55"
· Don't need more services
· Use for park-and-ride ride or transit stop
· Possible down - zone
· To limit commercial? (purchase?) Owners should be able to do any
thing they want
· Possible truck access
· Point store = community service shouldn't be a truck stop
page 42
· Balance existing uses
· Opposing point concerned about consolidation of people
· "Slow" signage 40 mph
· Buffer desirable
· 25 mph
· Through traffic no stop
· Consider additional traffic control (stop, flashing, slow down)
· Concern that bridge improvements will trigger Astoria use
· Small 2 lane bridge - quaint, functional for residential traffic only
· No year round connection to Astoria
· Slow Down signage etc. No Jake Brakes by Boy Scout Camp
GROUP 5
· Highway will change
· Highway safety concerns
· Ease to get on and off property
· "Outside" county feeling
· Most property has been bought
· Except Gilchrist Land developed
· Like large parcels
· To much traffic on back roads - (kids, horses, safety)
· Action on speed limits on back road
· Commercial concerns outside commercial area … ie new golf course
· Remove county restrictions to business ie parking concerns - make com
mercial possible
· Would like more commercial if possible
· Henrys Road connected to pathway to Hoback
· Restaurant in cove … coffee shop
· Slow down highway
· Economics vs county restrictions
· Trail under bridge - connection to point store
· Concern over traffic from Alpine not slowing down if no stop sign
· Concern over boat launch
· Bridge/road
· Keep bridge form bike path
· New bridge
· Will it go? Nice paths?
· Realigned
· Connect to Fall Creek
· Unstable soils
· Possible connection
· Mixed use
· T intersection with stop
· 200' R.O.W.
· Possible connection to trail/summer only
· Highway safety concerns - SCAREY!!
· Very important
· Dirt pathway, snow machines, horses, bikes etc.
· Planning makes some people nervous
· Safe pedestrian connections
GROUP 6
· No jake brakes
· Reduced speeds north
· More and better signing important
· Continuous turn lane - turning to passing lanes
· LD
· 5 lanes scale seems too large
· Wildlife important
· Ruralness/small town feel
· Slower speeds and control speed
· Noise ...minimize impacts
page 43
· Wildlife ultra active
· Pathways into core
· Pathways ... impacts to wildlife
· Separate paths from road
· Braking and noise
· River access and parking - kayaks - they will come? Controlled access.
· Need diversity
· Safe transit drop points
· Sight distances
· Considerate safe pedestrian constraint across W-E
· Car pooling park-and-ride ride (keep rural)
· Maintain
· Don't encourage additional use
· Safe crossing - School buses
· Paths from Henry’s Road
GROUP 7
· "Edge"
· Potential path/ enjoy river picnic
· Commercial with apartments above
· Cross without getting in car #2 importance
· Potential commercial
· One frontage access may cause traffic jams
· Dangerous intersections
· Opportunity piece with WYDOT realignment 1
· Opportunity piece with WYDOT realignment 2
· Transit stop (START, school) park & ride
· #1 importance
· Stop
· Crossing without getting in car
· Pedestrian walk/expanded edge on one side or another
· Bridge needs to be replaced
· Site distance a problem
· Possibly move river access to new location "lunch spot"
· Commuter/Tourist traffic
· What is policy for WYDOT wildlife signing
· Need more signage to slow traffic/alert drivers
· Traffic flow/winter range
· Not a separated path
· Not enough land
· Wider shoulders to accommodate bikes if safe
· No far lane blasting by front door/slow traffic speed/respect wildlife win
ter range
· Dangerous intersection (traffic circulation, revised intersections
· Bikers come down on existing paths for winds
· Possible horse trail connection HJ to Horse Creek
· River corridor "2 types of junctions"
· Community service center
· Character/What's special
· Want to see - restaurant - car wash - hardware store - bakery/coffee small motel/restaurant - antiques - bank - post office
· "Glitz" A "Junction"
· Attractive
· Difficult to turn into businesses (add turn lane in center and outsides)
· 2 lane with good turn lane makes sense
· Improvements to existing public access to river
· Higher density housing may have water/sewer/topo problems & be lim
ited by that
page 44
APPENDIX C: Public Comments
INDIVIDUAL COMMENTS
· Need smaller acreage. 35 acres does not work.
· Bike/pedestrian paths within Hoback Junction area and connecting
to town extremely important for people's safety and to reduce
the need for car transportation. Reduce road traffic and pollu
tion.
