This assessment is based on the Merced Wild and Scenic River Comprehensive Management Plan/Final Environmental Impact Statement (Merced River Plan), and the management elements of the Merced River Plan. The applicable Merced Wild and Scenic River segments are 2 (Yosemite Valley), 3A and 3B (Impoundment and Gorge), 4 (El Portal), and 7 (Wawona). See Vol. Ia, Chapter 3, Affected Environment, for further discussion on the management elements of the Merced River Plan.

Alternatives have been assessed within a river segment with regard to their: (1) impacts on the Outstandingly Remarkable Values, values for which the river was designated by Congress; (2) compatibility with classifications; (3) compatibility with the Wild and Scenic Rivers Act Section 7 determination process; (4) consistency with the River Protection Overlay; and (5) consistency with management zoning. The Merced River Plan, which established the River Protection Overlay, management zoning, Wild and Scenic Rivers Act Section 7 determination process, and the Visitor Experience and Resource Protection framework (within the wild and scenic river boundaries), is discussed as a cumulative project.

Consistency of the alternatives with the Wild and Scenic River boundaries are analyzed through the analysis of Final Yosemite Valley Plan/SEIS consistency with the Merced River Plan management zoning.

YOSEMITE VALLEY (SEGMENT 2)

Outstandingly Remarkable Values Impacts

Outstandingly Remarkable Values for this segment are scenic, geologic processes/conditions, recreation, biological, cultural, and hydrologic processes. A description of the Outstandingly Remarkable Values for each segment can be found in Vol. II, Appendix B. Potential impacts of the No Action Alternative are shown in table 4-14.

The No Action Alternative adopts the River Protection Overlay, but does not prescribe any actions to implement it. However, the continuation of existing trends to restore riparian areas and the preclusion of future development incompatible with the River Protection Overlay would have beneficial effects on the scenic, biological, and hydrologic processes Outstandingly Remarkable Values for this segment.

The existing conditions at campgrounds have both beneficial and adverse impacts to Outstandingly Remarkable Values in the eastern portion of Yosemite Valley. There is an adverse impact to the biological Outstandingly Remarkable Value because campsites displace and impact river-related vegetation. There is an adverse impact to the hydrologic processes Outstandingly Remarkable Value because campsites interfere with natural processes such as flooding, and river meandering. There is an adverse impact on the scenic Outstandingly Remarkable Value because campsites are clearly visible from the river and riverbank and visually interrupt the scenic interface of river, rock, meadow, and forest. Maintenance of camping opportunities protects the recreation Outstandingly Remarkable Value.

The existing conditions at Housekeeping Camp have both beneficial and adverse impacts to Outstandingly Remarkable Values. There is an adverse impact to the biological and hydrologic processes Outstandingly Remarkable Values because Housekeeping units displace and impact river-related vegetation, and impede the 100-year flood flow. The scenic Outstandingly Remarkable Value is adversely impacted because campsites are clearly visible from the river and riverbank, and visually interrupt the scenic interface of river, rock, meadow, and forest. Maintenance of lodging opportunities protects the recreation Outstandingly Remarkable Value.

Existing conditions at Yosemite Lodge, both inside and outside of the Merced Wild and Scenic River boundary, have both beneficial and adverse impacts to Outstandingly Remarkable Values. Inside the boundary, the passive restoration of the former cabins area and the area between Yosemite Lodge and the Merced River would have a beneficial impact on the biological and hydrologic Outstandingly Remarkable Values. However, a few facilities, parking, and lodging units (including the Maple, Juniper, Laurel, Hemlock, and Alder Units) associated with the Lodge remain within the wild and scenic river boundary and in the 100-year floodplain.

NA = Not Applicable

The presence of lodging units at Curry Village (both inside and outside the wild and scenic river boundary) would continue to result in radiating impacts to meadows and riparian communities outside the wild and scenic river boundary, which has adverse effects on the biological Outstandingly Remarkable Value.

Existing roads have an adverse impact to the biological and hydrologic processes Outstandingly Remarkable Values because roads displace river-related vegetation communities and interfere with hydrologic processes.

The El Portal Road between Pohono Bridge and Cascades Diversion Dam has a beneficial impact to the recreation Outstandingly Remarkable Value because it provides critical visitor access to Yosemite Valley. The road causes localized, adverse impacts to the biological Outstandingly Remarkable Value because it displaces river-related vegetation, and to the hydrologic processes Outstandingly Remarkable Value because riprap that supports the road is partially in the river channel. [Note: This segment of the El Portal Road and the Cascades Diversion Dam span river Segments 2, 3A and 3B.]

The continued presence of bridges adversely impacts the biological and hydrologic processes Outstandingly Remarkable Values (the degree of impact varies — see the Water Resources section in this chapter for additional information). The bridges have adverse impacts to the biological Outstandingly Remarkable Value because river-related vegetation is lost, and adverse impacts to the hydrologic processes Outstandingly Remarkable Value because of interference with the natural processes of meandering, flooding, etc. The historic bridges are important cultural resources that would remain under this alternative with no effect to the cultural Outstandingly Remarkable Value.

The continuation of parking at Camp 6 would have both beneficial and adverse impacts to the Outstandingly Remarkable Values. Continuation of parking in the area would have adverse impacts to the biological Outstandingly Remarkable Value because of continued degradation of river-related habitats, and adverse impacts to the hydrologic processes Outstandingly Remarkable Value because of interference with natural processes such as flooding. However, the continued use of this area as a parking facility would have a beneficial impact to the recreation Outstandingly Remarkable Value because it allows day-visitor access to Yosemite Valley.

The continued presence of visitor services and National Park Service operations in the Yosemite Village area, outside of the Merced Wild and Scenic River boundary but in close proximity, would have both beneficial and adverse impacts to the Outstandingly Remarkable Values. Radiating impacts from the concentration of visitors in the area would have a minor, adverse impact on the biological and hydrologic processes Outstandingly Remarkable Values through trampling of river-related habitats. The presence of visitor services would have a beneficial impact on the recreation Outstandingly Remarkable Value because it supports day and overnight visitor use.

There would continue to be an absence of major development in west Yosemite Valley. Development would be limited to existing roads and parking areas, trails, and a few picnic areas. As a result, very limited adverse effects to Outstandingly Remarkable Values would continue to occur along this segment, including loss of vegetation, intrusion of existing facilities on scenic views, and impeded flood flow due to existing facilities in the 100-year floodplain. The current diversity of river-related recreational opportunities available along this segment would be maintained.

