| Table of Contents | Appendix A | Appendix B | Appendix C | Appendix D | Appendix E | Appendix F | Appendix G |
| Appendix H | Appendix I | Appendix J | Appendix K | Appendix L | Appendix M | Appendix N |

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Appendix G — Transportation Assumptions

Visitation

Visitor Use Levels

The following data sources were used in the estimation of existing visitor-use levels and use patterns in Yosemite Valley:

Selection of Design Day and Design Hours

The requirements for in-Valley shuttle bus service and bus bays for out-of-Valley shuttle buses, tour buses, and other transit buses were based on the level of visitor use occurring on a typical busy weekend day in the summer. Traffic counts in 1998 from the permanent count stations on Southside Drive and Northside Drive were analyzed to determine levels of activity on weekends and weekdays during the summer. The days with the highest traffic volume were identified and sorted in descending order to identify a basis for selecting the design day. Based on the relative volumes of the highest traffic days and using the professional judgement of the transportation planning team, the fourth highest day (July 25) in 1998 was selected as the design day. The total vehicle volume entering the Valley on the design day was 7,200.

The hourly traffic volumes entering the Valley and exiting the Valley were examined for the design day to select design hours for transportation analysis. The peak inbound hour occurred between 11:00 a.m. and 12:00 noon, when 772 vehicles entered Yosemite Valley. The peak outbound hour occurred between 5:00 p.m. and 6:00 p.m., when 908 vehicles left Yosemite Valley.

Visitor Use and Other Activity for the Design Day

Visitor use for the design day was estimated from the volume of traffic entering the Valley on that day. Vehicles entering the Valley at the Yosemite Chapel counter and exiting at the Camp 4 (Sunnyside Campground) counter carry a combination of day visitors, newly-arriving (and departing) overnight visitors, overnight visitors returning from (or leaving for) day trips, commercial tour buses carrying both day and overnight visitors, employees commuting to (and from) work in the Valley from residential areas in El Portal and other locations, administrative trips, and vehicles recirculating within the valley to and from the El Capitan crossover. Available data and assumptions were used to develop a model to allocate the daily and hourly vehicle trips detected by the counters by type of trip for entering and exiting traffic. This model provided baseline data for Alternative 1, the No Action Alternative, and estimates of future visitation for each action alternative. The following paragraphs document the process used to estimate visitor demand.

Overnight Visitation

The number of overnight visitors staying in the Valley on the design day was determined from the number of lodging units available, the average party size in the lodging quarters, the number of individual and group campsites available, and the average party size in the individual and group campsites. Because the demand for overnight accommodations in Yosemite Valley exceeds the available supply, it was assumed that the number of overnight visitors equaled the capacity of overnight units throughout the peak visitation season.

The estimated overnight use of the Valley in 1998 included 4,213 lodging guests, including visitors at Housekeeping Camp, 2,170 campers in Valley sites, and 348 wilderness backpackers that started trips from the Valley. The overnight users are estimated to stay an average of 2.99 nights at campsites and 1.98 nights at lodging units. It is estimated that 13.5% of the overnight guests in lodging units travel to the Valley in tour buses. The occupancy of vehicles serving overnight lodging guests is assumed to be equal to the average party size for lodging guests. Campers are assumed to travel in groups of 2.9 people per vehicle. These factors result in a vehicle trip demand of 435 trips per day for newly arriving lodge guests, 372 trips per day for campers, and 40 trips per day for wilderness backpackers. In addition, lodging guests and campers are estimated to make 1,032 vehicle trips out of the Valley to visit other areas in the park.

Commuters and Administrative Traffic

There were an estimated 377 employees that commuted to and from the Valley on the design day. A survey of employee travel behavior indicated that 72% of employees drive alone, 21% carpool and 7% travel by bus or vanpool. The resulting commute vehicle trip volume is 310 per day. An additional 67 vehicle trips are estimated to occur for other administrative purposes. The alternatives call for relocating employee housing from Yosemite Valley to El Portal and other locations. The analysis of Alternatives 2, 3, 4, and 5 assumes that an employee transportation system would be developed to transport employees from employee housing to the Valley. The impact analysis assumes that the future number of commuter vehicle trips to the Valley would remain the same as or be lower than 1998.

Commercial Tour Buses and Other Transit Services

Commercial tour bus entries and passengers are recorded at the entrance stations and reported on a monthly basis. All tour buses are assumed to travel to Yosemite Valley. On the design day, an estimated 77 tour buses entered the Valley. These buses carried a mix of day and overnight visitors. The analysis of action alternatives assumes that commercial tour buses would continue to serve about 13.5% of overnight visitors in lodge units and 13.5% of day visitors.

