| Table of Contents | Abstract | Executive Summary | Chapter 1 | Chapter 2 | Chapter 3 |
| Introduction | Alternative 1 | Alternative 2 | Alternative 3 | Alternative 4 | Alternative 5 | Mitigation |

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• Roads through Stoneman and Ahwahnee Meadows (including the road through the former Upper River and Lower River Campgrounds)
• North Pines Campground
• Historic Sugar Pine Bridge and possibly historic Stoneman Bridge to restore the hydrologic system of the Merced River
• Other historic structures: concessioner stable, Cascades Diversion Dam, and Cascades houses
• The abandoned wastewater treatment plant in El Portal from a sensitive cultural resource area
• Most parking in east Valley other than at lodging, campgrounds, and the Yosemite Village area
• Five motel buildings from Yosemite Lodge
• The historic concession administration building and Village Garage

• Commercial trail rides in Yosemite Valley

• A Visitor Experience and Resource Protection (VERP) study and program to identify existing and desired conditions for natural resources, cultural resources, and visitor experience
• A traveler information and traffic management system to provide information to visitors, provide incentives for efficient use of available parking and transportation services, and manage access and parking
• Out-of-Valley day-visitor parking areas at Badger Pass, El Portal, and Hazel Green or Foresta
• Some utility hookups for recreational vehicles, and shower facilities in campgrounds
• Land management zoning throughout Yosemite Valley

• Design guidelines for new construction and for rehabilitating the landscape in historic developed areas

• A contiguous River Protection Overlay, as prescribed in the Merced Wild and Scenic River Comprehensive Management Plan/Final Environmental Impact Statement (Merced River Plan/FEIS)
• Construct
• A day-visitor parking area for 550 vehicles at Yosemite Village
• A visitor center and transit center near the day-visitor parking area at
  Yosemite Village
• A vehicle bridge across Yosemite Creek near Yosemite Lodge
• A replacement footbridge at Happy Isles near the Nature Center
• Lodging at Yosemite Lodge and Curry Village
• Campsites at Camp 4 (Sunnyside Campground); east of Curry Village; in the Upper Pines area; and along Tenaya Creek
• Employee housing at Curry Village, El Portal, Wawona, and Foresta

• Two fire stations, one in the Yosemite Village area (outside of the Yosemite Village Historic District), and one in the Curry Village area

• Yosemite Museum/Valley District Building back to its historic function as a museum
• Southside Drive from El Capitan crossover to Curry Village to two-way traffic, one lane each direction (road widened where necessary)
• Northside Drive from El Capitan crossover to Yosemite Lodge from a vehicle road to a multi-use (bicycle and pedestrian) paved trail

• Trail to the base of Yosemite Falls to a route accessible by people with mobility impairments, and provide a larger viewing platform

• Shuttle bus service west to Bridalveil Fall and out-of-Valley parking areas
• Interpretive and orientation services, including a new visitor center in Yosemite Valley and at or near principal park entrances
• Multi-use paved trails

  REDUCE
• Stock trails by approximately 0.5 mile
• Lodging by 299 units (including 164 units at Housekeeping Camp)

• Traffic entering the east Valley on a typically busy day by 50%

• Employee housing to El Portal and Wawona, leaving 683 beds in Yosemite Valley
• National Park Service and concessioner administrative stables operations to McCauley Ranch in Foresta
• National Park Service and concessioner headquarters out of Yosemite Valley
• Historic Superintendent's House (Residence 1) and its garage to a site within the Yosemite Village Historic District

• Museum collections storage, research library, and archives consolidated adjacent to the museum building in Yosemite Valley

Natural Resources

This alternative would link highly valued natural resource areas that have been degraded or fragmented (such as the Merced River and its tributaries, wetlands, meadows, and California black oak woodlands) into one large and dynamic river-governed ecosystem (see Vol. Ic, plate D, Highly Valued Resources). Parking would be consolidated in the east end of Yosemite Valley in the Yosemite Village area. There would be minimal new construction in the west end of Yosemite Valley (including a new multi-use paved trail from Swinging Bridge to El Capitan crossover along Southside Drive, and a new picnic area near El Capitan).

MERCED RIVER ECOSYSTEM
(INCLUDING TRIBUTARIES, WETLAND, RIPARIAN, AND MEADOW AREAS)

As described in Actions Common to All Action Alternatives at the beginning of this chapter, the River Protection Overlay prescribed in the Merced River Plan would be implemented in Yosemite Valley and El Portal. The River Protection Overlay would provide a buffer area for natural flood flows, channel formation, riparian vegetation, and wildlife habitat and would protect riverbanks from human-caused damage and associated erosion. Above 3,800 feet in elevation (including Yosemite Valley), the River Protection Overlay is 150 feet on either side of the river, measured from ordinary high water. Below 3,800 feet in elevation (including El Portal), where the river gradient and characteristics change, the overlay is 100 feet on each side of the river, measured from ordinary high water.

Meadows are an important part of the Merced River ecosystem. Naturally high water tables in meadows protect them from conifer invasion. When water tables have been altered by development or encroachment, and restoration of natural water levels is unlikely, an ongoing program of prescribed fire and mechanical clearing would be employed to prevent conifer invasion into meadows.

The Merced River corridor, riparian vegetation, wetlands, and meadows are central components of the Yosemite Valley cultural landscape. River restoration, riparian area revegetation, and meadow management would also rehabilitate these important landscape resources.

In the Yosemite Valley area, all development in the Camp 6 area would be removed from the River Protection Overlay. The area would be restored to riparian communities.

Roads would be removed from Stoneman Meadow and the southern end of Ahwahnee Meadow. After the roads are removed, the historic topography of the meadows would be restored and disturbed sites would be replanted (if necessary) with appropriate native plants of the same local genetic makeup. Southside Drive in the Bridalveil Fall area would be reconstructed to improve water movement through the braided stream system. The roads and utilities through Bridalveil, Cook's, and El Capitan Meadows would be evaluated and, if needed, realigned or reconstructed to restore critical surface water and shallow subsurface water flows that sustain the native meadow vegetation and wildlife and discourage conifer invasion. Parking lanes would be removed from Northside Drive through El Capitan Meadow and through Cook's Meadow to reduce impacts associated with current levels of use in the meadows.

Yellow Pine, used as an informal campground for park volunteer groups, would be removed and the area restored to riparian and conifer communities.

At Housekeeping Camp, all accommodations and associated services (e.g., restrooms and roads) within the River Protection Overlay would be removed in order to implement the River Protection Overlay as it is prescribed in the Merced River Plan (see Actions Common to All Action Alternatives). The area within the River Protection Overlay would be restored to riparian communities. A total of 164 lodging units would be removed, reducing the number of units from 264 to 100.

Historic Cascades Diversion Dam on the Merced River west of Pohono Bridge (near the intersection of the Big Oak Flat and El Portal Roads) would be removed to restore natural channel grades and hydrologic processes along this segment of the river. This would implement the River Protection Overlay as prescribed in the Merced River Plan (see Actions Common to All Action Alternatives at the beginning of this chapter).

Historic Sugar Pine Bridge would be removed to allow for the unconstrained flow and meandering of the Merced River. Historic Stoneman Bridge would subsequently be evaluated and possibly removed as well. The riverbanks adjacent to the bridges that are removed would be restored. While all bridges west of Happy Isles to Swinging Bridge affect river dynamics, each was evaluated to determine the degree to which it impacts the river's natural hydrology and the importance of the access to and across the river (under other provisions of this alternative). Sugar Pine Bridge and Stoneman Bridge, both historic bridges, currently impede the Merced River's natural dynamics and natural processes to the greatest degree of any of the bridges, both upstream and downstream of the bridges.

Sugar Pine Bridge and the old road segment (existing multi-use trail) between Sugar Pine and Ahwahnee Bridges would be removed to restore river processes, adjacent riverbanks, and the cutoff channel. Once Sugar Pine Bridge has been removed, the National Park Service would continue to conduct monitoring to evaluate the effectiveness of ecological restoration. Subsequently, results of the monitoring program would be evaluated to ascertain whether the removal of Stoneman Bridge would be necessary to restore natural conditions. Ahwahnee Bridge would be retained to provide a nonvehicular connection between Yosemite Village, the campgrounds, and Curry Village. If necessary, a small new bridge or bridges (possibly even removable during flood events) would be constructed over the cutoff channels southeast of Ahwahnee Bridge to facilitate a pedestrian trail and multi-use paved trail connection to the Lower Pines area. Housekeeping Bridge would also be retained to provide nonvehicular access across the river.

The recreational vehicle dump station at Upper Pines would be relocated outside of the River Protection Overlay, and the area would be restored to a riparian community.

All camping would be removed from the River Protection Overlay and the areas restored to natural conditions. The areas that were formerly Upper River, Lower River, and the northwest end of Lower Pines Campgrounds would be restored to a mosaic of meadow, riparian, and oak woodland. Restoration would involve removing imported fill, contouring the sites to match historic topography, mechanical clearing, and replanting the sites if necessary with appropriate plants of the same local genetic makeup as neighboring plant communities. Utilities in Upper and Lower River Campgrounds and the southern part of Ahwahnee Meadow would be removed and realigned along transportation corridors.

All of North Pines Campground would be removed, fill material removed if necessary, and the area restored to riparian/California black oak communities. The utility corridor would remain, including access to a lift station. The former Group Campground and existing Backpackers Campground along Tenaya Creek would be removed and the areas restored to riparian/upland communities.

The Swinging Bridge Picnic Area and its associated parking would be removed and the area restored to riparian communities.

The parking lot and the fruit trees at the historic Curry Orchard would be removed and the area restored to a meadow/California black oak community, except for the southernmost two acres, which would be redeveloped to accommodate overnight wilderness parking. A genetic conservation program would be developed and implemented at Curry Orchard to provide for preservation of unique varieties of these fruit trees through propagation and planting of cuttings at an appropriate facility outside the park. Once this process is complete, fruit trees in the orchard would be removed.

The human-built rock-rubble pile in Yosemite Creek, directly downstream from the bridge at the base of Yosemite Falls, would be removed to restore natural water flow in the western channels of Yosemite Creek.

The area between the proposed realignment of Northside Drive at Yosemite Lodge and the Merced River (the site of former Yosemite Lodge cabins, Pine Cottage, and employee housing) would be restored to riparian and meadow communities.

The concessioner stable and related employee housing as well as the kennel would be removed and the area restored to riparian/California black oak woodland.

The sand pit in El Portal would be removed from operational use and restored to riparian communities.

In El Portal, the sand pit, the River Protection Overlay, and the site of the old treatment plant at Rancheria Flat would be designated as a Conservation Area for the Valley elderberry longhorn beetle (as specified in the Biological Opinion, Vol. II, Appendix L).

Establishment of day-visitor parking with a picnic area in the Camp 6 area of Yosemite Village would affect small, remnant areas of riparian and meadow habitats that are already affected by existing development. In El Portal, the establishment of housing, parking, and administration facilities would affect riparian areas.

CALIFORNIA BLACK OAD WOODLAND

The tennis court at The Ahwahnee would be removed and the area restored to California black oak woodland.

The Superintendent's House (Residence 1) and its garage, adjacent to Cook's Meadow, would be relocated to a site within the Yosemite Village Historic District for adaptive reuse. The current site would be restored to California black oak woodland.

Black oak habitats would be affected in Yosemite Valley by construction of employee housing west of Curry Village, and development of campsites east of Curry Village. Construction of new lodging and housing units at Curry Village could result in the loss of some oaks, as would the construction of the visitor/transit center in Yosemite Village. In El Portal, areas of black oaks would be affected by development of housing, parking, and administrative facilities.