Yosemite Valley (Segment 2) Conclusion

For the actions of this alternative, adverse impacts would continue for the Outstandingly Remarkable Values of this segment, largely due to the presence of existing facilities that displace, degrade, or fragment riparian habitat, impede flood flow, inhibit natural meandering of the river, cause scouring or unnatural channeling of the river, or detract from the scenic interface of river, rock, meadow, and forest. In particular, Sugar Pine, Stoneman, and Housekeeping Bridges would continue to have a long-term, major, adverse impact on the hydrologic processes Outstandingly Remarkable Value because the Merced River is prevented from meandering; scouring and unnatural channeling would continue; and flood flow would be impeded.

Segment-wide, the presence of facilities visible from the river or riverbank that detract from the "scenic interface of river, rock, meadow and forest" would continue to adversely affect the scenic Outstandingly Remarkable Value.

Segment-wide, there is no impact to the geologic processes/conditions Outstandingly Remarkable Value, due to the absence of actions affecting the V-shaped valley, hanging valleys, and moraines of Yosemite Valley. Impacts related to the meandering river are discussed in hydrologic processes.

Segment-wide, the recreation Outstandingly Remarkable Value would be protected by the maintenance of a diversity of recreational opportunities.

Segment-wide, displacement and degradation of river-related communities by facilities and fragmentation of habitat would continue to adversely affect the biological Outstandingly Remarkable Value.

Segment-wide, there is no impact to the cultural Outstandingly Remarkable Value, because archeological sites would not be disturbed, and historic structures, including bridges, would remain.

Segment-wide, adverse impacts to the hydrologic processes Outstandingly Remarkable Value would continue because of the presence of structures that impede flood flow, inhibit natural meandering, or cause scouring or unnatural channeling of the river.

Cumulative Impacts

Impacts to the Outstandingly Remarkable Values would occur as a result of other past and reasonably foreseeable future actions (see Vol. II, Appendix H for the list of projects considered in this analysis).

Past Actions

The Merced Wild and Scenic River Comprehensive Management Plan (NPS) established the River Protection Overlay, management zoning, and the Visitor Experience and Resource Protection framework inside the wild and scenic river boundaries. The River Protection Overlay is implemented through this plan, and its beneficial impacts to the Outstandingly Remarkable Values have been assessed as part of the impacts of this alternative. This project also establishes management zoning, which does not directly affect the Outstandingly Remarkable Values. The Visitor Experience and Resource Protection process was designed to protect resources and the visitor experience, and would have a beneficial impact by focusing on protection of Outstandingly Remarkable Values. The Visitor Experience and Resource Protection framework would have a long-term, beneficial effect on Outstandingly Remarkable Values in this segment.

In 1991, the U.S. Forest Service and the Bureau of Land Management developed a joint South Fork and Merced Wild and Scenic River Implementation Plan (USFS and BLM) for the segments of the main stem and South Fork of the Merced River that are under their jurisdiction. The plan is a general management plan with many prescriptive goals and few actions. The South Fork and Merced Wild and Scenic River Implementation Plan does not affect the Outstandingly Remarkable Values of this segment.

Reasonably Foreseeable Future Actions

The National Park Service proposes to reconstruct the trail from Happy Isles to Vernal Falls (NPS). This project would have a beneficial impact on the recreation Outstandingly Remarkable Value due to the provision of an improved trail between Happy Isles and Vernal Falls, which contributes to a spectrum of river-related recreational activities. The net effect of this project would be a long-term, beneficial impact on Outstandingly Remarkable Values.

The Eagle Creek Ecological Restoration project (NPS) would restore the confluence of Eagle Creek with the Merced River and remove riprap at the confluence and along the creek. This project would have a long-term, beneficial impact to the hydrologic processes and biological Outstandingly Remarkable Values.

The past and reasonably foreseeable future projects would have a long-term, beneficial effect on Outstandingly Remarkable Values due to the establishment of the Merced River Plan Visitor Experience and Resource Protection framework, improved river-related recreational opportunities from Happy Isles to Vernal Falls, and restored riparian habitat and hydrologic processes at the Eagle Creek and Merced River confluence.

For the actions of this alternative, adverse impacts would continue for the Outstandingly Remarkable Values of this segment, largely due to the presence of existing facilities that displace, degrade, or fragment riparian habitat, impede flood flow, inhibit natural meandering of the river, cause scouring or unnatural channeling of the river, or detract from the scenic interface of river, rock, meadow, and forest.

The cumulative projects would have a long-term, beneficial effect on Outstandingly Remarkable Values due to the establishment of the Merced River Plan Visitor Experience and Resource Protection framework; improved river-related recreation opportunities from Happy Isles to Vernal Falls; and restored riparian habitat and hydrologic processes at the Eagle Creek and Merced River confluence. When the impacts of all past and reasonably foreseeable future actions described above are considered in combination with the expected impacts to the Outstandingly Remarkable Values from this alternative, long-term, adverse effects to the Outstandingly Remarkable Values of this segment would likely continue.

Consistency with the Merced River Plan

Classification Compatibility

Segment 2 is classified scenic in the West Valley and recreational in the East Valley under the Merced River Plan. Pursuant to the Wild and Scenic Rivers Act, segments classified as scenic "have shorelines or watersheds still largely primitive and shorelines largely undeveloped, but accessible in places by roads." Segments classified as recreational "are readily accessible by road or railroad, that may have some past development along their shorelines, and that may have undergone some impoundment or diversion in the past." The Merced River watershed above Cascades Diversion Dam (the western terminus of this segment) is largely wilderness, with the eastern portion of Yosemite Valley being the only major developed area (minor developed areas include Glacier Point and the Merced Lake High Sierra Camp). Currently, the Merced River shoreline in this segment is developed in the campgrounds and Housekeeping Camp areas. Current development in the quarter-mile wild and scenic river boundary includes campgrounds, Housekeeping Camp, Yosemite Lodge, The Ahwahnee, portions of Yosemite Village and Curry Village, day-visitor parking at Camp 6, and the concessioner stables. The river is accessible by vehicles at the following places: Northside Drive at Devils Elbow and Stoneman Bridge; Southside Drive at Pohono Bridge and the vicinity of El Capitan moraine; El Capitan crossover at El Capitan Bridge; Sentinel Crossover at Sentinel Bridge; and the Shuttle Bus Loop Road at Clark’s Bridge and Happy Isles Bridge.

The No Action Alternative in this segment is compatible with the scenic classification in the West Valley and the recreational classification in the East Valley. The aggregate amount of development in the watershed would remain essentially unchanged, and the watershed would remain largely primitive. The aggregate amount of shoreline development would remain essentially unchanged, and accessibility by vehicles would remain essentially unchanged.