Internal Circulation

Traffic counts taken at the El Capitan crossover indicate that about 10% of the traffic that enters the east end of the Valley near the Yosemite Chapel is coming from Northside Drive via the El Capitan Bridge. Alternatives that retain the existing traffic pattern assume that there would be a similar volume of recirculating traffic. Many other vehicle trips are currently made between locations within the Valley. An example is a trip from a campsite to the Yosemite Village Store for groceries. Depending on the alternative, these vehicle trips would continue to be made or they would be replaced by trips on Valley shuttle buses.

Day Visitors

The number of vehicle trips by day visitors to the Valley was estimated by subtracting estimates of the number of vehicle trips associated with every other type of travel from the total vehicle volume. In other words, the vehicle volume for day visitors on the design day was the number of vehicles remaining from the 7,200 total vehicles after subtracting the estimated vehicle volumes for overnight visitor turnover, day trips by overnight visitors, commuters and other administrative trips, commercial buses, and recirculating vehicles. The number of day visitors was then calculated using an average vehicle occupancy of 2.9 for private vehicles and adding the estimated number of day visitors arriving via tour bus (13.5% of all day visitors). The estimated number of day visitors using this method was 13,950 on the design day. This estimate was compared to independent estimates of the number of day visitors to the Valley generated from exit surveys. The estimates were found to be similar within acceptable limits.

Diurnal Visitation Patterns

The hourly distribution of visitor arrival and departure times was based on the observed volume of vehicles at the Yosemite Chapel and Camp 4 (Sunnyside Campground) permanent count stations and assumptions regarding the proportion of vehicle trips of each type that occurred in the design hours.

Day-of-Week Visitation Patterns

The relationship between conditions on the design day and other days of the week was determined by analyzing traffic counts for each day of the week and for the overall average day during the peak visitation season. It was assumed that overnight accommodations continue to be fully occupied on all days in the peak visitation season (July and August). As a result, the difference between the seasonal average traffic volumes and the design day volumes was assumed to be caused by lower day visitation on nonpeak days. The average day visitation in the peak season was estimated to be 10,950 people per day, compared to 13,950 for the design day. Estimates of total annual visitation to the Valley were based on the average daily visitation and seasonal visitation variations described in the next section.

Seasonal Visitor Use

Traffic entering and exiting the Valley is counted continuously and the counts are recorded and analyzed to determine seasonal patterns and annual averages. To develop estimates of visitor demand by month and for the year, the average daily traffic counts for each month were compared to the counts for the design day. The ratio of the monthly count to the design day count was used to estimate visitation for months other than the peak season. It was assumed that overnight and day visitation vary proportionally over the year.

Distribution of Visitor Use in Valley

Overnight Visitors

Overnight visitors were assumed to be distributed among locations throughout the Valley based on the number of campsites and lodging units in each developed area. In the action alternatives, overnight visitors were assumed to travel to destinations within the Valley from their overnight accommodations using shuttle buses, bikes, or walking paths. Surveys of visitor travel to the major features of Yosemite Falls and Vernal Fall trail in 1998 were used as a starting point for estimates of overnight visitor travel in the Valley. These estimates were used to determine the demand for in-Valley shuttle bus service.

Day Visitors

Day visitors were assumed to travel in private vehicles to the parking areas defined in each alternative, or to parking locations outside the Valley. Other visitors were assumed to use commercial tour buses and other forms of public transportation to reach Yosemite Valley. Each alternative includes a bus transfer facility or transit hub where day visitors arriving in buses from parking areas outside the Valley would gain access to walking trails, bike trails, and shuttle buses operating within the Valley. Depending on the location of the parking and bus transfer facilities, varying proportions of the visitors were assumed to use shuttle buses to reach features and activity areas. Alternatives with transit facilities in Yosemite Village were assumed to offer more opportunities for walking and biking and less need for shuttle bus service than alternatives with transit facilities in the west Valley.