UPLAND COMMUNITY

The Church Bowl Picnic Area and associated parking would be removed and the area restored to upland/California black oak woodland.

The administrative/utility area to the east of The Ahwahnee would be restored to upland/California black oak woodland.

Developments likely to have an impact on this habitat type in Yosemite Valley include: development of new campsites east of Curry Village, north of Tenaya Creek, and north of Upper Pines Campground; construction of employee housing west of Curry Village; construction of new lodging units at Yosemite Lodge and Curry Village; development of Camp 6 for parking; widening of Southside Drive and the addition of a nearby foot/bicycle trail; and possible establishment of a traffic check station at El Capitan crossover. Upland areas outside of Yosemite Valley would be potentially impacted by: construction of housing in Wawona and El Portal; development of parking areas at Hazel Green or Foresta, El Portal, and Badger Pass; and expansion of facilities at Big Oak Flat Entrance and South Entrance. Construction of a small number of employee housing units in Foresta, the moving of concessioner and National Park Service administrative stable operations to nearby McCauley Ranch, re-establishment of a campground for park volunteer groups, and possible construction of out-of-Valley parking would potentially impact upland habitats in this area.

CULTURAL RESOURCES

This alternative would retain to a large degree the historically significant sites, structures, and landscape features in Yosemite Valley. Archeological sites and ethnographic resources would be protected wherever possible, and traditional uses by culturally associated Indian people would be encouraged. Large tracts of meadow, California black oak woodlands, and the river's riparian corridor (all important components of the cultural landscape) would be restored to a more natural condition. To achieve these restoration goals, up to two historic bridges would be removed, the Superintendent's House (Residence 1) would be relocated, and other structures that contribute to the Valley's cultural landscape would be removed. Other historic structure would be rehabilitated and adaptively reused wherever possible. Although changes would occur in the vicinity of the three National Historic Landmark structures, they would be protected from actions that would affect their historic significance. While the Curry Orchard would be removed, Lamon and Hutchings Orchards would be retained, and Lamon Orchard would be managed and interpreted. The Yosemite Museum collection (including the research library and archives) would be consolidated in Yosemite Valley.

ARCHEOLOGICAL SITES

Archeological sites would continue to be preserved in place as much as possible. The most highly valued sites (i.e., those with high research potential) would be avoided during new construction or development wherever possible. No new development would occur in areas where human burials are known to exist. Existing development that is causing ongoing site degradation would be removed and the site rehabilitated wherever possible. The abandoned treatment plant in the Rancheria Flat area of El Portal would be removed from a prehistoric cemetery. A building and parking area would be removed from a burial site in Yosemite Village. In the Lower Yosemite Fall area, a large and important prehistoric village site would be protected and rehabilitated by removing a parking area, restroom, and associated utilities.

Where special opportunities exist, prehistoric and historic archeological resources would be interpreted to visitors. Surface prehistoric archeological features, local American Indian traditions, and important historic archeological features would be interpreted through wayside exhibits along the Lower Yosemite Fall loop trail.

ETHNOGRAPHIC RESOURCES

Through existing agreements and ongoing consultation with culturally associated American Indian tribes, access to and use of special resources in Yosemite Valley would continue. The National Park Service and culturally associated American Indian groups would continue to develop a parkwide gathering plan for the tending and use of traditional plants. Access would continue to be provided for American Indian participants in traditional and ceremonial activities. American Indians conducting traditional activities in Yosemite Valley would not be restricted to day-visitor parking and shuttle transit. Special provisions would be implemented to allow parking in short-term turnouts. Known burial areas would continue to be protected. These areas (the last American Indian village and all known burial areas) are considered among the valued resources of American Indian people, and they were so considered during this planning effort. Where previously unknown burials are discovered, provisions outlined in the Native American Graves Protection and Repatriation Act and its implementing regulations would be followed. Other important areas, such as gathering locations, historic Indian villages, and areas of spiritual or traditional importance, would be protected as much as possible.

The park's Programmatic Agreement for compliance with Section 106 of the National Historic Preservation Act also provides for the inclusion of culturally associated American Indian tribes in the park's planning process. This agreement stipulates that the park and associated American Indian tribes will develop an agreement for government-to-government relations, protocols for official consultations regarding issues of concern and park actions that may affect traditional resources, and park-specific guidelines for implementing provisions of the Native American Graves Protection and Repatriation Act.

CULTURAL LANDSCAPE RESOURCES
(INCLUDING INDIVIDUALLY SIGNIFICANT HISTORIC SITES AND STRUCTURES)

Yosemite Valley

Under this alternative, many of the historically significant characteristics of the proposed Yosemite Valley Cultural Landscape Historic District would be rehabilitated and enhanced. To a large degree, general landscape characteristics such as spatial organization, natural features, land use, circulation systems, views, and vegetation would be retained and rehabilitated. However, some individually significant historic structures and many structures that contribute to the Valleywide cultural landscape would be removed and/or relocated.

The overall character of the Valley's spatial organization and the concentration of development in east Valley would be perpetuated. Key natural resource restoration actions, such as implementation of the River Protection Overlay and restoration of the associated natural river processes and adjacent meadows, would enhance natural features and vegetation that are characteristic of the landscape in Yosemite Valley. However, physical historic structures that have modified the river and meadows (such as Sugar Pine Bridge, riprap and other river-revetment structures, meadow ditches, etc.) would be removed in order to achieve these restoration objectives. The historic circulation system that encircles the Valley floor would largely be retained. However, the use of this system would change with the closure of part of Northside Drive to motor vehicles and the conversion of Southside Drive to two-way traffic. Portions of both Northside and Southside Drives (both contributing circulation structures in the Valleywide cultural landscape) would also be realigned; a portion of Southside Drive would be widened. Some noncontributing circulation structures would be removed, such as the roads across Stoneman and Ahwahnee Meadows.

Valleywide land-use patterns would continue, although the location of some activities would change. Camping would continue in the Valley, but campgrounds themselves (which are not contributing resources) would be relocated away from the river. Stable operations would be relocated outside Yosemite Valley, but a day-use corral facility would be constructed east of Curry Village. Access to historically significant views would be retained and enhanced.

Of the many individually significant historic structures, up to two would be removed and one would be relocated. Sugar Pine Bridge would be removed to restore a more natural river flow. The final decision on removal or retention of historic Stoneman Bridge would be based on results of monitoring of the river processes subsequent to the removal of Sugar Pine Bridge. If this monitoring demonstrates an improvement in the natural hydrologic flow of the river at the location of Stoneman Bridge, and the restoration objectives are being met for the River Protection Overlay and the areas of the former Upper River and Lower River Campgrounds, removal may not be necessary. The Superintendentís House (Residence 1) and its associated garage would be relocated adjacent to the housing in the Yosemite Village Historic District.

Other changes would also occur in the Yosemite Village area. The historic NPS Operations Building (Fort Yosemite), other historic maintenance shops, and the Camp 1 complex (all of which are contributing elements in the Valleywide cultural landscape) would be studied to determine the feasibility of adaptive reuse as part of the district maintenance and shuttle bus light maintenance operations. If they could not be reused for these functions, these structures would be removed. Day-visitor parking, a transit center, and a new visitor center would be constructed in the eastern portion of the historic developed area. All new development would be designed to be compatible with the adjacent historic district. In order to accommodate these facilities, other historic structures, which are also contributing elements in the Valleywide cultural landscape, would be removed. Structures to be removed include the Concessioner Headquarters Building and the Village Garage and its associated apartment. The Ahwahnee Row houses would be retained as employee housing.

The designed landscape in the Yosemite Village Historic District would be rehabilitated. All the historic structures, which are contributing elements of this historic district, would be retained. The Yosemite Museum/Valley District Building (the historic Museum Building) would be rehabilitated and converted to serve entirely as a museum. The historic NPS Administration Building would be rehabilitated for a new use supporting interpretive and educational operations. No changes would occur at the National Historic Landmark Rangers' Club. Other structures in Yosemite Village's civic core, including The Ansel Adams Gallery and associated structures, the Yosemite Village Post Office, and the historic Pohono Indian Studio (current Wilderness Center), would be retained. Historic views within Yosemite Village would be re-established, and the California black oak community would be stabilized and protected in the historic residential area. At the Hutchings Orchard, a genetic conservation program would be initiated to salvage cuttings and establish representative plants at an appropriate facility outside Yosemite National Park. The trees would neither be maintained nor replaced as they die, and thus, over the long term, the orchard would cease to exist and the area would be restored to natural conditions.

The Ahwahnee is both a National Historic Landmark and a National Register historic property. No changes would occur to the National Historic Landmark hotel structure or its setting. The employee dormitory, a contributing element of the larger National Register property, would be rehabilitated. Three nonhistoric employee tent cabins would be removed. The tennis courts, which are also contributing elements of the larger National Register property, would be removed in order to restore a California black oak woodland community. The western portion of the parking area, which lacks historical integrity, would be reconfigured.

In the Curry Village area, all employee tent housing would be removed. The fruit trees would be removed from the historic Curry Orchard and the area restored to natural conditions. Prior to removal, a genetic conservation program would be initiated to salvage cuttings and establish representative plants at an appropriate conservation facility outside Yosemite National Park. Wilderness parking would occupy the southern portion of the orchard area, and the remainder of the area would be restored to natural conditions.

At the Camp Curry Historic District, visitor services would remain concentrated in the central portion of the district, and significant historic buildings such as the Lounge (original registration building) and Registration Building (original post office) would be retained and rehabilitated for continued use. A number of the historic guest tent accommodations would be retained in their original historic extent and configuration, and would continue to encircle the administrative core, although 253 of the existing 427 tents would be removed. The 48 architecturally significant historic bungalows, as well as Cabin 90A/B and Cottage 819, would be retained and rehabilitated for continued use as guest lodging. Other significant historic structures (Huff House, Tresidder Residence, and Mother Curry Bungalow) would be retained and adaptively reused for visitor accommodations. New cabin rooms with bath (108 units), similar in architectural character, workmanship, scale, mass and cluster arrangement to the historic bungalows, would be constructed within the historic district to the north and east sides of the bungalows. Guest parking would be relocated from the historic Curry Orchard area.

At Lower Yosemite Fall, the eastern trail to the base of the fall would be rehabilitated to make it accessible for people with mobility impairments. Of the historic footbridges in this area (all contributing elements in the Valleywide cultural landscape), five would be rehabilitated or rebuilt (including the bridge at the base of the falls), one would be relocated, and one would be removed. New facilities (a restroom and shuttle stop) east of Yosemite Creek would be designed to be compatible with the adjacent Yosemite Village Historic District.

The historic concessioner stable and associated facilities would be removed. These structures may be relocated and adaptively reused at McCauley Ranch, pending results of a Wilderness suitability study and the feasibility of such reuse. The Nature Center at Happy Isles (historic Happy Isles Fish Hatchery) would be used year-round.

At historic Camp 4 (Sunnyside Campground), the five westernmost campsites would be removed to provide a buffer for the proposed Indian Cultural Center. Important historic features would be retained, and 33 additional campsites would be established east of the existing core of the campground. These new sites would be designed to be compatible with the historic site.

No changes would occur at the National Historic Landmark LeConte Memorial Lodge. No changes would occur at the Bridalveil Meadow historic site.