Wild and Scenic Rivers Act Section 7 Determination Process

Pursuant to the Wild and Scenic Rivers Act, the National Park Service must carry out a Section 7 determination on all proposed water resources projects to ensure that they do not directly and adversely impact the Outstandingly Remarkable Values for which the river was designated. Projects that are within the bed and banks of the Merced River are subject to the Section 7 process. In the Section 7 process, the National Park Service must evaluate the impacts of the proposed action on Outstandingly Remarkable Values, and ensure that, on balance, the project does not have a direct and adverse effect on Outstandingly Remarkable Values. To the extent possible, the National Park Service would (1) redesign projects to avoid the bed and banks of the Merced River; and (2) redesign projects to avoid direct and adverse impacts to Outstandingly Remarkable Values. This alternative does not propose any water resources projects in this segment that would be subject to the Section 7 determination process.

River Protection Overlay

This alternative does not propose any actions that would be inconsistent with the River Protection Overlay. However, this alternative results in the continuation of several existing non-conforming uses, including the presence of campsites and Housekeeping Camp units within 150 feet of the river. The Merced River Plan does not require removal of such facilities. This alternative does not take any actions to implement the River Protection Overlay; however, it does limit future incompatible development from occurring within the River Protection Overlay.

Management Zoning

This alternative does not propose any actions that would be inconsistent with the Merced River Plan management zoning and prescriptions. However, this alternative results in the continuation of several existing non-conforming uses, including continued operation of the concessioner stables (located in a 3A Camping zone), and maintaining Housekeeping Camp units adjacent to the river in a 2C Day Use zone [see Vol. II, Appendix B for a discussion of Merced River Plan management zones and prescriptions].

IMPOUNDMENT (SEGMENT 3A) AND
GORGE (SEGMENT 3B)

Outstandingly remarkable Values Impact

Outstandingly Remarkable Values identified for the recreational-classified impoundment Segment (3A) are geologic processes/conditions and biological. Outstandingly Remarkable Values identified for the scenic-classified gorge segment are scenic, geologic processes/conditions, recreation, biological, cultural, and hydrologic processes. A description of the Outstandingly Remarkable Values is found in Vol. II, Appendix B. Potential impacts of the No Action Alternative are shown in table 4-15.

The No Action Alternative adopts the River Protection Overlay, but does not prescribe any actions to implement it. However, the continuation of existing trends to restore riparian areas and the preclusion of future development incompatible with the River Protection Overlay would have beneficial effects on the scenic, biological, and hydrologic processes Outstandingly Remarkable Values for this segment.

The El Portal Road between Pohono Bridge and Cascades Diversion Dam has a beneficial impact to the recreation Outstandingly Remarkable Value because it provides critical visitor access to Yosemite Valley. The road and dam have adverse impacts to the biological Outstandingly Remarkable Value in Segments 3A and 3B because they displace riparian vegetation. The road and dam have localized adverse impacts to the hydrologic processes Outstandingly Remarkable Value in Segment 3B because riprap supporting the road is partially in the river channel, and the dam impedes the free flow of the river. (There is no hydrologic processes Outstandingly Remarkable Value for Segment 3A.) In addition, the retention of Cascades Diversion Dam would continue to impact the river downstream (at the plunge pool directly below the dam, and for a few hundred feet downstream) through part of Segment 3B. [Note: This segment of the El Portal Road and the Cascades Diversion Dam span river Segments 2, 3A and 3B.]

Impoundment (Segment 3A) and Gorge (Segment 3B) Conclusion

For the actions of this alternative, a long-term, adverse impact is described for the Outstandingly Remarkable Values of these segments. The adverse impacts are largely due to the presence of the Cascaded Diversion Dam and the associated continued loss of riparian vegetation and habitat; interference with movement of aquatic wildlife (including rainbow trout); and interference with the free-flowing condition of the river.

For Segment 3B, minor intrusions to the scenic Outstandingly Remarkable Value would continue due to the presence of facilities visible from the river or riverbank that detract from the views of waterfalls and rock formations.

For Segments 3A and 3B, there is no impact to the geologic processes/conditions Outstandingly Remarkable Values, due to the absence of actions affecting the V-shaped gorge.

For Segment 3B, there is no impact to the recreation Outstandingly Remarkable Value because current river-related recreational activities would continue without any changes (i.e., maintenance of the diversity of recreational opportunities).

For Segments 3A and 3B, minor disruptions to the biological Outstandingly Remarkable Values would continue due to the displacement of river-related vegetation by existing facilities.

For Segment 3A, there is no cultural Outstandingly Remarkable Value. For Segment 3B, there is no impact to the cultural Outstandingly Remarkable Value, because river-related archeological sites would not be disturbed and river-related historic structures would remain.

For Segment 3A, there is no hydrologic processes Outstandingly Remarkable Value. For Segment 3B, the presence of Cascades Diversion Dam, which interferes with the free-flowing condition of the river, would continue to substantially impact the hydrologic processes Outstandingly Remarkable Value.

Cumulative Impacts

Impacts to the Outstandingly Remarkable Values would occur as a result of other past and present actions (see Vol. II, Appendix H for the list of projects considered in this analysis).

Past Actions

The Merced Wild and Scenic River Comprehensive Management Plan (NPS) established the River Protection Overlay, management zoning, and the Visitor Experience and Resource Protection framework inside the wild and scenic river boundaries. The River Protection Overlay is implemented through this plan, and its beneficial impacts to the Outstandingly Remarkable Values have been assessed as part of the impacts of this alternative. This project also establishes management zoning, which does not directly impact the Outstandingly Remarkable Values. The Visitor Experience and Resource Protection process was designed to protect resources and the visitor experience, and would have a beneficial impact by focusing on protection of Outstandingly Remarkable Values. The Visitor Experience and Resource Protection framework would have a long-term, beneficial effect on Outstandingly Remarkable Values in this segment.

In 1991, the U.S. Forest Service and the Bureau of Land Management developed a joint South Fork and Merced Wild and Scenic River Implementation Plan (USFS and BLM) for the segments of the main stem and South Fork of the Merced River that are under their jurisdiction. The plan is a general management plan with many prescriptive goals and few actions. The South Fork and Merced Wild and Scenic River Implementation Plan does not affect the Outstandingly Remarkable Values of this segment.

Present Actions

The El Portal Road Improvement Project (NPS) involves the reconstruction of 7.5 miles of El Portal Road through Segments 3A and 3B. This project is entirely within the wild and scenic river boundary along the north bank of the river. Road reconstruction would result in adverse impacts to the hydrologic process Outstandingly Remarkable Value through the introduction of bank stabilization materials. Short-term construction-related impacts include riparian vegetation removal in many areas. The project’s riparian revegetation plan would substantially mitigate this adverse impact to biological Outstandingly Remarkable Values, although some vegetation would be permanently lost. This project would have a beneficial impact on the recreation Outstandingly Remarkable Value, because the road provides a critical visitor access to Yosemite Valley and river-related recreation on the Merced River. This project would have a net long-term, adverse impact on Outstandingly Remarkable Values.