Transportation Facilities, Services, and Volume

Transportation facilities and services incorporated in the plan alternatives were sized to meet anticipated demand by all relevant user groups. Transportation demand for the plan alternatives was estimated by determining the number of vehicle trips that would be made by visitors and other travelers to the Valley if they were not constrained by the capacity of facilities provided in the plan. It was assumed that the proportion of visitors and employee commuters (the two largest components of travel demand to the Valley) using private vehicles and buses to travel to the vicinity of the park would remain the same as in 1998. It also was assumed that the average number of people traveling in private vehicles would remain the same as in 1998. Depending on the alternative, varying numbers of the vehicle trips would be intercepted at locations outside the Valley. The travelers would then be transported by bus to their destinations in the Valley.

Parking Demand and Supply

The demand for parking in Yosemite Valley fluctuates with the flow of day visitors into the Valley throughout the day, the arrival and departure of commuting employees, and the arrival and departure patterns of overnight visitors. The net change in the accumulation of vehicles in the east Valley is estimated over time by comparing the hourly counts of inbound and outbound vehicles. The total vehicle occupancy of the Valley at any time is determined by adding to the net change a baseline number that reflects the number of resident vehicles, park and concession vehicles, and the minimum estimated number of overnight visitor vehicles that are in the Valley at the time of lowest total occupancy.

The lowest occupancy of vehicles in the east Valley occurs near midnight on weeknights. Some lodging units and campsites may be unoccupied on these nights and all day visitors and commuting employees have left the Valley by this time of night. It is estimated that 3,180 vehicles are parked in the Valley at the minimum occupancy time.

The highest occupancy of vehicles occurs on Saturdays during the afternoon. It is estimated that about 4,700 vehicles are either parked or driving on the roads in the Valley east of the Yosemite Chapel during Saturday afternoons in the peak season. The components of parking demand are discussed in more detail below.

The supply of parking that is available and endorsed for visitor use was estimated by Yosemite National Park staff during a field survey in 1999. Improvements to the parking areas at Camp 6 and the historic Curry dump were made in 1999. These improvements allowed more vehicles to be parked in the same developed area by organizing the parking areas and providing better delineation of parking spaces. Under present use patterns, all parking areas are used by a mix of day and overnight visitors and employees.

Overnight Visitors

The estimated parking demand for overnight visitors includes 861 lodge guest vehicles, 1,112 camper vehicles (includes vehicles at Housekeeping Camp), and 120 backpacker vehicles. The peak demand for overnight parking of 2,093 visitor vehicles is estimated to occur in the evening after all overnight visitors have arrived. During the afternoon, when the overall maximum vehicle occupancy occurs, an estimated 1,595 overnight visitor vehicles are parked in the Valley. This estimate is based on assumptions regarding the number of departing visitor vehicles that have not been replaced by new arriving visitor vehicles, and the number of overnight visitors that have left the Valley in their vehicles to make day trips to other areas.

The overnight parking demand assumed in the alternatives is equal to the number of overnight units, with the exception of walk-to campsites, which are assumed to be used by visitors traveling to the Valley by alternative modes, and sites at Camp 4 (Sunnyside Campground), where an average of 3 vehicles per site is assumed. The number of vehicles parked could be higher, since individual campsites can accommodate two vehicles and group sites can accommodate up to three vehicles. The parking is generally located with the overnight units. Walk-in campsites have parking lots located within a reasonable walk distance, rather than at each site.

Day Visitors

Most of the fluctuation in the number of vehicles in the Valley over time is caused by the arrivals and departures of day-visitor vehicles. The number of day-visitor vehicles in the Valley at the time of maximum occupancy was estimated by calculating the net change in vehicle occupancy in the Valley from Friday at midnight to Saturday afternoon. After accounting for a net reduction in the number of overnight vehicles in the Valley over the same time period and considering the number of employee commuter vehicles that are estimated to be in the Valley at the peak time, the number of day-visitor vehicles parked or driving on Valley roads was estimated to be 1,737 vehicles.

The overall parking supply for each alternative is designed to provide enough parking to meet a specific demand level, which in total equals the visitation level in the General Management Plan. The location of parking varies by alternative. The parking supply for alternatives that include parking areas outside Yosemite Valley includes a factor to account for the additional time required for visitors to travel between the parking lots and the Valley.

For those alternatives with out-of-Valley parking for day visitors, parking was located along the major Valley access corridors, including Highway 140 (El Portal Road), Highway 41 (Wawona Road), and Highway 120 (Big Oak Flat Road). The share of parking for each route was based on estimates of the number of visitors making trips to and from the Valley from each route. A 1993 and a 1998 survey of visitors exiting the park were used to estimate the share of Valley visitors from each route.