Lamon Orchard historic site would be managed, maintained, and interpreted; this is the historic site from the early homesteading era with the most historical integrity. Although trees would not be replanted as they die, they would be pruned and maintained to prolong their life and maintain the historic setting. A genetic conservation program would be initiated to salvage cuttings and establish representative plants at an appropriate facility outside Yosemite National Park. Over the long term, the site would be restored to natural conditions once all the trees have died. As mentioned above, fruit trees would be removed from historic Curry Orchard. A portion of this area would be restored to natural conditions, and a portion would be redeveloped for wilderness parking. Historic Hutchings Orchard would neither be removed nor maintained. The genetic conservation program described above would include treatment at both Curry and Hutchings Orchards.

Merced River Gorge

The segment of the El Portal Road between the intersection of the Big Oak Flat/El Portal Roads and Pohono Bridge would be rebuilt. This reconstruction would be designed to be compatible with other segments of the road and would retain the important historic characteristics of this National Register property.

Six of the remaining seven components of the Yosemite Hydroelectric Power Plant, a property determined eligible for inclusion in the National Register of Historic Places, would be removed. The six to be removed are: (1) the diversion dam, (2) the screenhouse and associated features, and (3) the four Cascades residences.

El Portal

In El Portal, final decisions regarding the location of new facilities and retention or removal of some historic structures would be deferred until site-specific development planning. The three historic National Lead Company residences would be retained as housing and rehabilitated. The historic railroad residences and the old El Portal Store (all privately owned historic structures on leased National Park Service lots) would be retained as housing. The historic El Portal Chapel (the old El Portal School) and the Yosemite Research Center (Murchison House) would be retained. The El Portal Hotel would be studied for rehabilitation and possible adaptive reuse. If it would not be feasible to reuse this building and meet park needs for this area of El Portal, it would be removed. The existing El Portal Market would either be retained or removed and the area redeveloped as part of the commercial core of El Portal.

MUSEUM COLLECTION
(INCLUDING ARCHIVES AND RESEARCH LIBRARY)

The Yosemite Museum collection, which includes the research library and park archives, would be consolidated in Yosemite Valley adjacent to the museum building. These facilities would allow for increased visitor access to the museum collection by moving the collection into a single facility. The existing visitor center and auditoriums would be evaluated as part of the Yosemite Village site plan to determine if they could be adapted for use as museum storage. If it is infeasible, the existing visitor center and auditoriums would be removed and a new facility would be designed to meet current museum standards for preservation and protection of the nationally significant collection. Space for staff and visitors wishing to conduct research would be provided.

Visitor Experience

Key distinguishing visitor experience elements of this alternative include:

Management of the number of vehicles entering the east end of Yosemite Valley on any given day would be a substantial change from existing conditions. Traffic and congestion in the Valley would be reduced, and pedestrians and bicyclists would have expanded opportunities to access the length of the Valley. While access into Yosemite Valley for visitors with reservations for overnight accommodations in the Valley would not change significantly, access for day visitors (including visitors staying overnight elsewhere in the park) would change. Valley day visitors would use out-of-Valley parking areas and arrive by shuttle bus, drive to and park their cars at Yosemite Village (capacity of 550 vehicles), or arrive by tour buses or regional transit.

In the Valley, a spectrum of recreational activities and experiences would continue to be available. Upon arrival in Yosemite Village, visitors would find themselves at the centrally located new Yosemite Village Visitor and Transit Center. From this location, visitors could become oriented in the visitor center and choose their mode of travel (hiking, bicycling, concessioner tours, or in-Valley shuttle buses). While extensive touring in personal vehicles would no longer be an option, park shuttle buses would serve the entire Valley rather than just the east end. Under this alternative, visitor use would continue to be focused in the eastern end of the Valley, with an increased use of new and existing multi-use paved trails to the mid-Valley. The number of campsites would be higher than existing levels. The number of lodging units would decrease from current levels, but a diversity of experiences and prices would still be available. Orientation and interpretive services would be expanded.

ACCESS FOR VISITORS WITH DISABILITIES

As implementation of the Yosemite Valley Plan occurs, accessibility needs would be fully analyzed and an accessibility plan would be developed to provide the best-feasible access for visitors with disabilities. Improvements in access to structures, features, and programs would continue, based on this new plan. New facilities would meet accessibility guidelines. In the interim, the method of access by visitors with mobility impairments would remain similar to existing conditions, with controlled access available for personal vehicles to, and specially marked parking spaces at, principal Valley features. However, vehicle access to the sections of Northside Drive closed to vehicle traffic would not be available; access would be via multi-use paved trails. Eventually, as buses became fully accessible, visitors with disabilities could use these buses to access Valley destinations. Overnight users would drive directly to their lodging or campsites.

VISITOR USE AND LAND MANAGEMENT ZONING

As described under Actions Common to All Action Alternatives in this chapter, this alternative would accommodate visitation levels established in the 1980 General Management Plan. The National Park Service would fully implement a Visitor Experience and Resource Protection (VERP) program within five years of a Record of Decision to identify existing and desired conditions for natural resources, cultural resources, and visitor experience. Based on the VERP, the National Park Service would (1) establish management zoning that complements the management zoning established in the Merced River Plan; (2) develop indicators to measure visitor experience and resource conditions; (3) develop standards that define acceptable measurements for each indicator; (4) develop an assessment program to monitor standards; (5) develop a decision-making process to be used in identifying management actions necessary to maintain or restore desired conditions; and (6) develop visitor-use level recommendations for each zone.

TRAVELER INFORMATION AND TRAFFIC MANAGEMENT

As described under Actions Common to All Action Alternatives, this alternative would include the design and implementation of a traveler information and traffic management system that would use a variety of techniques to help visitors plan their trips, to encourage efficient use of available transportation facilities and services, and to assure that vehicle volumes do not exceed the capacity of roads and parking.

ORIENTATION AND INTERPRETATION

Orientation opportunities would remain decentralized but would be expanded to include new and/or improved visitor centers near entrance stations. Orientation would be provided sequentially starting with improved resources for visitors to use prior to visiting the park, including the parkís web site and pre-visit publications. Greater emphasis would be placed on supporting joint-agency visitor centers at gateways, particularly to provide current information on access and overnight lodging availability.

New visitor centers would be provided near each entrance station, contributing to visitors' sense of arrival and their ability to discover and take advantage of parkwide offerings. At these visitor centers, visitors would receive assistance in planning their visits; obtaining maps, publications, wilderness and other permits; and making or confirming reservations for overnight accommodations. The park orientation film would also be shown in small theaters at each facility. Visitors parking in the out-of-Valley areas would find orientation to the shuttle bus operations at the parking areas.

Once in the Valley, day visitors traveling by bus or car would arrive near a new full-service Valley Visitor Center in the Yosemite Village area. Visitors with overnight accommodations in Yosemite Valley would find new, small, unstaffed orientation facilities at their lodges or campgrounds. These visitors could also take a shuttle to the visitor center. At all staffed orientation centers, the parkís cooperating association would sell orientation and
interpretive publications.

Information at shuttle bus stops would be improved, with clear and consistent signs posted throughout the Valley to help visitors use the system with ease and efficiency.

Interpretive services and facilities (e.g., ranger programs, tours, exhibits, school programs) offered by the National Park Service, concessioners, and other partners would be increased above current levels, as proposed in the General Management Plan. This would enhance understanding of park themes, facilitate resource stewardship, and accommodate visitors touring park features. The variety and locations of interpretive programs would be greatly increased to meet the needs of various visitors, including those with disabilities or those speaking languages other than English. Emphasis would be placed on new programs at popular views and on trails, including talks, short walks, bicycle tours, and occasional half-day or all-day programs. Ticketing and boarding areas for the Valley Floor Tour would continue to be at Valley lodging areas and Yosemite Village.

Yosemite Village would become the focus of educational and interpretive opportunities for visitors. Visitor center functions, including theater productions and the orientation film, would be moved to the new visitor center in the vicinity of the present Village Store. The Wilderness Center function would be incorporated into the new visitor center. Exhibits at the new visitor center would focus on Yosemite Valley themes. The Indian Village of Ahwahnee would continue to serve its interpretive function. The Art Activity Center function would be relocated to its former location in the current Wilderness Center building and the current Art Activity Center building would be removed. The existing informal gathering and program area near the visitor center would be redesigned and relocated. The present Yosemite Museum/Valley District Building would be the site of a museum presenting in-depth interpretation of parkwide themes. The park's museum collection, including the research library, archives, and photo collection, would be consolidated in the Valley at the site of the existing visitor center. The current visitor center and auditoriums would be evaluated as part of the Yosemite Village site plan to determine if they would meet park needs to house the museum collection and serve as an educational-interpretive center. If not, these buildings would be removed and the area redeveloped to meet park museum, educational, and interpretive needs.

Interpretive amphitheaters at lodging areas would remain at their present locations. To reduce noise conflicts with adjacent campsites, the Lower Pines Campground amphitheater would be replaced by a new amphitheater in the vicinity of the current concessioner stable parking lot. The Lower River amphitheater would be removed and the area restored. The Nature Center at Happy Isles would be operated as a year-round facility.

A Valleywide exhibit plan would be produced to evaluate the locations of existing outdoor exhibits and to recommend new exhibits and interpretive trails, focusing on new pedestrian and bicycle trails. The plan would also include recommendations for view maintenance and for some exhibit shelters that could be used for cover during inclement weather.

A program of sociological studies would be implemented to routinely examine the effectiveness of interpretive and orientation services and media offered by the National Park Service, concessioner, and other partners.

RECREATION

The modes of accessing parts of the Valley for recreational activities would be altered as a result of changes proposed in this alternative. Access to most recreation sites and activities in Yosemite Valley would be by shuttle bus, bicycle, or on foot rather than by private vehicle. Visitors riding shuttle buses would carry their recreational gear and supplies throughout the Valley, or store it in variably sized lockers (including bear-resistant lockers for food), that would be provided at Yosemite Village and at major shuttle bus stops and destination areas. Shuttle buses would be outfitted to transport recreational equipment such as bicycles, backpacks, coolers, skis, and climbing gear.

The traveler information and traffic management system and consolidated parking would reduce opportunities for touring Valley features by private vehicles. Although some turnouts would be removed, other turnouts would be retained for emergency use or to provide for short-term viewing of outstanding scenic features, particularly historic views. Auto touring would be replaced by guided tours (vehicular and walking), shuttle bus riding, bicycle touring, and walking. The in-Valley shuttle bus system would be expanded to include stops between the east Valley and Bridalveil Fall, and shuttle bus stops would be added to increase access to Valley destinations.

Trail Use

The development of interpretive trails would be emphasized, along with the interpretation of features more easily accessed by bicycles or on foot. Publications and exhibits to facilitate self-guided experiences would continue to be developed for hikers, bicyclists, and bus riders; these would be available at all visitor centers. Ranger-led programs would be scheduled for the convenience of visitors, with varying starting times, program lengths, and distances to be walked or bicycled.

Walking, Hiking, and Bicycling

Improved and additional trails for walking and bicycling would be available throughout Yosemite Valley, and bicycle touring and hiking would be encouraged. Trails in some areas, including the Yosemite Lodge, Curry Village, and the former Upper River and Lower River Campground areas, would be realigned or converted to multi-use. In some cases, trail alignments could be adjusted during the final site design process. Trails would be clearly marked with directional and mileage signs. Conflicts between hikers, bicyclists, and horseback riders would continue, but would be reduced by separating trails in some developed areas and eliminating guided horseback rides. Trails previously shared by hikers and stock between Mirror Lake Road and Lower Yosemite Fall would be reserved for pedestrian use only.