The past and present projects would have a long-term, adverse effect on Outstandingly Remarkable Values largely due to the introduction of stabilization materials and loss of riparian vegetation associated with the road reconstruction project. This adverse impact was somewhat offset by the beneficial effects associated with the implementation of the Merced River Plan Visitor Experience and Resource Protection process.

For the actions of this alternative, a long-term, adverse impact is described for the Outstandingly Remarkable Values of these segments. The adverse impacts are largely due to the presence of the Cascades Diversion Dam and the associated continued loss of riparian vegetation and habitat; interference with movement of aquatic wildlife (including rainbow trout); and interference with the free-flowing condition of the river. The cumulative projects would have localized, long-term, adverse impact, largely through introduction of stabilization materials and loss of riparian vegetation. However, road reconstruction would have a beneficial impact on the recreation Outstandingly Remarkable Value. When the impacts of all past and present actions described above are considered in combination with the anticipated impacts to the Outstandingly Remarkable Values from this alternative, long-term, adverse impacts to the Outstandingly Remarkable Values of these segments would likely result.

Consistency with the Merced River Plan

Classification Compatibility

Segment 3A is classified recreational under the Wild and Scenic Rivers Act. Segments classified as recreational "are readily accessible by road or railroad, that may have some development along their shorelines, and that may have undergone some impoundment or diversion in the past."

This segment was designated recreational due to the presence of the Cascades Diversion Dam. The Merced River watershed above Cascades Diversion Dam is largely wilderness, with the eastern portion of Yosemite Valley being the only major developed area (minor developed areas include Glacier Point and the Merced Lake High Sierra Camp). In this segment, the Merced River shoreline is undeveloped, with the exception of the El Portal Road and the Cascades Diversion Dam.

The No Action Alternative in this segment is compatible with the recreational classification of Segment 3A. The aggregate amount of development in the watershed would remain essentially unchanged, and the watershed would remain largely primitive. The aggregate amount of shoreline development would be essentially unchanged, and accessibility by vehicles would be essentially unchanged.

Segment 3B is classified scenic under the Wild and Scenic Rivers Act. Segments classified as scenic "have shorelines or watersheds still largely primitive and shorelines largely undeveloped, but accessible in places by roads." The Merced River watershed above the park boundary (the terminus of this segment) is largely wilderness, with the eastern portion of Yosemite Valley being the only major developed area (minor developed areas include Glacier Point, the Merced Lake High Sierra Camp, the Cascades area, and Badger Pass via Grouse Creek). In this segment, the Merced River shoreline is undeveloped, with the exception of the El Portal Road along the north side of the river, a few structures at Cascades, and the picnic area and housing at the Arch Rock Entrance Station.

The No Action Alternative in this segment is compatible with the scenic classification of Segment 3B. The aggregate amount of development in the watershed would remain essentially unchanged, and the watershed would remain largely primitive. The aggregate amount of shoreline development would be essentially unchanged, and accessibility by vehicles would be essentially unchanged.

Wild and Scenic Rivers Act Section 7 Determination Process

Pursuant to the Wild and Scenic Rivers Act, the National Park Service must carry out a Section 7 determination on all proposed water resources projects to ensure that they do not directly and adversely impact the Outstandingly Remarkable Values for which the river was designated. Projects that are within the bed and banks of the Merced River are subject to the Section 7 process. In the Section 7 process, the National Park Service must evaluate the impacts of the proposed action on Outstandingly Remarkable Values, and ensure that, on balance, the project does not have a direct and adverse effect on Outstandingly Remarkable Values. To the extent possible, the National Park Service would (1) redesign projects to avoid the bed and banks of the Merced River; and (2) redesign projects to avoid direct and adverse impacts to Outstandingly Remarkable Values. This alternative does not propose any water resources projects in these segments that would be subject to the Section 7 determination process.

River Protection Overlay

This alternative does not propose any actions that would be inconsistent with the River Protection Overlay; however, this alternative results in the continuation of several existing non-conforming facilities, including the Cascades Diversion Dam. The Merced River Plan does not require removal of such facilities. The No Action Alternative does not take any actions to implement the River Protection Overlay; however, it does limit future incompatible development from occurring within the River Protection Overlay.

Management Zoning

This alternative does not propose any actions that would be inconsistent with the Merced River Plan management zoning and prescriptions.

EL PORTAL (SEGMENT 4)

Outstandingly Remarkable Values Impacts

Outstandingly Remarkable Values identified for this segment are geologic processes/conditions, recreation, biological, cultural, and hydrologic processes. Potential impacts of the No Action Alternative are shown in table 4-16.

The No Action Alternative adopts the River Protection Overlay, but does not prescribe any actions to implement it. However, the continuation of existing trends to restore riparian areas and the preclusion of future development incompatible with the River Protection Overlay would have beneficial effects on the biological Outstandingly Remarkable Value for this segment.

Developed areas in El Portal (including roads, the warehouse complex, the sand pit, and the floodwall) would continue to have an adverse impact on the biological Outstandingly Remarkable Value due to the continued loss or disturbance of riparian vegetation and river-related habitat. This adverse impact would be somewhat offset by the closure of the Trailer Village, which would allow riparian vegetation to naturally regenerate. Highway 140 would continue to have a beneficial impact on the recreation Outstandingly Remarkable Value, since it provides visitor access to the park and El Portal for river-related recreational opportunities. The No Action Alternative does not proposed any actions that would affect the continuous rapids identified in the hydrologic Outstandingly Remarkable Value for this segment.

El Portal (Segment 4) Conclusion

For the actions of this alternative, an overall long-term, adverse impact is described for the Outstandingly Remarkable Values of this segment, largely because of the presence of facilities that contribute to the loss or disturbance of riparian vegetation and river-related habitat. This adverse impact is somewhat offset by beneficial impacts to the recreation Outstandingly Remarkable Value associated with existing roadways providing visitor access for river-related recreational opportunities, and the preclusion of future development incompatible with the River Protection Overlay.

Segment-wide, there is no impact to the geologic processes/conditions Outstandingly Remarkable Value, due to the absence of actions affecting the "transition from igneous to meta-sedimentary rocks."

Segment-wide, the recreation Outstandingly Remarkable Value would be protected by the maintenance of a diversity of river-related recreational opportunities.

Segment-wide, minor disruptions to the biological Outstandingly Remarkable Value would continue because of the displacement of riparian vegetation and river-related habitat by existing structures.

Segment-wide, there is no impact to the cultural Outstandingly Remarkable Value, because archeological sites would not be disturbed and historic properties would remain.

Segment-wide, there is no impact to the hydrologic processes Outstandingly Remarkable Value due to an absence of actions affecting the continuous rapids of this segment.

Cumulative Impacts

Impacts to the Outstandingly Remarkable Values would occur as a result of other past and reasonably foreseeable future projects (see Appendix H for the list of projects considered in this analysis).