· START Bus also extremely important to reduce traffic and pollu
tion, and give residents an option of getting to/from town with
out a car.
· Think about people and less about open space and wildlife.
· Please allow for more subdivision in the Hoback area.
· We need to take a few large tracks of land and allow them to be
subdivided so people can afford to live here. YES!!
· Public river access at confluence.
· Commercial development. Who would use it enough to keep any
thing in business? Do we want to draw people to the Junction
who have no other reason to be here? Would they even come?
Should be a community service focus it is great serving Hoback
to residents mainly. (ie. Coffee/Donut hot)
· Prefer 3-lane alternative - less speeding. Increase commercial to
include all lots facing highway. Encourage small, local business
ventures by relaxing LDRs. Encourage employee housing at
business site. Change LDRs to allow for more density on private
lands. Allow for more housing in the county area of Hoback.
· Allow more opportunities for market priced small lots.
· If water and sewer are concerns with increasing population in the
Hoback area, have the county put in a centralized well, etc. For
12 - 1 acre lots. Etc., etc.
· Re-think the stop sign at the junction. Should the Hoback Canyon
people stop since there are less people coming from that
direction? Or is it better for the Snake River people to stop and
slow down traffic? Just so you think about it. I don't know
what the best suggestion is!
Make bike paths part of the highway.
· More lanes = more speed + passing attempts. What happens when
proposed 5-lane neck down to 2 or 3 lanes? (A race.)
· Re-do the whole section of the road starting about 3 miles com
ing into Hoback Junction and The Point Store from town. It is
not safe and the road leans into the river in spots, not good!
· 25 mph will help safety.
· Of course, bike path!
· Big changes in LDR.
· Have issues with the proposed bridge east of Hoback Junction
page 45
due to the possible designation of the Hoback River as a scenic river.
throw a football, play soccer, etc.
· The area seeking environmentally friendly development, and maintain
quality of the water in the rivers.
· The fire house should be designated as a community element, and
needs to be considerably larger.
· River access should be at only a few designated areas.
· A START bus stop in connection with service to Alpine would be a
good idea, but probably could not be supported with the population
of Hoback Junction alone.
· ATV's and motorcycles on USFS lands are an issue on non-designated
trails, or roads. They feel the need to preserve view corridors by relo
cating users to alternate locations.
· Animal winter range areas are very important.
· Trails need to be established to connect communities, and we need to
provide access to trails without having to drive to the trailhead.
· Forest Service presence in Hoback Junction would be a good thing,
such as an office or kiosk, where information, permits, maps, etc. . .
could be provided.
· Hoback should be developed as a visual gateway
· Connectivity is very important.
· Maintenance needs to be balanced with aesthetics.
· Commercial parking not 'legal' in row.
· Water supply very important. There needs to include hydrant infrastruc
ture into the development of Hoback Junction.
· Safety and speed are issues throughout the corridor. They suggest a 3way stop or a set of traffic lights.
· Fire station needs to be 50%-100% larger and should be able to
accommodate ambulance service.
· Access to the Balsam Root Grocery store is problematic in period of
high traffic.
· Location of fire station is subject to change, but should be located
away from potentially backed up traffic near intersections.
· The community desperately needs a park. Roger's Point would be the
perfect location should WYDOT acquire the property for the bridge
reconstruction.
· Bridge to Rogers Point subdivision needs to be improved; two access
points would be the best case scenario.
· Traffic calming very important; safety is a huge issue.
· Kids play area needed; currently people have to drive to Jackson to
page 46
· A pedestrian underpass may be a viable option to cross highway.
· Hoback would benefit as a complete community - more services
available = less trips to Jackson.
· Access to the river would be a good idea, but at limited locations,
and in an environmentally sensitive manner.
· Public should be educated not to feed wildlife; it attracts predators,
and brings animals too close to the highway.
· Public should have access to the river only at a few designated areas
to preserve other areas along the river.
· Bad curves and sight distances.
· Create interpretive locations (natural, cultural, visual) and allow
opportunities for people to get out of their cars.
· Bike lane is important.
· Investigate scenic byway funding.
· Should have 2 lanes (one passing lane) to Bondurant.
· Traffic speeds are too fast through Hoback Junction, causing safety
concerns for pedestrians and cyclists trying to cross the street.
· Trucks back up due to steep grades.
· Is there a need for bike path on bridge?