Multi-use paved trails would be extended west to El Capitan crossover. On the north side of the Valley, this paved trail would be the converted Northside Drive (which would be closed to vehicles) from Yosemite Lodge to El Capitan crossover. On the south side of the Valley, a new multi-use paved trail would be constructed adjacent to Southside Drive from El Capitan crossover to connect with the existing multi-use trail at Swinging Bridge. A new multi-use trail would be constructed along Sentinel crossover to connect the Southside Drive multi-use trail, across Sentinel Bridge, to Yosemite Village. East of Yosemite Lodge, the historic Yosemite Creek vehicle bridge would be converted to bicycle and hiker use only and the multi-use paved trail would be rerouted across it.

For access between Yosemite Village, the campgrounds, and Curry Village, a realigned or new multi-use paved trail would pass through the area of the former Upper River and Lower River Campgrounds, continuing across Ahwahnee Bridge, through Lower Pines Campground, and connecting with the existing bicycle path. A multi-use paved trail would also extend from the Ahwahnee Meadow east along the north side of the Merced River and connect with the existing paved bicycle path in the Sugar Pine Bridge area. There would be another new multi-use paved trail from The Ahwahnee to the east to connect with the existing paved bicycle path in the Sugar Pine Bridge area. The informal trail from Ahwahnee Bridge along the south side of the river at the edge of Stoneman Meadow to the Southside Drive/
Curry Village Road intersection would be improved as a hiking trail. A new multi-use trail would be constructed east from Curry Village toward Happy Isles. A trail would connect Housekeeping Camp, across Housekeeping Bridge, to the multi-use paved trail in the Upper River and Lower River area.

Access to the John Muir Trail at Happy Isles would be re-established at its historic location near the Nature Center by replacement of the historic Happy Isles Footbridge, damaged beyond repair during the 1997 flood.

Access to Bridalveil Fall would be by the existing Valley Loop Trail (for hikers and stock). There would be no multi-use trail to Bridalveil Fall. New trails accessible to wheelchair users would be provided at Sentinel Beach, the new North American Wall Picnic Area at El Capitan, and other areas determined by the proposed accessibility study and plan (see Access for Visitors with Disabilities). Seating would be provided along trails and at shuttle bus stops.

Bicycle rentals would be available at Yosemite Lodge, Curry Village, and Yosemite Village. The extension of rental hours and periods (e.g., multi-day bicycle rentals) would be evaluated and implemented if feasible. Bicycle racks and lockers for gear and food would be located at major destinations throughout the Valley.

Off-pavement bicycle use, because of the damage it causes to the natural environment and conflicts with other users, would continue to be prohibited. To promote safe bicycle use, lane designations would be provided where appropriate and as necessary on multi-use paved trails to reduce pedestrian and bicycle conflicts and mishaps. Potential environmental damage caused by increased bicycling and pedestrian use would be minimized through trail design, messages in interpretive programs, and management action.

Lower Yosemite Fall

Access to the Lower Yosemite Fall area would be by shuttle bus, bicycle, or on foot (see Vol. Ic, plate 2-3). The existing parking area would be removed and informal seating would be added in the area. A new shuttle bus stop would be located on the north side of Northside Drive east of the Yosemite Creek Bridge. Access to the base of the fall would be by foot on either a rehabilitated Western Channel Trail (the existing main access) or a better-defined and hardened Eastern Channel Trail; both trails could be combined into a loop trip. Access to the base of the fall for visitors with mobility impairments would be via the redesigned and hardened eastern trail. At the base of the fall, the historic bridge across Yosemite Creek would be rehabilitated and the viewing area enlarged. The human-built rock-rubble pile downstream from this bridge would be removed from the western creek channel.

Restrooms would be relocated adjacent to the new Yosemite Falls shuttle stop on the north side of Northside Drive. Five of the existing historic bridges along the eastern trail would be rehabilitated or rebuilt. Bridge 1 would be relocated; bridge 2 would be rehabilitated to provide a wheelchair-accessible trail to pass through the historic Hutchings Sawmill site; bridge 3 would be rehabilitated to maintain access to the Muir plaque and Clark bench; bridge 4 would be removed; and bridges 5 and 6 (closest to the shuttle bus stop) would be rehabilitated to help separate bicyclists from pedestrians. A seventh bridge would be constructed to replace a bridge once located east of bridge 3. The pedestrian/bicycle bridge north of and parallel to the current Yosemite Creek Bridge would be removed; the multi-use trail would be routed across the existing vehicle bridge after the new vehicle bridge is built and Northside Drive is rerouted to the south of Yosemite Lodge. Interpretive exhibits and seating would be added to both the western and eastern trails. An informal gathering/viewing area would be provided at the beginning of the western trail, and an informal viewing area would be located east of the shuttle bus stop.

 Bridalveil Fall

A study would be done of the Bridalveil Fall area to analyze parking, traffic flow, pedestrian access to the base of the fall, the impacts of visitor use in the area, and the quality of the visitor experience. This study would be based on the visitor experience and resource protection study and program (see Actions Common to All Action Alternatives). As a result of the Bridalveil Fall study, a plan could be developed for improving trails, interpretation, and access in the area.

Wilderness Access

Much wilderness hiking would continue to originate in the Valley. Wilderness permits and trip planning would be available for Valley trails at all park visitor centers, including new visitor centers near entrance stations. Pre- and post-trip walk-in campsites, as well as 150 parking spaces in the Curry Village area (at the south end of the existing orchard/parking area), would be available for overnight wilderness users holding permits for Valley trailheads.

Climbing

Climbing in Yosemite Valley would continue, and the number of climbers would not be limited under this planning process. Day climbers would access the Valley in the same manner as all other day visitors. For overnight climbers with wilderness permits, parking spaces would be available in the wilderness parking area at the south end of the existing Curry Orchard. Overnight climbers could also access the Valley by using regional transportation. Once in the Valley, access to climbing routes would be by shuttle bus or on foot.

Stock Use

Although the National Park Service continues to support stock use in the park, commercial trail rides in the Valley would be eliminated and the concessioner stable would be removed from a highly valued natural resource area and restored to natural conditions. The impacts it has on this area include water pollution, erosion, trail degradation, and attraction of non-native cowbirds. Due to unacceptable conflicts between commercial horse use and other trail users, the National Park Service proposes to eliminate commercial rides in the Valley based on safety and aesthetic reasons. However, private stock (e.g., horse) use would continue in Yosemite Valley. A new, unstaffed corral for day-use staging of stock would be located east of Curry Village. Parking for private stock trailers would be available at the day-use corral. There would be no facilities for keeping private stock overnight in Yosemite Valley. Horse trails would be maintained in the Valley, but the segment of the Valley Loop Trail between Mirror Lake Road and Yosemite Lodge would be closed to stock in order to reduce pedestrian/stock conflicts in busy areas. Swinging Bridge would become a new connector between the northside and southside stock trails. In addition, National Park Service and concessioner administrative stables in the Valley would be relocated outside Yosemite Valley (see Park Operations).

The kennel operation currently associated with the concessioner stable would be discontinued. Visitors would be encouraged through pre-visit information sources to board their pets in facilities outside the park.

Picnicking

Picnic areas would continue to be available in the Valley (see Vol. Ic, plate 2-1), but picnicking would probably change from car-oriented (the use of large coolers and grills) to less equipment-intensive modes. While picnicking facilities would be removed from the Church Bowl area east of Yosemite Village, a new picnic area would be constructed near the day-visitor parking area at Yosemite Village. The Swinging Bridge Picnic Area and its associated parking would be removed and restored to natural conditions (the river at that location would still be accessible from the north side of the bridge), but picnic areas at Cathedral and Sentinel Beaches would be accessible by shuttle bus. A new group picnic area would be developed adjacent to Sentinel Beach. A new picnicking and viewing area—the North American Wall Picnic Area—would follow the old road alignment at El Capitan. Picnickers could carry food and gear on the Valley shuttle bus, where bins and overhead racks would be available, or could obtain picnic supplies in Yosemite Village or at other retail facilities in the Valley. The parking area associated with the existing El Capitan Picnic Area would no longer be necessary, as it is along the portion of Northside Drive that would be closed to motor vehicles; the parking area would be removed.

Other Activities

The tennis courts at The Ahwahnee would be removed and the area restored to natural conditions. Ice skating would continue to be available at a new ice rink north of the Curry Village Pavilion, adjacent to the area historically used for skating at Camp Curry. This facility would concentrate recreational activities (rental of ice skates and skis in the winter, and bicycles and rafts in the summer) into one area. The sport/mountaineering shop would also be relocated to this facility.

No changes to rafting on the Merced River would take place under this planning process; rafting would continue to be managed by other park resource-based plans. Swimming would continue to be available in summer at lodging pools. Swimming and angling in the Merced River would continue, but they would be directed toward river areas most able to withstand heavy use, such as sand and gravel bars.

Visitor Services

CAMPING

Some campground locations would change (see Vol. Ic, plate 2-2), and the total number of campsites would be increased by 25, from 475 to 500 (see table 2-13). The National Park Service would evaluate different layouts and configurations for campgrounds to improve visitor experience and better serve family groups. This design and reconfiguration would also be done to avoid, to the greatest extent possible, placing campsites in highly valued resource areas, the Merced River floodplain, and rockfall zones. Reconfiguring campsite layouts would allow for the removal of campsites from the River Protection Overlay. Many campsites closest to the river would no longer be on the river due to riverbank restoration and revegetation. River use would be directed to nearby access points in areas most able to withstand heavy use, such as sand and gravel bars. Relocated campsites would provide a range of camping experiences, from walk-in sites to those that would accommodate recreational vehicles. Campground orientation, parking, and circulation would be improved.

Visitors would arrive at all campgrounds except Camp 4 (Sunnyside Campground) by driving through Curry Village. The size of the camp store at Curry Village would be increased, and other camper services would be augmented so campers would not have to travel to other parts of the Valley for services, supplies, and groceries. There would be one campground check station and office at the east end of Curry Village. The Upper Pines Campground recreational vehicle dump station would be relocated away from the river and placed near this check station. The Lower Pines amphitheater would be relocated to the current site of the concessioner stable parking area (the stable would be removed). Showers would be added to campgrounds wherever feasible for convenience and to reduce crowding at other Valley shower facilities.

Campgrounds would be redesigned to better separate sites by using natural and design features. Campsite density (number of sites per acre) would generally remain the same as at present. Some designated recreational vehicle sites in Upper Pines and possibly Lower Pines would have utility hookups; electrical hookups would reduce generator use and associated noise. Walk-in sites would have parking available nearby, except for the new Tenaya Creek walk-to sites, which would have no associated parking and would be available only to campers entering Yosemite Valley by means other than private motor vehicle (e.g., bus, bicycle, hiking).

Campsites at Upper River and Lower River Campgrounds, plus a portion of Lower Pines Campground, which were damaged by or removed following the 1997 flood, would not be reconstructed. These areas would be restored by re-establishing natural topography, hydrology, and riparian or California black oak communities. North Pines Campground, which was also affected by flooding in January 1997, would be removed to preserve and restore highly valued resource areas.

Thirty new drive-in sites and 45 new walk-in sites would be constructed in Upper Pines. Twenty new walk-to campsites would be constructed (in two groups of 10 sites each) along Tenaya Creek. New group sites (10) and a backpackers' campground (30 sites) would be established east of Curry Village to replace existing sites along Tenaya Creek; those sites would be removed and the area restored to natural conditions.

At Camp 4 (Sunnyside Campground), 32 sites would be retained, and the five sites west of the intermittent creek would be removed to provide a buffer for the new Indian Cultural Center (See Volume II, Appendix H, Considering Cumulative Effects). Under this alternative, 33 new sites would be constructed in the vicinity of the existing campground, including the area of the former gas station. Camp 4 (Sunnyside Campground) would continue to be managed as a first-come, first-served campground, but visitors may be able to secure a site at entrance station visitor centers as well as at the campground.