The alternatives were designed to provide parking and, where required, shuttle bus service within the park to accommodate the General Management Plan total visitation of 18,241 people per day. Because each alternative accommodates a differing number of overnight visitors, the alternatives provide parking for different numbers of day visitors in the park (see Vol. Ia, Chapter 2, Actions Common to All Action Alternatives).

Table G—1 shows the number of day visitors that would be served by parking in the park (both in-Valley and out-of-Valley) under each alternative.

The number of parking spaces required to accommodate the desired number of day-visitors was determined as follows:

Tour Buses

At present there are 23 designated tour bus parking spaces in the parking lot serving the Lower Yosemite Fall trail. The existing spaces are not sufficient to meet the demand for tour bus parking. As a result, tour buses are parked in other locations, including roadside turnouts.

The alternatives provide for tour bus loading and unloading at lodging units for overnight visitors. Day visitors arriving in tour buses would be dropped off and picked up at the valley transit transfer center. After dropping passengers at the designated loading areas, tour buses would proceed to a parking area. The location of the parking area for tour buses varies by alternative. Tour buses would park in the area designated for overnight parking of Valley shuttle buses. This parking area would not be used by shuttle buses during the day when parking demand for tour buses is greatest. Tour bus use in the future is unknown. The impact analysis assumes that tour buses would continue to serve about 13.5% of day visitors and overnight lodging guests. Day visitors that do not park in the Valley or at remote locations in the park may also use commercial tour buses to enter the Valley. The capacity of the passenger loading areas and bus parking would accommodate growth in tour bus use beyond the levels assumed in the impact analysis.

Commuters and Administrative Vehicles

Parking demand for commuters and other administrative vehicles not based in the Valley is currently estimated to be 283 vehicles. This assumes that 75% of the commuter vehicles traveling into the Valley on a typical day are in the Valley when parking demand is greatest. All of the alternatives assume that traffic management measures and alternative transportation systems would provide commuter and administrative parking needs at or below the existing amount. Parking for commuters and other administrative vehicles is assumed to be located at the work sites of employees and not in public parking areas used by visitors under the action alternatives.

Residents

Resident parking demand is estimated based on an assumed ratio of 0.8 vehicles per resident employee. The current parking requirement for employee residents is 1,022 vehicles. Some residents currently park vehicles in visitor parking areas because parking is not available at some residences.

All of the action alternatives call for a reduction in the number of residents in the Valley and a corresponding decrease in the demand for resident parking. Parking for residents in the action alternatives is assumed to be provided at the place of residence and not in public areas used by visitors.

Roadway Traffic and Facilities

Traffic volumes and the resulting requirements for roadway capacity were estimated by forecasting the daily and peak hour vehicle volumes for day visitors, overnight visitors, commuters, and other administrative vehicles, and the various types of bus service. Traffic routes were determined for each type of user, reflecting the locations of parking provided in each alternative. Overnight visitor traffic was assigned to lodging and campgrounds in proportion to the overnight capacity of each area. Day-visitor traffic was assigned to the parking areas defined in each alternative. Buses carrying visitors entering the Valley were routed to the transfer facility provided in each alternative, or to Yosemite Village if no transfer facility was included in an alternative. Administrative traffic was assigned to employment areas in the Valley. The following paragraphs describe how traffic volumes on roadway segments was forecast for the design day.

Traffic Entering the Valley

The total volume of vehicle traffic entering the Valley varies by alternative. Traffic is a function of the day-visitor parking, the campsites and lodging units provided in each alternative, and the number of bus trips required to serve parking areas outside the Valley. This section describes how private vehicle traffic was estimated for the alternatives.

Estimates of daily and hourly traffic volumes were developed for the following categories of vehicle traffic:

The process for estimating the daily volume of each category was described in an earlier section of this appendix. Additional detail for traffic by hour of the day is provided below.

It is estimated that 4,159 vehicle trips are currently made by day visitors into the Valley on the design day. As described previously, 1,782 parking spaces would be needed to accommodate day visitor demand. The number of vehicle trips per parking space was determined to be 4,159/1,782 = 2.33 trips per space. The number of vehicle trips for day visitors entering the Valley was then determined by multiplying this number of vehicle trips per space by the number of parking spaces included in the alternatives.

Hourly traffic volumes for vehicles entering and leaving the Valley were determined for the peak inbound hour and the peak outbound hour of the design day. Table G—2 shows the factors that were applied to each category of traffic to estimate total hourly traffic volumes.