Past Actions

The Merced Wild and Scenic River Comprehensive Management Plan (NPS) established the River Protection Overlay, management zoning, and the Visitor Experience and Resource Protection framework inside the wild and scenic river boundaries. The River Protection Overlay is implemented through this plan, and its beneficial impacts to the Outstandingly Remarkable Values have been assessed as part of the impacts of this alternative. This project also establishes management zoning, which does not directly impact the Outstandingly Remarkable Values. The Visitor Experience and Resource Protection process was designed to protect resources and the visitor experience, and would have a beneficial impact by focusing on protection of Outstandingly Remarkable Values. The Visitor Experience and Resource Protection framework would have a long-term, beneficial effect on Outstandingly Remarkable Values in this segment.

In 1991, the U.S. Forest Service and the Bureau of Land Management developed a joint South Fork and Merced Wild and Scenic River Implementation Plan (USFS and BLM) for the segments of the main stem and South Fork of the Merced River that are under their jurisdiction. The plan is a general management plan with many prescriptive goals and few actions. The South Fork and Merced Wild and Scenic River Implementation Plan does not affect the Outstandingly Remarkable Values of this segment.

Reasonably Foreseeable Future Actions

The Yosemite View Parcel Land Exchange (NPS) would exchange National Park Service lands that are in and immediately adjacent to the wild and scenic river boundary with privately held lands that are immediately adjacent to the river. The privately held lands are in U.S. Forest Service jurisdiction, and the wild and scenic river boundary and classification have not been established for the short stretch of river between the boundary of the El Portal Administrative Site and the Yosemite National Park boundary. The precise boundaries of the land exchange have not been finalized, but the land exchange could include National Park Service lands that are in the River Protection Overlay and contain river-related vegetation (both riparian and wetland), as well as privately held lands that are in very close proximity to the river and contain river-related vegetation. This project could result in adverse impacts associated with motel development in close proximity to the river; potential exchange of National Park Service lands in the River Protection Overlay; and loss of riparian vegetation and wetlands. In addition, the Yosemite View Parcel Land Exchange may possibly result in the loss of an archeological site and impacts to traditional gathering areas. This project would have a long-term, adverse impact on the biological and cultural Outstandingly Remarkable Values.

The Yosemite Motels Expansion in El Portal on the north side of Highway 140 is outside of the wild and scenic river boundary and would not have an impact on the Outstandingly Remarkable Values of this river segment.

The Trailer Village Closure Plan would result in the removal of the trailers in the El Portal Trailer Village. Because the closure is part of the current management trend, the beneficial impacts to the Outstandingly Remarkable Values of this segment have been assessed as part of the impacts of this alternative.

The past and reasonably foreseeable future projects would have a long-term, adverse effect on Outstandingly Remarkable Values due to the adverse impacts to biological and cultural Outstandingly Remarkable Values resulting from the Yosemite View Parcel Land Exchange. These adverse impacts include: motel development in close proximity to the river; potential exchange of National Park Service lands in the River Protection Overlay; loss of river-related vegetation; and possible loss of an archeological site and degradation of traditional gathering areas. This adverse impact has been somewhat offset by the beneficial effects resulting from the establishment of the Merced River Plan Visitor Experience and Resource Protection framework.

For the actions of this alternative, an overall long-term, adverse impact is described for the Outstandingly Remarkable Values of this segment, largely because of the presence of facilities that contribute to the loss or disturbance of riparian vegetation and river-related habitat. This adverse impact is somewhat offset by beneficial impacts to the recreation Outstandingly Remarkable Value associated with existing roadways providing visitor access for river-related recreational opportunities, and the preclusion of future development incompatible with the River Protection Overlay. The past and reasonably foreseeable future projects would have an overall long-term, adverse effect on Outstandingly Remarkable Values due to the adverse impacts to biological and cultural Outstandingly Remarkable Values resulting from the Yosemite View Parcel Land Exchange, largely due to motel construction in close proximity to the river. The adverse impacts resulting from the loss of riparian vegetation associated with the Yosemite View Parcel Land Exchange would contribute to the adverse impact of this alternative resulting from the continued presence of facilities that contribute to the loss of riparian vegetation. Consequently, when the impacts of all of the past and reasonably foreseeable future actions described above are considered in combination with the anticipated impacts to the Outstandingly Remarkable Values from this alternative, long-term, adverse impact to the Outstandingly Remarkable Values of this segment would likely result.

Consistency with the Merced River Plan

Classification Compatibility

Segment 4 is classified as recreational under the Wild and Scenic Rivers Act. Segments classified as recreational "are readily accessible by road or railroad, that may have some development along their shorelines, and that may have undergone some impoundment or diversion in the past." The Merced River watershed above the Foresta Bridge (the terminus of this segment) is partially wilderness, with Yosemite Valley, Yosemite West, and Foresta being the only moderate/major developed areas (minor developed areas include Glacier Point, the Merced Lake High Sierra Camp, the Cascades area, and Badger Pass via Grouse Creek). In this segment, the Merced River shoreline is somewhat undeveloped, with the exception of the El Portal Road, the Old El Portal area, the Trailer Village, and National Park Service operations at Railroad Flat. The river is accessible by vehicles for virtually the entire length of the segment.

The No Action Alternative in this segment is compatible with the recreational classification. The aggregate amount of development in the watershed would remain essentially unchanged, and the watershed would remain largely primitive. The aggregate amount of shoreline development and accessibility by vehicles would be essentially unchanged.

Wild and Scenic Rivers Act Section 7 Determination Process

Pursuant to the Wild and Scenic Rivers Act, the National Park Service must carry out a Section 7 determination on all proposed water resources projects to ensure that they do not directly and adversely impact the Outstandingly Remarkable Values for which the river was designated. Projects that are within the bed and banks of the Merced River are subject to the Section 7 process. In the Section 7 process, the National Park Service must evaluate the impacts of the proposed action on Outstandingly Remarkable Values, and ensure that, on balance, the project does not have a direct and adverse effect on Outstandingly Remarkable Values. To the extent possible, the National Park Service would (1) redesign projects to avoid the bed and banks of the Merced River; and (2) redesign projects to avoid direct and adverse impacts to Outstandingly Remarkable Values. This alternative does not propose any water resources projects in this segment that would be subject to the Section 7 determination process.

River Protection Overlay

This alternative does not propose any actions that would be inconsistent with the River Protection Overlay. However, this alternative results in the continuation of existing non-conforming uses, such as the presence of construction staging at the Sand Pit within 100 feet of the river. The Merced River Plan does not require removal of such facilities. This alternative does not take any actions to implement the River Protection Overlay; however, it does limit future incompatible development from occurring within the River Protection Overlay.