Yellow Pine Campground would no longer be used as an unimproved group campground for park-sponsored volunteer groups. The area would be restored to riparian and conifer communities. The campground for park-sponsored volunteer groups would be relocated to a site previously used for this purpose at Foresta.

LODGING

A total of 961 overnight lodging units would be available in Yosemite Valley (see table 2-14 and Vol. Ic, plate 2-2) to provide overnight experiences that connect the visitor to the natural and historic values of the park. Accommodations would continue to be provided with a range of styles and prices, including 274 rustic, 405 economy, 159 mid-scale, and 123 deluxe units (see Vol. Ib, Glossary, for definitions of room types). The number of units available to commercial tour operators and conferences/group meetings would continue to be capped to ensure availability of lodging to independent travelers.

Housekeeping Camp

Housekeeping Camp provides visitors the opportunity to rent developed camping shelters adjacent to the Merced River. Beds and a picnic table are provided in each unit. At Housekeeping Camp, 100 individual housekeeping units would be retained (all at the rustic level). All 164 units within the River Protection Overlay would be removed (see Vol. Ic, plate 2-5). Redevelopment of the Housekeeping Camp area may be necessary.

Curry Village

Many of the facilities at Curry Village would be retained and rehabilitated in order to maintain as much of the historic integrity as possible, and the unique visitor experience of the most intact and significant tent cabin complex in the National Park System. Originally known as Camp Curry, this complex has been in operation since 1899 and has offered rustic lodging facilities of a type once common across America to generations of Yosemite visitors. Curry Village is the last remaining lodging of its kind in a national park. The historic Mother Curry Bungalow, Tresidder Residence, and Huff House would be rehabilitated and used for lodging (see Vol. Ic, plate 2-5). Improvements would be made to some lodging facilities, while others would be relocated outside of the rockfall zone. The total number of lodging units would be reduced from 628 to 487 (see table 2-15).

Overnight guests would continue to have the option of staying in rustic tent cabins (174 units), cabin-without-bath units (80), cabin-with-bath units (100 units), historic Mother Curry Bungalow (1 unit), historic Tresidder Residence (1 unit), historic Huff House (2 units), historic Cabin 819 (1 unit), historic Cabin 90A/B (2 units), or in historic Stoneman Lodge rooms (18 units). In addition, 108 new cabins-with-bath would be constructed. The historic registration building (original Camp Curry Post Office) would remain, and the lounge (historic Camp Curry registration office) would be rehabilitated for use as an information center as well as a lounge. Of the 487 lodging units at Curry Village, 174 would be rustic, 288 would be economy units, and 25 would be mid-scale units.

Yosemite Lodge

The character of Yosemite Lodge would be changed from a motel-type experience to one more connected to a national park lodge experience and Yosemite Valley. This would be accomplished through replacement of some motel buildings with smaller units and the design of facilities to enhance connections between interior spaces and the outdoors. Traffic circulation would be shifted to the south of Yosemite Lodge to reduce congestion at the Yosemite Falls/Yosemite Lodge intersection. Parking for Yosemite Lodge would be located on the periphery of the Yosemite Lodge complex. Yosemite Lodge would provide activities and services similar to those now offered, although there would be changes in circulation, facility locations, and numbers of lodging units (see Vol. Ic, plate 2-3). Existing and replacement lodging units would total 251 rooms, an increase of six rooms over the existing level (see table 2-16).

The January 1997 flood damaged four motel structures that are still in use at Yosemite Lodge (Maple, Juniper, Alder, and Hemlock). Interim repairs were made to these structures, but under this alternative they would be removed from the floodplain. Some of the area occupied by these motel units would be restored to natural conditions, and some of it would accommodate redevelopment. Laurel and Birch would also be removed to accommodate redesign of Yosemite Lodge. Motel buildings remaining would include Cedar, Elderberry, and Manzanita. Cottage units remaining would include Aspen, Azalea, Cottonwood, Dogwood, Tamarack, and Willow.

Five two-story cottages of similar character to the Pine and Oak Cottages and 11 four-plex cabin structures would be constructed. At Yosemite Lodge, 117 lodging units would be economy units, while 134 units would remain as mid-scale.

The Ahwahnee

The opportunity to stay at The Ahwahnee, Yosemite Valleyís grand National Historic Landmark hotel, would not be changed under this alternative. The Ahwahnee would provide activities and services similar to those currently offered, but there would be some changes in circulation and parking configuration. The existing 123 deluxe lodging rooms (99 hotel rooms and 24 cabin/cottage rooms) would be retained. The one Ahwahnee cottage that is within the River Protection Overlay would be retained, as it is a contributing element to The Ahwahnee National Register historic property.

FOOD AND RETAIL SERVICES

Yosemite Lodge

The interconnected buildings at the center of Yosemite Lodge would continue to be the location of food and retail services. The three restaurants and one gift shop would remain unchanged; the Mountain Room Bar would be redesigned as a public lobby and lounge. The main gift store would be permanently reduced in size, matching its existing winter configuration.

The swimming pool, bicycle rental stand, and snack bar would also remain in their existing locations. All facilities could be redesigned over time to improve guest services. The post office building would be removed.

A new building would be constructed for lodge registration, and the existing registration building would be adaptively used for informal seating, administrative and interpretive functions, information, and Valley tour reservations. The Cliff Room and the outdoor amphitheater in the courtyard would be improved and would continue to be used primarily for evening interpretive programs, group meetings, seminars, and other special functions.

A new maintenance and housekeeping facility would be constructed behind the cafeteria and restaurant complex to replace the facilities damaged by flooding. All housekeeping, storage, maintenance, and associated management space would be consolidated in this new facility.

The service station would not be replaced. A mobile repair truck, designed to deal with minor emergency services and provide gas on the road, would continue to be operated; this service would be expanded as needed. Service stations at other park locations would be retained.

Yosemite Village

Yosemite Village would become the primary location within Yosemite Valley for visitors to obtain information and orientation. It would also serve as the principal center for learning about Yosemite Valley. To accommodate a new visitor center, transit center, day-visitor parking, and visitor services, portions of Yosemite Village would be redesigned. A Yosemite Village site plan would be prepared for this area. A new visitor/transit center would be constructed in the vicinity of the current Village Store, which would be removed (see Vol. Ic, plate 2-4; compare to plate 1-4, No Action Alternative). Gift sales would be provided either in the new visitor center or close by. A food service and grocery outlet would be developed adjacent to the new visitor/transit center. A short-term locker/storage facility where visitors could check their belongings would be designed into the new visitor/transit center. Recycling, ATM, check cashing, and transportation kiosk functions would be retained. Outdoor tables and seating would be provided in the Yosemite Village area. The principal grocery store function would be relocated to Curry Village. The sport shop function would be incorporated with the sport/mountaineering shop at Curry Village.

In keeping with the General Management Plan goal to remove nonessential facilities and services from Yosemite Valley, the dental clinic would be removed. The medical clinic would remain for as long as feasible and financially viable.

The Village Garage building would be removed. Public garage functions would be relocated to El Portal.

The Art Activity Center would continue to provide artistic activities for the public, but it would be moved to its original location at the current Wilderness Center. The former bank building, which currently houses the Art Activity Center, would be torn down to make room for the Yosemite Village Visitor and Transit Center and parking area.

The historic Ansel Adams Gallery photography and gift shop and the historic Yosemite Valley Post Office in Yosemite Village would remain.

The Ahwahnee

The Ahwahnee dining room, gift shop, sweet shop, and bar would remain in their current locations. Services offered at The Ahwahnee would remain much as they are and would not take on a more resort- or spa-type character.

Happy Isles

The ice cream/snack stand destroyed by rockfall in 1996 would not be replaced, and no food service would be available at Happy Isles. The temporary snack stand would be removed.

Curry Village

The Curry Pavilion and Meadow Deck food service areas would be redesigned as proposed in the Concession Services Plan. The grocery and gift functions in the Meadow Deck building would be separated to reduce congestion. The grocery store would be substantially expanded to include deli operations and/or serve as a camp store. This would meet the needs of visitors staying in the adjacent campgrounds, Housekeeping Camp, and Curry Village, thus reducing their need to drive to other locations to secure supplies.

The outdoor amphitheater and pool would be rehabilitated or replaced. The lounge (historic Camp Curry registration office) would be rehabilitated and remain in use; it would also be used for information and interpretive functions.

The Curry Ice Rink would be relocated to its historic location north of the Curry Pavilion and Meadow Deck buildings. The Mountain Shop, along with bicycle and ski rentals, would be relocated to a new facility in the ice rink area to consolidate space and recreational uses. Raft rentals would occur seasonally at this location. A short-term locker/storage facility where visitors could check their belongings would also be designed into the building.

The seasonal post office would be removed; mailboxes would be incorporated into employee housing. Registration would remain in the existing registration building (historic Camp Curry Post Office).

Transportation

The major transportation actions that distinguish this alternative include:

This alternative would result in a major reduction in vehicle travel in the eastern portion of Yosemite Valley. Trips into the east end of the Valley by visitors in private vehicles would be reduced; these trips would be replaced by a much smaller number of bus trips. This would be accomplished through limiting day-visitor parking in the Valley to 550 spaces and providing additional day-visitor parking outside Yosemite Valley. The number of vehicles passing the Yosemite Chapel on Southside Drive near Sentinel Bridge would be reduced from about 7,200 vehicles on a typically busy summer day (1998) to about 3,670 vehicles. About 220 of these would be new daily bus trips by shuttles from out-of-Valley parking areas, and 80 would be by in-Valley shuttles.

TRAVELER INFORMATION AND TRAFFIC MANAGEMENT

The broad goals of Yosemite's General Management Plan include the reduction of traffic congestion and crowding in Yosemite Valley. Progress toward achieving these goals would be accomplished by developing a traveler information and traffic management system to provide visitors with information about where to park and whether overnight accommodations were available in the Valley well before they arrive in the Valley. The system would rely on incentives to encourage visitors to use out-of-Valley parking, and it would assist visitors in selecting the best means of travel for their specific needs. If required, to assure that the number of vehicles east of El Capitan crossover did not exceed available parking, a traffic check station would be developed near El Capitan crossover (see Actions Common to All Action Alternatives at the beginning of this chapter).

YOSEMITE VALLEY AND OUT-OF-VALLEY PARKING

Day-Visitor Parking

Day-visitor parking facilities in the Valley would change. Under this alternative, a new day-visitor parking area for 550 cars would be constructed in the Yosemite Village area of Yosemite Valley (see Vol. Ic, plate 2-4). The parking area would encompass a portion of the former Camp 6; however, development within the River Protection Overlay would be removed and the area restored to natural conditions. Day visitors arriving in private vehicles would park their vehicles in the new facility. When parking was not available in the Valley, day visitors arriving at park entrance stations would have the option to park in out-of-Valley parking areas, where shuttle service to the Valley and to other park destinations would be provided.

The out-of-Valley day-visitor parking areas would be at Badger Pass (about 400 spaces) for visitors using the South Entrance, Hazel Green (about 720 spaces) or Foresta (about 700 spaces) for visitors using the Big Oak Flat or Tioga Pass Entrances, and El Portal (about 360 spaces) for visitors using the Arch Rock Entrance (see Vol. Ic, plate 2-9). Each of these areas would be equipped with small transit facilities that would provide restrooms and visitor information. The out-of-Valley parking areas would not be used during periods of low visitation (November through March). A 200-foot road would be constructed to provide access between Hazel Green and the Big Oak Flat Road.