Traffic Volumes on Roads

The alternatives include varying modifications to the existing roadway system. To evaluate the impacts of each alternative on the valley transportation system, a traffic impact analysis was conducted. The traffic impact analysis included trip generation, trip distribution, trip assignment and roadway network analysis (described in the next section).

Trip generation

Previous sections of this appendix document the process for estimating the number of vehicle trips generated by the different traffic user groups in the Valley. Table G-2 above shows the percentage of trips that occur during selected hours of the day.

Trip Distribution

Once the number of vehicle trips was estimated, the next step was to determine where the vehicles were traveling. The road network within the park is limited and primarily exists to provide direct access to lodging, parking, Yosemite Village, and attractions. The trip distribution model was developed for each alternative based on destinations of users. Overnight visitor destinations were distributed based on the number of campsite and lodge units in each area of the Valley. Commuter and administrative trips were distributed based on the assumption that 60% of these vehicle trips were destined for Yosemite Village and 40% were destined for the Curry Village area.

Trip Assignment

Once the trip distribution step was completed, the vehicle trips were assigned to the roadways in each alternative. The trip assignment varied for each alternative to reflect the changes to the roadway and transit networks. In all alternatives, except Alternative 3 and Alternative 4, buses traveling to the Valley were assumed to drop-off and pick-up passengers at Yosemite Village. To conservatively estimate the impact from the internal circulation and recirculation use categories, internal circulation traffic was assumed to travel the entire length of the Valley from Pohono Bridge or El Capitan Bridge to Stoneman Bridge. The road network was divided into 14 segments to assign the trips to the roadway system.

Traffic Flow And Level of Service

Once the estimated trips generated by each alternative were assigned to the Valley roadway network, several roadway segments and intersections were analyzed for each alternative. The transportation system was evaluated for both the inbound and outbound peak hours.

To evaluate the impacts of the various alternatives on the roadway system, nine roadway sections were selected for analysis including five roadway segments and four intersections. The chosen sections below were among the more heavily traveled routes within the Valley.

Roadway Sections

Intersections

Transit

Valley Shuttle buses

Throughout each alternative, shuttles are included as the primary visitor distribution system within the Yosemite Valley. They are designed to transport visitors from designated parking areas and lodging facilities to the various scenic areas of the Valley. The intent of the shuttles is to relieve traffic congestion and enhance the visitor experience by providing improved circulation.

Demand estimates for Valley shuttles are developed from the prescribed modes of Valley access, and the size and location of lodging and camping facilities within each alternative, with consideration for the estimated number of visitors desiring to use the multi-use paved trail once in the Valley. Each alternative provides Valley access through a combination of in-Valley parking, overnight Valley lodging and camping capacity, and a system of out-of-Valley parking facilities and shuttles. The estimated daily Valley visitation is held constant at 18,241 visitors per day across all alternatives. Access to the Valley is managed using a combination of the Valley access options listed above and a traveler information and traffic management system, or the Restricted Access Plan.

The methodology employed in developing Valley shuttle demand estimates for the action alternatives (Alternatives 2 through 5) assumes that overnight visitors would be allowed to drive their personal vehicles to the Valley and park at the appropriate lodging or camping facility. Once at the overnight facility, visitors would be required to utilize the Valley shuttles or the multi-use paved trail for circulation among the various Valley visitor sites. Day visitors would be required to park in designated areas upon arrival at the park and then use shuttles or multi-use paved trail for circulation. Depending on alternative, day visitors are provided in-Valley parking spaces at a designated parking hub. Once the in-Valley parking is filled, visitor management actions are taken to divert day visitors to designated out-of-Valley parking locations where a system of out-of-Valley shuttles would take them to and from the Valley. After the out-of-Valley parking is filled, the only Valley access for visitors would be regional transit or other alternative transportation services. The following tables show the number of people who would board each shuttle route at the Valley transit hub under each action alternative. People also would board shuttle routes at other locations. Boardings at the transit hub are used to estimate the maximum demand on the shuttle routes.

The level of visitor activity expected, and primary activities for each location, defines passenger facilities. At the designated transit hub for each alternative, passenger facilities would include visitor orientation and information services, and other visitor services. Other passenger facilities would be located at Valley shuttle stops. These generally include visitor orientation material and route signs. Passenger seating, waste receptacles, and other limited passenger amenities may be provided at high-use shuttle stops. Valley shuttle support facilities include waiting areas (bus bays) at major visitor access and destination areas, and vehicle maintenance and overnight storage. Maintenance facilities are assumed to provide space and equipment for light maintenance and fueling in Yosemite Valley. Major repair functions would be located in the El Portal Administrative Site. Required area for maintenance and storage is determined under each alternative by the fleet size for the alternatives.