Management Zoning

This alternative does not propose any actions that would be inconsistent with the Merced River Plan management zoning and prescriptions. However, this alternative results in the continuation of existing non-conforming uses, including the continuation of construction staging at the sand pit, which is zoned in the Merced River Plan as a 2C Day Use zone (see Vol. II, Appendix B for a discussion of Merced River Plan management zones and prescriptions).

WAWONA (SEGMENT 7)

Outstandingly Remarkable Values identified for this segment of river are scenic, recreation, biological, and cultural. Potential impacts of the No Action Alternative are shown in table 4-17.

The No Action Alternative adopts the River Protection Overlay, but does not prescribe any actions to implement it. However, the continuation of existing trends to restore riparian areas and the preclusion of future development incompatible with the River Protection Overlay would have beneficial effects on the scenic and biological Outstandingly Remarkable Values for this segment.

Some existing facilities (including privately owned homes, part of the Pioneer Yosemite History Center, and National Park Service operations facilities) are located within the 100-year floodplain. These facilities would continue to have adverse effects on the biologic and scenic Outstandingly Remarkable Values for this segment resulting from the displacement of river-related vegetation, and the impairment of views of Wawona Dome from the river due to the facilities’ presence in the foreground of such views.

Wawona (Segment 7) Conclusion

For the actions of this alternative, long-term, adverse impacts are described for the Outstandingly Remarkable Values of this segment due to the presence of facilities that displace river-related vegetation and detract from views of Wawona Dome from the river. These adverse impacts would be partially offset by the continuation of trends to restore riparian areas, pursuant to the River Protection Overlay, and the beneficial effects to the biological and scenic Outstandingly Remarkable Values that would result.

Segment-wide, minor intrusions to the scenic Outstandingly Remarkable Value would continue because the presence of several structures visible from the river or riverbank detract from the views of Wawona Dome from the river. This adverse effect would be somewhat offset by the continuation of trends to restore riparian areas, pursuant to the River Protection Overlay, which would improve views of Wawona Dome from the river.

Segment-wide, there is no impact to the recreation Outstandingly Remarkable Value because current-day river-related recreational activities would continue without any changes (i.e., maintenance of the diversity of recreational opportunities).

Segment-wide, the limited displacement of river-related vegetation by several existing structures within the corridor would continue to adversely impact the biological Outstandingly Remarkable Value. This adverse effect would be somewhat offset by the continuation of trends to restore riparian areas, pursuant to the River Protection Overlay.

Segment-wide, there is no impact to the cultural Outstandingly Remarkable Value, because river-related archeological sites would not be disturbed, and river-related historic properties would remain.

Cumulative Impacts

Impacts to the Outstandingly Remarkable Values would occur as a result of other past and reasonably foreseeable actions (see Appendix H for the list of projects considered in this analysis).

Past Actions

The Merced Wild and Scenic River Comprehensive Management Plan (NPS) established the River Protection Overlay, management zoning, and the Visitor Experience and Resource Protection framework inside the wild and scenic river boundaries. The River Protection Overlay is implemented through this plan, and its beneficial impacts to the Outstandingly Remarkable Values have been assessed as part of the impacts of this alternative. This project also establishes management zoning, which does not directly impact the Outstandingly Remarkable Values. The Visitor Experience and Resource Protection process was designed to protect resources and the visitor experience, and would have a beneficial impact by focusing on protection of Outstandingly Remarkable Values. The Visitor Experience and Resource Protection framework would have a long-term, beneficial effect on Outstandingly Remarkable Values in this segment.

In 1991, the U.S. Forest Service and the Bureau of Land Management developed a joint South Fork and Merced Wild and Scenic River Implementation Plan (USFS and BLM) for the segments of the main stem and South Fork of the Merced River that are under their jurisdiction. The plan is a general management plan with many prescriptive goals and few actions. The South Fork and Merced Wild and Scenic River Implementation Plan does not affect the Outstandingly Remarkable Values of this segment.

Reasonably Foreseeable Future Actions

The South Fork Merced River Bridge Replacement (NPS) would replace the existing two bridges crossing the South Fork on Wawona Road with one single-span bridge. This would have a long-term, beneficial impact to the biological Outstandingly Remarkable Value due to the reduction of development on the riverbank and the restoration of riparian habitat.

The Wawona Campground Rehabilitation (NPS) would have a beneficial effect on the recreation Outstandingly Remarkable Value due to maintaining the diversity of river-related recreational activities, and enhancing the camping experience by providing increased privacy and shade at the campground. The Wawona Campground Rehabilitation would have a beneficial effect on the biological Outstandingly Remarkable Value, because it would relocate campsites outside the River Protection Overlay and would initiate a vegetation management plan that would include shoreline protection. This beneficial effect to the biological Outstandingly Remarkable Value would be somewhat offset by radiating impacts to riparian vegetation due to trampling of river-related habitats resulting from the density of camping in this area (this adverse effect would be negligible, since camping is an existing use at this location). The campground rehabilitation could have an adverse effect on the cultural Outstandingly Remarkable Value, should the rehabilitation of the campground disturb archeological resources. Overall, the Wawona Campground Rehabilitation would have a long-term, beneficial effect on Outstandingly Remarkable Values.

The past and reasonably foreseeable future projects would have a long-term, beneficial impact on the Outstandingly Remarkable Values of this segment due to the implementation of the Merced River Plan Visitor Experience and Resource Protection framework; the reduction of development on the riverbank and restoration of habitat associated with the South Fork Merced River Bridge Replacement (NPS); and the relocation of campsites outside the River Protection Overlay and maintenance of a diversity of river-related recreational activities associated with the Wawona Campground Rehabilitation. The beneficial effects to the Outstandingly Remarkable Values have been somewhat offset by adverse effects associated with moderately impaired views of Wawona Dome from the river at the Wawona Campground, and the potential disturbance of archeological resources during campground rehabilitation.

For the actions of this alternative, long-term, adverse impacts are described for the Outstandingly Remarkable Values of this segment due to the presence of facilities that displace river-related vegetation and detract from views of Wawona Dome from the river. These adverse impacts would be partially offset by the continuation of trends to restore riparian areas, pursuant to the River Protection Overlay, and the beneficial effects on the biological and scenic Outstandingly Remarkable Values that would result. The past and reasonably foreseeable future projects would have a long-term, beneficial impact on the Outstandingly Remarkable Values of this segment due to the implementation of the Merced River Plan Visitor Experience and Resource Protection framework; the reduction of development on the riverbank and restoration of habitat associated with the South Fork Bridge Replacement; and the relocation of campsites outside the River Protection Overlay and maintenance of a diversity of river-related recreational activities associated with the Wawona Campground Rehabilitation. When the impacts of all of the past and reasonably foreseeable future actions described above are considered in combination with the anticipated impacts to the Outstandingly Remarkable Values from this alternative, a long-term, beneficial impact to the Outstandingly Remarkable Values would result. The beneficial impacts of the cumulative projects, in combination with the establishment of the River Protection Overlay and preclusion of future incompatible development, would offset the adverse effects associated with the presence of existing facilities in the 100-year floodplain, and the associated displacement of river-related vegetation.