Development of day-visitor parking at Hazel Green would be provided through a public-private sector partnership. This would enable the park to meet a need for out-of-Valley parking at this privately owned parcel adjacent to Yosemite National Park along the Big Oak Flat Road. If a public-private partnership is not possible, then Foresta would be developed for day-visitor parking.

Tour buses and regional transit buses would travel to the new Yosemite Village Visitor and Transit Center. Up to 16 bus bays would be constructed in that area for loading and unloading passengers arriving by tour bus, regional transit, and out-of-Valley shuttle bus. Parking for day-visitor tour buses, as well as nighttime parking for Valley shuttle buses would be in the northern portion of Yosemite Village (site of the existing National Park Service maintenance area).

Overnight Parking

Overnight visitors with lodging or camping reservations or wilderness permits would drive directly to their lodging or campground, or to the wilderness parking area. To reduce traffic congestion, parking for overnight visitors would no longer be provided at other destinations or along Valley roads. Vehicles would remain parked in assigned areas unless they were needed for travel to out-of-Valley destinations. Travel within the Valley to trailheads, activity areas, and facilities would be by shuttle bus, bicycle, or on foot.

Parking for new walk-in campsites and Camp 4 (Sunnyside Campground) would be provided within walking distance of the sites. No parking would be provided at the Tenaya Creek walk-to campsites, as they would be designated for overnight campers arriving in the Valley by means other than private vehicles. Parking for overnight wilderness users holding permits for Valley trailheads would be provided at 150 spaces in a lot at Curry Village; two acres at the south end of the existing Curry Orchard parking area would be redeveloped for wilderness parking after the historic fruit trees are removed. Overnight visitor parking locations in the Valley are shown in table 2-17.

Some overnight visitors would arrive by commercial tour bus. These buses would deliver visitors directly to their lodging or campground areas and would then park at one of 15 designated parking spaces at Yosemite Lodge.

Employee Parking

Parking for National Park Service, concessioner, and other employees residing in the Valley would be located at or near each residence.

Most employees commuting from outside the Valley would be required to use an employee transportation system. Employee shuttle service could be provided with the same buses that would serve as out-of-Valley shuttles at other times of the day. Alternatively, buses could be dedicated to employee transportation services, if required. This system would be developed to meet the needs of employees with different schedules and could include regional transit options or car and vanpools. Approximately 1,400 workers would commute to work in the Valley in the summer.

Employees who live west of El Portal along the Highway 140 corridor and work in Yosemite Valley could drive to a parking area in El Portal and take employee shuttles into the park. Approximately 60 parking spaces would be provided at El Portal for this pÞrpose. Some employees (e.g., late-night and early-morning shift workers) would still drive their private vehicles to the Valley and park in designated spaces as prescribed by the traveler information and traffic management system.

YOSEMITE VALLEY ROADS

Summary of road and circulation changes:

Bridge summary:

Valley Access via El Portal Road

As described in Actions Common to All Action Alternatives in this chapter, the section of El Portal Road between the intersection of the El Portal and Big Oak Flat Roads and Pohono Bridge would be improved. Road improvements would be designed to minimize the chance of road failure during flood events, to improve safety, and to minimize damage to riparian areas by focusing visitor use.

West Valley (El Capitan Bridge to Pohono Bridge)

Minimal changes to road circulation would occur in the western half of the Valley. Southside Drive from Pohono Bridge to El Capitan Bridge would continue to be a two-lane, one-way road eastbound, and Northside Drive would be a two-lane, one-way road westbound. El Capitan crossover would be one-way northbound across the Merced River at El Capitan Bridge between Southside and Northside Drives. Some turnouts would be retained for emergency use and short-term viewing of scenic features.

Under the Preferred Alternative, as part of the traveler information and traffic management system, a traffic check station may have to be constructed in the area of El Capitan crossover on Southside Drive (see Vol. Ic, plate 2-1 and Actions Common to All Action Alternatives). Day visitors or visitors with overnight reservations in the Valley would continue eastbound on Southside Drive. When the Valley day-visitor parking area was full, day visitors would proceed across El Capitan crossover to Northside Drive to continue out of the Valley to other park destinations or to out-of-Valley parking facilities.

East Valley (El Capitan Bridge to Curry Village and the Campgrounds)

Southside Drive from El Capitan to Curry Village and the Campgrounds

From El Capitan crossover east through Curry Village, Southside Drive would be converted to two-way traffic with one lane in each direction (see Vol. Ic, plate 2-1). This section of road would be widened to no more than 26 feet, accommodating 11-foot lanes and a 2-foot paved shoulder on each side of the two-way road. From the Yosemite Chapel to Sentinel Bridge, the road would be realigned to improve the approach to Sentinel Bridge and facilitate traffic circulation. Near Curry Village, the portion of Southside Drive that crosses Stoneman Meadow would be removed and all traffic would be rerouted along a realigned Curry Village Road. This would provide two-way access to Curry Village, wilderness parking, and the campgrounds. Curry Village Road would be realigned along the south edge of the historic Curry Orchard, following an existing access road through Boys Town to the campgrounds. The access road to Southside Drive at the west edge of the Curry Orchard would be removed. The one-way loop road to Curry Village registration and parking would remain, although the parking area would be redesigned.

Southside Drive to Yosemite Village and Yosemite Lodge

Traffic from the west Valley or from Curry Village would cross Sentinel Bridge to reach Yosemite Village, The Ahwahnee, and Yosemite Lodge (see Vol. Ic, plate 2-2). This road, the Sentinel crossover, would be two-way, with one lane in each direction. To reduce traffic congestion in the area of the day-visitor parking and transit center at Yosemite Village, the final design could include turning lanes and realignment of the road.

Yosemite Lodge Area

Northside Drive in the Yosemite Lodge and Camp 4 (Sunnyside Campground) area would be relocated south of the lodge to reduce conflicts between vehicles and pedestrians and to provide safer pedestrian access between the lodge and Yosemite Falls (see Vol. Ic, plate 2-3). Vehicular circulation to Yosemite Lodge would be routed across Yosemite Creek via a new motor vehicle bridge just south of the historic Yosemite Creek Bridge. Restricted vehicle access would also be provided to the proposed Indian Cultural Center. West of the cultural center site, Northside Drive would be closed to vehicles and converted to a multi-use paved trail for bicycles and hikers (it would also be available as an emergency route).

TRANSIT

This alternative would provide 550 parking spaces for day visitors at Yosemite Village. Additional day-visitor parking would be provided at three out-of-Valley locations: Badger Pass on the Glacier Point Road, El Portal, and Hazel Green or Foresta (see Vol. Ic, plate 2-9). Out-of-Valley shuttle buses would transport day visitors to and from the Valley, and in-Valley shuttles would transport day and overnight visitors throughout the Valley.

Shuttles operating within Yosemite Valley would provide service year-round. Generally, the peak visitation season for Yosemite National Park occurs from mid-June through Labor Day weekend. April, May, September, and October are the shoulder season months, with intermediate levels of visitor use. Visitation is lowest from November through March. The operating hours of the shuttles and the frequency of service would be adjusted within each season as required to meet visitor needs.

Shuttles from out-of-Valley parking areas to the Valley would not operate from November through March, when parking in Yosemite Valley would be sufficient to serve day visitors. Service on out-of-Valley shuttle routes would start in April, beginning with the weekends. As visitation increased, the amount of service would be expanded reaching a maximum level on weekends in the summer. Service would be reduced in the fall as the need decreased, with shuttles to out-of-Valley parking areas operating only on weekends in the last weeks of the season in October.

Yosemite Village Transit Center

This alternative would provide a transit center adjacent to a parking area for 550 day-visitors' vehicles. The transit center would serve as a transit hub for shuttle and tour buses, and would require up to 16 bus bays, as well as a loading area for in-Valley shuttle buses (6 bus bays).

In-Valley Shuttles

The in-Valley shuttle system would provide transportation for day visitors parking at Yosemite Village, day visitors parking at out-of-Valley parking areas, and those who ride regional transit or tour buses, as well as for overnight visitors. The in-Valley shuttle system proposed for this alternative consists of three separate shuttle routes, all of which cycle through the Yosemite Village Visitor and Transit Center:

These three routes would converge at the Yosemite Village Visitor and Transit Center, where six bus bays would be constructed to serve the in-Valley shuttle system. This facility would provide interpretive/orientation and transfer opportunities. Operation of routes would be monitored and adjusted as needed to meet visitor needs.

In-Valley Shuttle Service

During the busiest times of the day in the peak season, in-Valley shuttle buses would circulate through the Yosemite Village Visitor and Transit Center as follows: one bus approximately every 15 minutes for the Ahwahnee Connector, approximately every 7.5 minutes for the West Valley Connector, and every 4 minutes for the East Valley Connector. It is estimated that these three routes combined would result in one bus at the visitor/transit center every 2.2 minutes. Peak-season shuttle service would be provided between early morning and late evening (hours could be expanded to accommodate special events). There would be an average of approximately 56 passengers per trip in the peak season for the three routes. Table 2-18 presents estimated characteristics for the proposed in-Valley shuttle system.

In-Valley Shuttle Vehicles

The shuttle buses used on routes operated within Yosemite Valley would be designed to operate over the gentle grades on Valley roads and to allow passengers to get on and off the bus easily at the many stops. Buses would use the best-available fuel and propulsion systems designed for the special characteristics of travel within Yosemite Valley. Buses would be selected to minimize noise and air pollutant emissions, while providing sufficient capacity and cost-effective, reliable service. Buses would be replaced or modified to take advantage of advances in fuel propulsion technology as they become available.

Out-of-Valley Shuttles

While out-of-Valley shuttle buses would not be ordered for several years, the National Park Service would evaluate new technology and alternative fuels when making selections for purchasing buses. Out-of-Valley shuttles would provide service between the parking facilities at Badger Pass, El Portal, and Hazel Green or Foresta and the new Yosemite Village Visitor and Transit Center. Once in the Valley, the out-of-Valley shuttles would stop at locations along the Valley floor to allow passengers to transfer to the in-Valley shuttle routes or to access Valley destinations. From the visitor center, passengers would walk, bicycle, or transfer to the in-Valley shuttle system to reach destinations within the Valley.

Out-of-Valley Shuttle Service

During the peak season, out-of-Valley shuttle buses would serve the out-of-Valley parking areas as follows: one bus approximately every 12 minutes for the Badger Pass route, approximately every 12 minutes for the El Portal route, and approximately every 6 minutes for the Hazel Green or Foresta route. These three routes combined would result in one bus arriving at the Yosemite Village Visitor and Transit Center every 3 minutes. Peak-season shuttle service would be provided between early morning and late evening (hours could be expanded to accommodate special events). Table 2-19 presents characteristics for the proposed out-of-Valley shuttle system.

Out-of-Valley Shuttle Vehicles

Buses used on out-of-Valley shuttle routes would be designed to provide relatively high-speed service over roads with steep grades and curves. These buses would provide storage areas for recreational equipment (e.g., bicycles) carried by visitors, including under-floor storage if needed. Out-of-Valley shuttle buses would use the best-available fuel and propulsion system technology to minimize noise and air pollutant emissions while providing sufficient capacity and cost-effective, reliable service to visitors. Because the operating conditions for out-of-Valley shuttles would be different than those required for in-Valley shuttles, these buses could use a different fuel and propulsion technology than the in-Valley shuttle buses.

Regional Transit

Day visitors who do not park in the Valley or in one of the out-of-Valley parking areas would have the option of traveling to the Valley via regional transit or other modes of transportation not requiring parking. These buses would deliver passengers directly to the Yosemite Village Visitor and Transit Center.