Capital, operating, and maintenance cost estimates were prepared for the transit elements of each alternative based on planning-level unit costs. The type of vehicle defined for the described service determines vehicle capital cost estimates. Standard low-floor shuttle buses used for the Valley shuttle service are estimated at $250,000 per vehicle. High capacity, low-floor shuttle buses (used for circulator and connector services described for each alternative) are estimated at $350,000 per vehicle. These bus types and capital cost estimates are used for comparison purposes only. Actual bus configurations may change as the routes are implemented. Bus specifications for each shuttle service will be prepared as part of the implementation and procurement process. Operation and maintenance cost estimates for each shuttle are developed using a two-variable cost methodology. Shuttle operations are estimated to cost $30.50 per vehicle hour traveled (VHT) and include operator salary and various planning and administrative costs related to the size of the operating staff. Shuttle fuel and maintenance is estimated to cost $0.61 per vehicle mile traveled (VMT), including fuel and maintenance material (such as equipment and parts), and maintenance personnel salaries. Operating speeds vary by vehicle type and shuttle service within each alternative, but generally, the in-Valley shuttle services are expected to operate at average speeds of 12 to 20 miles per hour depending on vehicle type.

Out-Of-Valley Shuttles

Out-of-Valley shuttle buses provide transportation for day visitors between designated out-of-Valley parking and the Valley Visitor/Transit Center for each alternative. Under Alternatives 2, 4, and 5, in-Valley parking is supplied at various levels and is supplemented by out-of-Valley parking for day visitors. Alternative 3 provides all day-visitor parking within the Valley at the Taft Toe Visitor/Transit Center and does not provide out-of-Valley day-visitor parking and shuttle service. Alternative 1 manages Valley daily visitation through the Restricted Access Plan and provides no additional in-Valley parking or out-of-Valley parking.

Demand estimates for out-of-Valley shuttles in Alternatives 2, 4, and 5 are based on the designated number of out-of-Valley parking spaces provided by each alternative. Generally, alternatives with more in-Valley parking have fewer out-of-Valley parking spaces.

The amount of out-of-Valley shuttle service for each alternative is designed to accommodate the estimated demand for each service based on assumed arrival times at parking areas and assumed duration of day-visitor stays in the Valley. Out-of-Valley shuttle services provide day-visitor transport from three primary Valley access corridors: north, west, and south. The north access corridor serves the Big Oak Flat and Tioga Pass entrance stations. Out-of-Valley parking facilities for this access corridor would most likely be located along Highway 120 (Big Oak Flat Road). The west access corridor is defined as Highway 140 (El Portal Road) and provides visitor access from the Arch Rock Entrance Station. Out-of-Valley parking for this corridor is located at El Portal for each of the out-of-Valley service alternatives. The south access corridor is defined as Highway 41 (Wawona Road) and provides visitor access from the South Entrance Station. Out-of-Valley parking for this corridor is defined within each alternative. The following tables present demand estimates as total daily visitor round-trips on out-of-Valley shuttles by alternative and route.

Out-of-Valley parking areas and the shuttle services to the Valley would not be operated during periods of low demand. Generally, parking in the Valley is expected to be adequate to meet day-visitor demand from November through March. During the shoulder seasons (April, May, and October) out-of-Valley shuttle service would operate at a lower level than during the summer. Service on the shuttles would be tailored to visitor needs throughout the year. Operating costs for out-of-Valley shuttles were estimated using the same unit costs documented for the in-Valley shuttle system.

Regional Transit and Tour Buses

Regional transit and other modes of transportation will be able to access the Valley under each alternative in the event regional service is implemented by private, commercial service providers. The National Park Service does not have authority to operate services outside the park, but is committed to working with other service providers desiring to implement regional transit service.

In-park Tours and Shuttles

In-park tours and shuttles, as described in Vol. Ia, Chapter 3, Affected Environment, are expected to remain in operation in each alternative and are not affected by actions of the alternatives. Minor route deviations would be required for each alternative as road segments are closed or traffic flow directions are altered.

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| Table of Contents | Appendix A | Appendix B | Appendix C | Appendix D | Appendix E | Appendix F | Appendix G |
| Appendix H | Appendix I | Appendix J | Appendix K | Appendix L | Appendix M | Appendix N |

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