Consistency with the Merced River Plan

Classification Compatibility

Segment 7 is classified scenic under the Wild and Scenic Rivers Act. Segments classified as scenic "have shorelines or watersheds still largely primitive and shorelines largely undeveloped, but accessible in places by roads." The South Fork Merced River watershed above the Wawona Road Bridge is entirely wilderness, with the exception of the Wawona community. Wawona is the only major developed area along the South Fork (there are no minor developed areas such as High Sierra Camp). The Merced River shoreline above the Wawona Road Bridge is largely undeveloped, with the Pioneer Yosemite History Center and an occasional house visible from the river. The river is accessible by vehicles at the Wawona Road Bridge.

The No Action Alternative in this segment is compatible with the scenic classification. The aggregate amount of development in the watershed would remain essentially unchanged, and the watershed would remain largely primitive. The aggregate amount of shoreline development would be essentially unchanged, and accessibility by vehicles would be essentially unchanged.

Wild and Scenic Rivers Act Section 7 Determination Process

Pursuant to the Wild and Scenic Rivers Act, the National Park Service must carry out a Section 7 determination on all proposed water resources projects to ensure that they do not directly and adversely impact the Outstandingly Remarkable Values for which the river was designated. Projects that are within the bed and banks of the Merced River are subject to the Section 7 process. In the Section 7 process, the National Park Service must evaluate the impacts of the proposed action on Outstandingly Remarkable Values, and ensure that, on balance, the project does not have a direct and adverse effect on Outstandingly Remarkable Values. To the extent possible, the National Park Service would (1) redesign projects to avoid the bed and banks of the Merced River; and (2) redesign projects to avoid direct and adverse impacts to Outstandingly Remarkable Values. This alternative does not propose any water resources projects in this segment that would be subject to the Section 7 determination process.

River Protection Overlay

This alternative does not propose any actions that would be inconsistent with the River Protection Overlay; however, this alternative results in the continuation of existing non-conforming uses, such as the presence of campsites at Wawona Campground within 150 feet of the river. The Merced River Plan does not require removal of such facilities. This alternative does not take any actions to implement the River Protection Overlay; however, it does limit future incompatible development from occurring within the River Protection Overlay.

Management Zoning

This alternative does not propose any actions that would be inconsistent with the Merced River Plan management zoning and prescriptions. However, this alternative results in the continuation of existing non-conforming uses, including the presence of campsites at Wawona Campground adjacent to the South Fork in a 2B Discovery Zone (see Vol. II, Appendix B for a discussion of Merced River Plan management zones and prescriptions).

Visitor experience is also directly affected by actions influencing natural resources such as, air quality, scenic resources, and cultural resources. Though impacts to these resources are not repeated in the analysis of visitor experience, enhancement or degradation of these resources also enhances or degrades the quality of the visitor experience.

ACCESS

Access to Yosemite Valley

Visitors would arrive at the Valley using the transportation mode of their choice. Access to the park and the Valley primarily occurs by private automobile, with some visitors entering by commercial buses, a few by regional transit buses, and a very small number entering by other means, such as bicycling or hiking. On a typically busy day, about 86% of day visitors drive to the Valley. Therefore, most visitors would continue to experience the beneficial effects of mobility by means of a personal vehicle. About 14% of day visitors and lodge guests would continue to arrive on tour buses or regional transit as their preferred mode of travel to the Valley (see table 3-18, Vol. Ia, Chapter 3).

On the busiest days, when congestion reaches unacceptable levels, the Restricted Access Plan would continue to be implemented when staffing is available, with visitors being turned away from Yosemite Valley or the park. Such restricted access would make day-visitor access to the Valley uncertain on the busiest days of the year (even though the plan has been implemented on only a small percentage of those days in the past). As visitation increases in the future, use of the Restricted Access Plan would likely increase as well. Impacts to the experience of these day visitors would result from the uncertainty of whether access to the park or Valley was available. Some displaced visitors would want to ride regional transit buses to reach the Valley. Regional transit services could be available, but limited facilities would be provided for buses and their passengers. Visitors displaced to other areas of the park as a result of the Restricted Access Plan could discover new values in outlying resources. Some visitors could decide to visit at other times of the year in order to avoid the crowds.

Circulation within Yosemite Valley

Day-visitor parking would continue to be dispersed throughout the Valley, allowing the use of private automobiles to gain access to many Valley features. This would allow for spontaneity by automobile users on low- to moderate-use days when parking was easily available at these locations. On heavy-use days, congestion would increase, and spontaneity would be reduced. It is estimated that on typically busy days, 27% of day visitors to the east Valley seek to use roadside pullouts or non-endorsed parking areas, or are circulating looking for parking because the designated parking areas are full. On average days during the peak season, this proportion drops to 10%. A large number of visitors ride shuttle buses, walk, or ride a bike to reach these destinations today, and this would continue to be a necessary or preferred mode of transportation.

Access to the west Valley by means other than personal vehicles would remain limited (bicyclists must share roads with motor vehicles, and a concession-operated tram/bus tour is available for a fee).

Traffic Congestion, Parking, and Crowding

On typically busy days, vehicles travel an estimated 69,014 miles in the Valley. These vehicles can cause congestion at bottleneck locations in the east Valley. Traffic congestion would continue to occur during the peak hours on Northside Drive and Southside Drive, especially as vehicles continued to recirculate to find parking. This congestion would impact all visitors regardless of travel mode because bicyclists, regional transit, tour buses, and private autos would share the same roadways. As visitation grows, unrestricted vehicle use could further increase the level of congestion and the seasonal duration of congestion.

Parking demands would continue to exceed available parking capacity in the Valley. Many visitors would not be able to find parking spaces near their destinations, and many visitors would park in roadside spaces. Many visitors could spend extra time searching for parking and could be frustrated by the need to search for parking in scattered locations.

Crowding beyond acceptable levels could result in a reduced quality of experience for visitors. Crowding already displaces some visitors to other areas of the park or to other destinations (Gramann 1992). Except during low-use periods, views of automobiles, buses, and scattered parking lots and facilities, along with vehicle-related noise and odors, would remain part of most recreational experiences.

Reliability of the Yosemite Valley Transportation System

Travel within the Valley would continue to be confusing to many visitors. Some would likely circulate several times within the east Valley trying to find either a parking space, or in some cases trying to find the desired destination (such as the Valley Visitor Center). Visitors might be unable to find parking in other areas of the Valley or near shuttle stops. Confusion could result in elevated levels of visitor anxiety and detract from the amount of time that visitors could enjoy the natural wonders of the Valley. This alternative would continue and expand problems with the reliability of the Valley transportation system during the peak season.