Commercial Tour Buses

Commercial tour buses would continue to bring about 14% of day visitors and lodging guests to Yosemite Valley in the summer. Tour buses carrying day visitors would load and unload at the Yosemite Village Visitor and Transit Center and would park north of Yosemite Village in the vicinity of the shuttle bus light maintenance area. Approximately 20 tour bus parking spaces would be provided. Overnight tour buses would park at Yosemite Lodge.

Summary

Combined in-Valley shuttles and out-of-Valley shuttle bus operations would equate to one bus at the visitor/transit center every 1.3 minutes in the peak hour of the peak season (June through September), and one bus every 1.4 minutes in the peak hour during October, April, and May. There would be no out-of-Valley shuttle bus service in the off-season (November through March).

Park Operations

National Park Service operations in Yosemite Valley would be scaled down to the level of district operations, similar to Tuolumne Meadows and Wawona. Both the National Park Service and concessioner headquarters functions would be removed from the Valley and relocated to El Portal.

National Park Service administration and headquarters functions would be relocated to El Portal and combined with existing National Park Service operations facilities at Railroad Flat in the western portion of El Portal. Depending on land development constraints in El Portal or other considerations, the relocated headquarters functions for both the National Park Service and concessioner could be relocated to neighboring communities. If the National Park Service pursued this opportunity, appropriate environmental review would be completed.

National Park Service and concessioner administrative stables operations, as well as the parkwide trails operation, would be relocated to the McCauley Ranch in Foresta (see Vol. Ic, plate 2-7). Since McCauley Ranch was identified as a possible Wilderness addition in the 1984 California Wilderness Act, a Wilderness suitability assessment would be prepared. If McCauley Ranch is determined to be eligible for designation as Wilderness, stable operations would be relocated within Yosemite Valley to the site of the proposed corral, east of Curry Village (see Actions Common to All Action Alternatives). The historic concessioner stable would be considered for adaptive reuse at the site of the relocated stable.

If stables were relocated to McCauley Ranch, access to the area would be improved by widening the road and possibly by replacing the bridge over Crane Creek to allow for stock trailers and hay trucks. Access improvements would be identified during the site design process, which would allow for the participation of National Park Service and concession employees, residents of Foresta, Mariposa County officials, and other interested parties. Under this alternative, a corral east of Curry Village would provide a Yosemite Valley staging area for limited National Park Service and concessioner administrative stock operations; the staging area would have parking for five trailers.

NATIONAL PARK SERVICE

The following National Park Service functions and offices would be removed from
Yosemite Valley:

The following functions and offices would remain in Yosemite Valley:

The historic Superintendent's House (Residence 1) and its garage, at the edge of Cook's Meadow, would be relocated to the historic district for adaptive reuse. Its current site would be restored to natural conditions.

In Yosemite Village, the NPS maintenance area would be redesigned to accommodate essential district offices and maintenance shops (see Vol. Ic, plate 2-4). The historic NPS Operations Building (Fort Yosemite) and associated shops would be evaluated to determine the feasibility of their meeting park needs for this area; if it is determined they would not, the buildings would be removed and the area redeveloped to meet park needs.

National Park Service and concessioner structural fire operations would be consolidated. Two new fire stations would be constructed: one in the Yosemite Village area (outside of the Yosemite Village Historic District) and one in the Curry Village area.

Yellow Pine Campground, adjacent to the Sentinel Beach Picnic Area would no longer be used as an unimproved group campsite for park-sponsored volunteers; instead the area would be restored to a conifer/riparian community. This park-sponsored volunteer group campground would be relocated to a site previously used for this purpose at Foresta.

A new two-story building (approximately 8,500 square feet) would be constructed adjacent to the existing El Portal maintenance/warehouse complex to house National Park Service Resources Management staff.

Shuttle Bus Support Facilities

The NPS maintenance area in Yosemite Village would be redesigned to accommodate fueling, light maintenance, and overnight vehicle storage for in-Valley and out-of-Valley shuttles. Heavy vehicle maintenance and associated vehicle storage would be located at El Portal. For regional transit and tour buses, the National Park Service would provide parking and layover areas for daytime use at the shuttle bus maintenance area, but overnight vehicle storage and maintenance would be the responsibility of the service provider outside of Yosemite National Park. Overnight tour buses would park at Yosemite Lodge.

Shuttle Employee Requirements

Under this alternative, a total of 282 employees would be required to operate the in-Valley and out-of-Valley shuttle bus systems (or 252 if Foresta is used for out-of-Valley parking instead of Hazel Green). Of these employees, 85 supervisors and drivers would be dedicated to the in-Valley shuttle, 128 (105 with Foresta) supervisors and drivers would be dedicated to the out-of-Valley shuttle, and the remaining 69 (62 with Foresta) personnel would support both shuttle systems. Off-peak season operations (October, April, and May) would require a total of 239 employees (213 with Foresta). Of these, 77 would be Valley shuttle drivers and supervisors, 102 (83 with Foresta) out-of-Valley shuttle drivers and supervisors, and 60 (53 with Foresta) shared employees between the two systems. Table 2-20 identifies the number of employees required, by position.

 

 

CONCESSIONER AND OTHER ENTITIES

The administrative headquarters for the park's concessioner would be relocated to new facilities in El Portal, or at the option of the concessioner, to another out-of-park location. Under this alternative, the historic Concessioner Headquarters Building would be removed and the area redeveloped (see Vol. Ic, plate 2-4; compare to plate 1-4, No Action Alternative). The concessioner would retain the warehouse building in the Valley to support operations, including inventory and supply distribution, building maintenance shops, security, recycling, uniforms, personnel, payroll, housing, and computer support. A new warehouse would be constructed in El Portal to provide for short-term storage of materials. With the removal of the historic Village Garage facility, shuttle bus servicing functions would be relocated to the current NPS maintenance area under this alternative. Heavy maintenance of concessioner vehicles would be relocated to a new garage facility in El Portal. Site-specific locations for these facilities would be evaluated and determined during the site design and development process.

Employee Housing

Housing is necessary to accommodate employees who are responsible for natural and cultural resource protection, serving the needs of park visitors, and meeting the operational requirements of the park. During the summer, over 18,200 people per day may visit Yosemite Valley. Only by providing employee housing at or within a reasonable proximity to Yosemite Valley would resources be protected and the needs of these visitors be met.

HOUSING PROGRAM OVERVIEW

This alternative considers providing up to 2,084 total employee beds to support Yosemite Valley district functions (National Park Service, primary concessioner, and other partners). The housing would be distributed as follows:

HOUSING OBJECTIVES

Yosemite National Park is committed to following the direction set by National Park Service policy that seeks to reduce the government's role in providing employee housing while reserving the ability to provide housing when appropriate and necessary. At Yosemite National Park, one way of reducing the government's role is to facilitate the private acquisition of housing by employees. To this end, under this alternative the National Park Service would actively pursue and facilitate policies, programs, and arrangements that would: (1) encourage National Park Service and park partner employees to find private housing in the region, and (2) work with county governments and, as appropriate, the private sector, to develop strategies to house National Park Service and park partner employees within the region.

Additionally, the National Park Service would develop housing policies and programs as allowed by the Omnibus Parks and Public Lands Management Act of 1996. The act states that the National Park Service shall consider actions to:

This alternative identifies locations that can be used for employee housing within Yosemite National Park (Yosemite Valley, Wawona, and Foresta) and the El Portal Administrative Site. These locations have been identified in order to guide potential future land use. However, to the greatest degree possible the National Park Service would attempt to facilitate the private acquisition of housing in the region for a reasonable portion of the National Park Service and park partner workforce. Prior to the construction of housing, the National Park Service would encourage employees to find private housing in the region, and work with county governments and, as appropriate, the private sector, to develop strategies to house Yosemite National Park employees collectively.

Because the National Park Service does not have authority over the use of private lands in the region outside Yosemite National Park and the El Portal Administrative Site, and because an ample supply of housing is not guaranteed, the National Park Service would be prepared to meet housing needs within areas under its jurisdiction in Yosemite Valley, El Portal, Wawona, and Foresta. If an adequate supply of employee housing were not available in the local region, then the National Park Service would construct housing in these areas. Furthermore, the National Park Service recognizes that active involvement in the appropriate county and state government processes, and compliance with county ordinance and state government laws and regulations (such as the California Environmental Quality Act) would be required and essential when considering land use options outside the boundaries of Yosemite National Park.

Presently, during peak summer season, the combined total workforce serving Yosemite Valley is approximately 2,183¹ and housing is provided for a total of 1,620² employees. Therefore, approximately 563³ employees (or 26%) of the total workforce is housed privately within the region, including privately owned homes on National Park Service leased land in Old El Portal.⁴

This alternative would increase the Yosemite Valley related workforce by 369⁵ employees for a total of 2,552⁶ employees (including those in private housing) to accommodate increases in staffing levels associated with alternative actions. To meet the needs of this additional workforce this alternative would provide an additional 369 employee bed spaces. Again, it is expected that many employees would seek housing in the region. Therefore, this alternative has anticipated that a minimum of 115 of the 369 additional employees could seek housing in the region, potentially increasing the number of employees privately housed from 563 (or 26%)⁷ to 678 (or 27%)⁸ of the total workforce.

The related potential additional demand for 1%⁹ more employee housing in the region would likely be broadly dispersed over a wide area and occur gradually throughout plan implementation (15 to 20 years), thereby allowing for a sufficient level of housing to become available over time in the local communities. Because the National Park Service does not have authority over the use of private lands in the region outside Yosemite National Park, the number of beds proposed in this alternative would meet housing needs within Yosemite Valley, El Portal, Wawona, and Foresta if housing were not available within the region.

SITE DESIGN AND DEVELOPMENT PROCESS

Upon completion of this plan, site-specific studies would be prepared to evaluate options for new housing and administrative facilities. These studies would include, if necessary, additional environmental review, evaluation and compliance, archeological surveys and data collection, ethnographic resource inventories and evaluation, historic resource studies, biological assessments, erosion control plans, geologic assessments, and the development of architectural guidelines. Housing types and densities, and support facility locations might change if site-specific constraints were identified, if National Park Service or concessioner staffing programs changed, or if housing program requirements change in response to changes in the demand for housing.

The site design and development process would allow for the participation of National Park Service and concession employees, residents of El Portal, Wawona, and Foresta, Mariposa County officials, and other interested parties in the preparation of site development studies for housing, administrative functions, and community or commercial facilities. These processes would consider appropriate county and/or town planning area specific plans and would prescribe development characteristics and criteria that would be compatible with the character, density, and scale of existing development. Site-specific environmental review, evaluation, and compliance would also be completed as appropriate during the site design process on a project-by-project basis.

HOUSING PROGRAM

A total of 723 National Park Service, primary concessioner, and other park employee beds would be located in Yosemite Valley. This represents an approximate application of criteria proposed in the 1992 Draft Yosemite Valley Housing Plan/SEIS.

There would be 1,037 employee beds at the El Portal Administrative Site. Of these, 290 are existing, though 104 of these would be relocated from the Village Center and the Trailer Village (Hennesseyís Ranch) to allow for redevelopment. Facilities for employee housing relocated from Yosemite Valley (366 beds) and Cascades and Arch Rock (12 beds) would be constructed, as would facilities for up to an additional 369 beds to accommodate present unmet needs and potential future growth as a result of operational changes associated with this alternative.

There would be 310 employee beds at Wawona, including 112 existing beds. Of the 310 employee beds, 174 would be relocated from Yosemite Valley; 24 additional employee beds would be constructed to accommodate unmet Wawona operational needs.

A total of 14 employee beds would be relocated from Yosemite Valley to Foresta, where houses would be built to replace those lost to fire in 1990.