· Preserve the commercial frontage road.
· Move bridges to northwest - away from residents.
· There needs to be controlled pedestrian and cyclist crossings over
the highway.
· Connection of community to commercial areas as well as the river is
very important.
· Maintain aesthetics of arch bridge.
· Include turning lanes.
· Improve sight distances.
· The community needs a park/gathering place.
· Consider one-lane overpasses to move traffic through intersection.
· Zoning should be revisited to include such things as affordable hous
ing, restaurants, post office, laundromat and re-located fire house.
· Animal crossings are very important; overpasses or under passes
would help to alleviate the problem.
· Mailboxes at Junction are close to road.
· Point store prefers one big approach vs. two small ones.
page 47
· Can excess ROW at Junction be dedicated as a community park?
· Landscaping for noise mitigation and aesthetics.
· Create a no "jake-brake" zone near Junction - "stop sign" warning and
"blind curve."
· Reserve area for pump house for central water system.
· Keep hotel.
· Reduce speed to 25 or 30 mph at Junction.
· Stop light would be beneficial for getting people to slow down;
· 65 mph is unsafe for Junction.
· prepare for getting to Hoback; allowing for turning onto Highway 26
· Increased speed would hurt Hoback Junction businesses.
· Wildlife friendly (or no) fences.
· Do not want a through route between Jackson and Alpine - would
speed up traffic.
· Roads which minimize wildlife/vehicle collisions.
· Traffic circle (roundabout).
· Wildlife migration corridors.
· T-intersection is safer.
· Regulate movements with a signal and signal timing.
· Hoback Junction if very dangerous especially for turning into Rogers
Point Subdivision. I was rear ended in a four car pile up with a
cement truck while waiting to turn.
· Would like a 3-way stop or stop light at Junction.
· Would be nice to have public parking for carpools.
· Improve access to highway.
· I live in walking distance to Point Store so pathways would be great especially around intersection - without, very dangerous.
· Very dangerous and difficult access.
· Keep mall with existing businesses.
· Congestion makes it difficult to enter highway.
· No hunting in vicinity.
· Don't want to seed additional traffic on road through the neighborhood
to Astoria.
· Popular access areas with better parking, e.g. Turnout near Hoback
Bridge to Rogers Point.
page 48
per regions not all lumped in one area.
· Traffic flow - with turning lanes to housing areas.
· Pedestrian/Bike friendly - add walkway/pathways through and around
intersection.
· Speeding enforced.
· I think that the highways need to be wider and have a turning lane like
up by Rafter J, because the highway is extremely crazy trying to get
on and off.
· I think having the START bus go to Star Valley is an awesome idea,
maybe it would cut down on early morning traffic and be safer for
everyone.
· It would be nice to have a little bigger grocery market at Hoback for us
that live down here - to help lessen our trips to town to go to the
grocery market.
· All we need is to increase the size of our highways. Make large shoul
der area like the highway to Wilson.
· Hoback Junction needs more commercial - Hotel, Restaurants and
Services.
· Hog Island area needs a convenience area - Store, Gas/Store. Save
drive to Hoback or to South Park.
· The current plan is to cumbersome and very few have a complete
understanding of the ins and outs of the LDRs. Need to revise as
· Increase density. 3 acre was the norm before and no one had a prob
lem with that ratio. The 35 acre minimum creates a housing prob
lem and takes up needed ground for future generation.
· Eliminate open space, we have 98% open. Space at the present time
with all the land that has been placed into conservation easements
and undevelopable ground. Open space and affordable housing
and developable land are two opposites! Open space takes up
needed ground that in the future the county and we will some day
need.
· Property rights are the issues we are talking about, people need
more flexibility.
· There need to be formal walkways and crosswalk links between ALL
THREE of the Junction's commercial and hotel/residential corners.
· Any inconvenience or time delays caused by the slowing of traffic will
be minor price to pay for the increased safety and quiet it will
afford.
· Once traffic is successfully slowed, many other opportunities for
enhancing the community will become feasible. I.e. a more inti
mate and human-scale "avenue."
· Neglected areas as noisy, un-private, un-protected eyesores can be
cleaned-up, utilized and enjoyed.
· Anticipating conflicts with the highway department's mandate of "mov
page 49
ing vehicles," it might be worthwhile to consider incorporating
Hoback Junction into a formal town. Perhaps this could increase our
legal leverage in dictating traffic controls?