There would be a total of 2,084 beds in Yosemite Valley, Wawona, Foresta, and El Portal. Of these, 1,631 beds would be allocated for the primary concessioner, 356 for the National Park Service, and 97 for others (see table 2-21). The total number of beds was determined by evaluating the specific operational requirements of this alternative and then projecting the related staffing requirements.

Following the January 1997 flood, temporary concessioner housing (345 beds) was established at several locations in Yosemite Valley, including the Yosemite Village area (80 beds), Yosemite Lodge (82 beds), and Curry Village (183 beds). All of these temporary beds would be removed.

Minor adjustments to the housing number, type, and density for each location may be needed in response to the site design process, or constraints or conditions not identified during this planning process. If significant adjustments are required, additional site-specific environmental review may be necessary.

Yosemite Valley Housing Actions

Three principal locations are identified for up to 723 employee beds in Yosemite Valley: Curry Village, Yosemite Village, and The Ahwahnee. A total of 554 employee beds would be removed from Yosemite Valley. Yosemite Valley housing numbers (beds), locations, and distribution by employer are summarized in table 2-22.

All temporary housing in Yosemite Valley would be removed and replaced with permanent structures in Yosemite Valley, El Portal, Foresta, and Wawona. Areas in Yosemite Valley to be used for employee housing are generally within existing developed or disturbed areas. This alternative would remove some housing from highly valued resource areas and the rockfall zone and relocate it (see Vol. Ic, plates D and E). Concentrating housing in multi-level (two- or three-story) buildings would minimize building footprints.

Yosemite Lodge

All employee housing would be removed from Yosemite Lodge in this alternative. The temporary modular housing in the parking area (82 beds) and cabins (8 beds) would be removed.

Yosemite Village

The historic Ahwahnee Row houses and apartments (22 beds) adjacent to Ahwahnee Meadow would be retained (see Vol. Ic, plate 2-4). Three of these Ahwahnee Row houses may need to be elevated above the 100-year floodplain. The Indian Creek apartments (14 beds) would be removed and the area redeveloped. The Y Apartments (8 beds) near the Tecoya dormitories would be retained. The historic apartment next to the Village Garage (1 bed) would be removed and the area redeveloped. Of the 45 existing beds in this area, 15 would be removed.

Two dormitories—Lower Tecoya (234 beds) and Lost Arrow (36 beds)—would be retained. The Hospital Row dormitory (12 beds) would be removed and a new dormitory constructed to accommodate up to 40 additional beds (52 total beds). The Upper Tecoya houses (26 beds) and the Middle Tecoya houses and dormitory (13 beds near the medical clinic) would be retained. The apartments above the post office (4 beds), apartments adjacent to the Lost Arrow dormitory (3 beds), apartments behind The Ansel Adams Gallery (3 beds), and the Yosemite Elementary School Teacherage (3 beds) would be retained.

The temporary Lost Arrow cabins (80 beds) would be removed. The cabins at Camp 1
(3 beds) and the house (1 bed) behind the current visitor center would be removed.

Housing in the Yosemite Village Historic District and at the Rangers' Club (72 beds combined) would be retained.

The Ahwahnee

The historic Ahwahnee dormitory would be retained but remodeled; it would accommodate 13 fewer beds (reduced from 43 to 30 beds). The three tent cabins (6 beds) adjacent to the dorm would be removed and the area restored.

Curry Village

Two new dormitories (up to three stories and 217 beds) would be constructed west of Curry Village adjacent to the Curry Village Historic District. A total of 37 beds would be removed (see Vol. Ic, plate 2-5). These include Cooks' cabins (12 beds), Cook's tents (8 beds), Huff House studios (4 beds), Huff House trailers (6 beds), Curry Village manager housing – Cabin 101 (1 bed), Tresidder Residence studios (2 beds), and Mother Curry Bungalow studios (4 beds). Some of the historic structures would be adaptively reused as lodging units. Temporary housing would be removed including Huff House tent cabins (50 beds), Huff House cabins (104 beds), and Boys Town cabins (29 beds). The Boys Town tent cabins (178 beds) would be removed and the area redeveloped. The Terrace tent cabins (156 beds) would be removed.

Concessioner Stable

Two houses (2 beds), three apartments (3 beds), seven cabins (14 beds), and 10 tent cabins (30 beds) at the concessioner stable would be removed and the area restored to natural conditions (see Vol. Ic, plate 2-5).

Housing Support Facilities

In Yosemite Village, areas have been set aside and designated for necessary community support facilities. These include the post office, grocery, and fuel service. The employee wellness center, concessioner housing management office, and housing-related storage space would be located at the new dormitories in Curry Village. A new employee cafeteria would be constructed in the Curry Village area to reduce seating and use conflicts with park visitors. If possible, the same kitchen would serve both the guest and employee cafeterias. The employee cafeteria at Curry Village would also serve as a community center. Under this alternative, a community center would also be incorporated into the Yosemite Village area. An employee child care facility would continue to be provided in Yosemite Valley.

Utilities

Water would be obtained from existing wells in Yosemite Valley. All sewage would be treated at the El Portal Wastewater Treatment Plant. Electrical and phone service would be upgraded to accommodate the additional loads.

El Portal Housing Actions

Legislation in 1958 established the El Portal Administrative Site for the purpose of locating utilities, facilities, and services required for the operation of Yosemite National Park (see Vol. II, Appendix A). Much of the available land suitable for development within the El Portal Administrative Site would be used for housing (see Vol. Ic, plate 2-6). Housing needs in El Portal could change based on the potential for some employees to obtain private housing in the region, thus reducing the overall need for housing in El Portal.

The number and type of housing that would be constructed in El Portal are summarized in table 2-23. There would be 1,037 total beds within the El Portal Administrative Site, including 290 existing beds (104 of which would be relocated within El Portal), 366 beds relocated from Yosemite Valley, 12 beds relocated from Cascades and Arch Rock, and 369 new beds to accommodate present unmet needs and projected growth (see table 2-24). This alternative considers six locations in El Portal as suitable for employee housing or other facilities: Hillside East, Hillside West, Village Center, Old El Portal, Rancheria Flat, and Hennessey's Ranch (includes Trailer Village and Abbieville).

Hillside East

A total of 40 apartments or studio apartments (40 beds) would be constructed.

Hillside West

A total of 130 studio apartments or dorms (130 beds) would be constructed.

Hennessey's Ranch (Trailer Village and Abbieville)

All existing trailer and modular housing (59 units/68 beds) would be removed and the area redeveloped as employee housing and parking. Employees living in these housing units would either move to new housing constructed in El Portal or find other housing outside the El Portal Administrative Site. Under this alternative, the site would be redeveloped with 657 beds in apartments, studio apartments, or dormitories. The Abbieville houses would be retained. The redevelopment could be phased as the Trailer Village closes.

The area would be protected from flooding by extending and raising the existing dike. This would place the area out of the 100-year floodplain, as defined by the U.S. Army Corps of Engineers. Additionally, flood hazards would be mitigated by designating an open space along the riverís edge (to promote riverbank stability), and by engineering and elevating structures to withstand flood inundation.

Old El Portal

A total of 17 one-, two-, and three-bedroom homes (1 bed each) would be built on available lots. The 71 existing single-family homes (1 bed each) are privately owned on federally leased land and would be retained.

Rancheria Flat

Seven new two-, three- or four-bedroom, single-family homes (7 beds) would be constructed. The 19 homes (1 bed each) constructed between 1995 and 1997 (Phase 2) would be retained. The existing Mission 66 houses (21 beds) and apartments (58 beds) would be retained. The two duplexes (4 beds) would be retained. The three historic National Lead Company residences would be retained and rehabilitated.

Village Center

The nine privately owned houses (four of which are historic) on federally leased land (9 beds) would be retained. The Motor Inn cabins (24 beds) would be removed. The El Portal Hotel (12 beds) would no longer be used for housing, but would be removed or adaptively reused.

Housing Support Facilities

This alternative includes general land-use designations for housing and housing support facilities to be located in the El Portal Administrative Site. The size and exact location of the support facilities, as well as the specific locations and size of employee housing units, are beyond the scope of this plan. These details would be formulated during the site design and development process. If necessary, additional environmental review would be completed as a part of the site design.

The Village Center has been designated for necessary support facilities and commercial services. These may include a community center, post office, medical clinic, enlarged grocery store/deli, laundry, recreational facilities, wellness center, hair care, office spaces, and a gas station. To the greatest extent possible, park and open space areas, such as a town square, would be provided.

A multi-use (pedestrian/bicycle) paved trail would be developed from Rancheria Flat through Hennessey's Ranch to the Village Center. This trail would also include two footbridges across the Merced River: one between the Village Center and Hennessey's Ranch, and another between Hennessey's Ranch and Rancheria Flat. If feasible, one link of the multi-use paved trail, between the Village Center and Hennessey's Ranch, could be via a modified Highway 140 bridge.

An employee dining and recreation facility with a swimming pool would be constructed at Hennessey's Ranch.

An employee child care facility would continue to be provided in El Portal, possibly adjacent to the elementary school in Rancheria Flat.

Utilities

Water would be obtained from additional wells in the El Portal area. All sewage would be treated at the El Portal Wastewater Treatment Plant. Electrical and phone service would be upgraded to accommodate the additional loads. The abandoned sewage treatment plant in Rancheria Flat would be removed.

Wawona Housing Actions

The Yosemite General Management Plan calls for 120 permanent and 320 seasonal employee beds in the Wawona area if housing is not available outside the park boundary. With regard to Section 35 in Wawona, it is the intent of the National Park Service that any development for administration or operations (including housing) would be compatible in character, density, and scale to existing residential and commercial development in Section 35. There are now 112 beds, of which six are for employees with a Yosemite Valley duty station (see table
2-24 and Vol.1c, plate 2-8).

There would be 174 apartment, studio, or dormitory bed spaces relocated from Yosemite Valley to Wawona for those employees who work in Yosemite Valley (see Vol. Ic, plate 2-8). Additionally, 24 apartment, studio, or dormitory bed spaces would be provided to meet current housing shortages for employees who work in Wawona.

Housing Support Facilities

This alternative includes general land-use designations for housing and housing support facilities in the Wawona area. Support facilities could include a laundry, recreational facilities, wellness center, and office spaces. The size and exact location of the support facilities, as well as the specific locations and size of employee housing units, are beyond the scope of this plan. These details would be formulated during the site design and development process. If necessary, additional environmental review would be completed as a part of the site design.

Utilities

Water would be obtained from additional wells in the Wawona area or the spring at Biledo. All sewage would be treated at the Wawona Wastewater Treatment Plant, which would be upgraded. Electrical and phone service would be upgraded to accommodate the additional loads.

Foresta Housing Actions

A total of 14 houses were lost in the 1990 A-Rock Fire. The 14 houses would be reconstructed in Foresta; and would be used to replace beds removed from Yosemite Valley (see Vol. 1c, plate 2-7).

Cascades and Arch Rock Housing Actions

Four historic houses (4 beds) would be removed from the Cascades area (the beds relocated to El Portal). At Arch Rock, eight beds would be removed and relocated to El Portal; the historic structures at Arch Rock would be adaptively reused.

Development Costs

It is estimated that the development costs for this alternative would be $441,690,000 (see table 2-25). These costs would be in addition to the current park operations costs identified in Alternative 1. See Vol. II, Appendix M for the sequencing of development proposed for Alternative 2, the Preferred Alternative.

 

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| Table of Contents | Abstract | Executive Summary | Chapter 1 | Chapter 2 | Chapter 3 |
| Alternative 1 | Alternative 2 | Alternative 3 | Alternative 4 | Alternative 5 | Mitigation |

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