· Maintain all existing residences and businesses while planning to
encourage additional ones.
· Rumors that the Highway department's plans may include the removal
of the Hotel are unsettling. Of all the businesses located in the
Junction, the Hoback River resort provides one of the most civilizing
effects on the neighborhood.
· Zoning that encourages other business growth should be maintained
perhaps someday as the Junction matures, a new restaurant will
open on the site of the old Nature's Kitchen.
· Given the housing problem the valley has, it would be irresponsible to
support any plan that results in a loss of homes.
· Increase safety for bicyclists and pedestrians between the Junction
and Horse Creek. It goes without saying that this stretch of road is
the most dangerous place to ride a bike in the entire valley.
Addressing this problem should be one of the highest priorities of
the Highway Department, the County, and Pathways - regardless of
other plans for the area. The problem can be simply solved with the
addition of separate pathways (which could be accommodated on
the river-side of the highway) and/or improved shoulders.
· We have the ability to irrigate vast quantities of trees with the simple
addition of a pump-house to supply water from the river. The more
trees we can add to the Junction to help define a sense of place,
the better. Under no circumstances should any of the mature trees
located at the Hotel or along the rivers be destroyed.
· Reduce traffic speeds. A traffic light would be the easiest way to
handle all goals for traffic control while allowing all other community
goals to be respected. I.e. allow primary road alignment and traffic
low to occur on the Snake River Canyon to Jackson route, where
the majority of use occurs. Provide a realistic speed deterrent for
the above mentioned traffic flow rather than relying on ineffective
speed limit signs. Allow for varied cycling of traffic control to accom
modate rush hour and peak summer traffic. Offer the opportunity
for a "T" intersection with Hoback Canyon Highway I89. Allow for
safe pedestrian crossing of the highway.
· It would be great to build a local elementary school somewhere in the
Junction, and we should consider dedicating a parcel for this pur
pose.
· If it serves some other purpose, there is an opportunity to relocate our
row of mailboxes into a more formal "post office" structure.
· A bus stop would be a worthwhile addition to the neighborhood. It
could serve not only school bus patrons, but float-trip, snowmobile
and climbing enthusiasts in a park-and-ride capacity. Hopefully, the
START bus will eventually serve the Junction as well.
· Once mass transit does make it to the junction, it would be completely
appropriate to build some dense, affordable apartments, condo
miniums or mixed-use commercial/residential units in the remaining
empty spaces of the Junction proper.
page 50
· Although critical in function, the fire station is built in the least impor
tant location of all structures and could easily be relocated. This
should be considered when evaluating alternatives for the bridge
relocation.
· In the grandest of schemes, a pump-house will be required to provide
water from the river to irrigate vast areas of landscaping and new
trees.
· Boat launch areas (both commercial and private), along with the
traffic, noise, exhaust fumes and garbage they generate, should be
pushed to outlying non-residential areas!
· Although they may be seen as "luxuries," a number of amenities could
be justifiably added.
· Free right from Pinedale leg.
· Provide a much needed wildlife access corridor between Munger
Mountain and the river at what is the currently southwestern end of
the bridge.
· Simply outlaw "Jake Brakes."
· No activity or use should be introduced into quiet residential area if it
would negatively affect noise levels. This is especially critical for
areas adjacent to the river, where sound travels with increased
efficiency.
· The addition of a few additional amenities could reduce the necessary
auto trips vastly.
· It will be most effective for the County to focus on the public and
commercial spaces immediately adjacent to the Junction. If this
area is successfully transformed into the quaint "village" that we
would like to see, the surrounding area will improve by it own
accord.
· Opportunities for river access within the immediate Junction area
should be enhanced, but should be limited to pedestrian links and
picnic/fishing areas!
· From North of Hoback, there should be 4 lanes.
· Water issues may prohibit the amount of commercial/residential
development.
· Jake brakes are an issue (cattle trucks)
· Objections to combining START bus and school bus locations for fear
of combining transients with drug problems with community
children
· Private road entering Hoback Junction needs a run-away lane (very
steep slope)
· Move river access from south Hoback Road to East of the community
on USFS land.
· "we do not want to see more boat launches on the point"
· keep rural feel
page 51
· a boat launch at the point will invite the criminal element into the
community, and so will a pathway connection to town
· pathways are a good idea
· horses should be included as a user of the non-motorized pathway
page 52

conclusionary community concept/corridor plans

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