Access for Visitors with Disabilities

Few facilities other than public buildings and some lodging provide access for visitors with disabilities. Accessible parking areas would be retained; however, the number of accessible parking spaces is insufficient for growing demand, creating inconvenience for visitors with mobility impairments. At the same time, access for visitors with disabilities would gradually improve as older shuttle buses were replaced with newer shuttle buses meeting Americans with Disabilities Act Accessibility Guidelines.

ORIENTATION AND INTERPRETATION

The visitor center and other orientation facilities would remain in less than ideal locations. First-time visitors in particular would continue to have difficulty getting oriented to park features and activities and finding their way to them. This could lead to additional congestion, and oftentimes only chance encounters with these features or activities. Other park contact stations only provide limited orientation, and only on a seasonal basis. Again, the most dramatic effect would be on first-time visitors.

Sense of Arrival

Many visitors sense their arrival in Yosemite Valley when they get their first views of El Capitan, Half Dome, and the other scenic features. However, visitors who also associate a sense of arrival with the presence of a full-service visitor center with trip-planning and interpretive information often cannot find it at the start of their visit to Yosemite Valley; or if they do, they may not be able to find nearby parking. Of this group, first-time visitors in particular would continue to have difficulty initiating their visit until they were able to get orientation information and an introduction to Yosemite Valley.

Wayfinding

Shuttle bus stops would continue to be poorly and non-uniformly marked, making them difficult to locate; little orientation information would be available at stops. This would affect the 45% of Valley visitors who currently use the shuttle buses (Gramann 1992).

Visitor Centers

The existing Valley Visitor Center would be the only location where parkwide interpretive themes would be introduced to visitors. Such presentations would be difficult because of limited exhibit space and an uncomfortable environment, with small room spaces and poor acoustic design.

Exhibits and Programs

Museum collections would remain mostly inaccessible to the public. Comprehensive access to research materials would continue to be split among several locations: archives and slide resources in El Portal; library and historic photo collections in the Valley; and museum collections in the Valley, El Portal, and Wawona. About 25% of visitors use exhibits or museums during their visits (Gramann 1992). Amphitheaters at Lower River Campground, the Upper and Lower Pines Campgrounds, and Yosemite Lodge would be available for programs. The Nature Center at Happy Isles would be available only during the highest-use periods. Because of program timing, facility locations and/or condition, most programs would be difficult for visitors to find or attend.

RECREATION

Auto Touring

Sightseeing is reported to be a major activity for almost 90% of Yosemite visitors (Gramann 1992; Nelson\Nygaard 1998d). Much sightseeing in the Valley would continue to take place by private vehicle with continued availability of turnouts and short-term parking lots. Thus, most visitors would benefit from the convenience of being able to make multiple stops at selected features when parking was available at these locations. This would be a benefit to groups with children and other logistical considerations. However, all visitors would be hampered by congestion and the lack of short-term parking during peak periods. Sightseers would continue to have access to both sides of the Merced River.

Bus Touring

Tour buses and the Valley Floor Tour would continue to have access to both sides of the Merced River. They could travel at less than the speed limit without disrupting other traffic due to the continued two-lane, one-way traffic pattern.

Walking and Hiking

Many Valley trails would continue to be shared with bicycles and horses, although horse use west of the campgrounds is currently minimal. Many Valley trails would remain adjacent to roads and the impacts of vehicle traffic. Wayfinding on the Valley trail system would remain poor.

Bicycling

Bicycle access to the west Valley is along Northside and Southside Drives, which cyclists would continue to share with motor vehicles. These riding conditions are often hazardous for the 11% of visitors who bicycle (Gramann 1992) because of the amount of traffic and because the roads have narrow lanes (10 feet) and no shoulders. Most Valley bicycle trail segments are influenced directly by the noise, traffic, and odors of motor vehicles. These conditions would continue to affect bicyclists.

Climbing

Development in the Valley and part of El Portal would remain in view and earshot of various climbing routes, diminishing the wilderness experience for those climbers desiring it. Restrooms would not be available close to popular El Capitan climbing routes.

Stock Use

The Valley Loop Trail would continue to allow access along the length of the Valley. Boarding for horses would continue to be available at the concessioner stable. These conditions would affect private horse users. Guided trail rides would continue to be available from the concessioner.

Picnicking

There would continue to be very few developed picnic sites in the east Valley. Picnickers using private autos would continue to benefit from the ability to bring large quantities of supplies.

River Uses

Visitors using rubber rafts, kayaks, and other small watercraft would continue to have access to the Merced River corridor. Private vehicle access to launch/removal areas would continue to allow ease of access and equipment handling for rafters.

The impacts of this recreational activity on riparian vegetation and the aquatic system would continue to diminish the experience for some users, as well as other visitors who recreate along the river corridor.

Swimming

Swimmers would continue to be allowed to swim at almost any location along the Merced River, Tenaya Creek, and Mirror Lake. Private vehicles would continue to have access to major swimming areas and to carry associated equipment (including picnicking supplies, air mattresses, and other materials) used by swimmers, who are a large group (approximately 25% of summer visitors) (Gramann 1992).

The impacts of this recreational activity on riparian vegetation and the aquatic system would continue to diminish the experience for some users, as well as other visitors who recreate along the river corridor.

Fishing

Fishing in Yosemite Valley would remain poor due to the continued degradation of river-related resources, affecting a moderately large group of visitors (9.5%) (Gramann 1992). Fishing in many parts of the Valley would remain within earshot of traffic noise.

Winter Activities

Some winter visitors would continue to ski on trails and to access major scenic areas in Yosemite Valley. The ice rink at Curry Village would be open during winter months to all park visitors. These activities would continue to be utilized by a portion of the approximately 300,000 visitors per year who come to Yosemite Valley during winter (see figure 3-2, Vol. Ia, Chapter 3).

Photography

Development, traffic, and crowds would continue to be part of the foreground or midground in many scenic views, affecting a majority of visitors (60%) (Gramann 1992).

RECREATIONAL ENVIRONMENT

This section covers the impacts of Alternative 1 on the overall recreational environment for visitors, including night sky, and wilderness experience. Impacts of vehicle-related noise, an important element of the recreational environment, are covered under Noise and impacts to scenic resources (as viewed by visitors) are addressed in Scenic Resources, both included in this chapter. In general, the continued loss of highly valued resources, such as riverbank vegetation, meadows, and riparian habitat would remain evident in many areas of Yosemite Valley, with an overall adverse effect on the visitor experience.

Night Sky

Dispersed parking in Yosemite Valley does not require concentrated lighting. Parking in many areas would remain, with no lighting or partial lighting from nearby buildings and street lighting.

Lighting of lodging areas, operations support facilities, and food, retail, and other service facilities, while dispersed within the Valley, would continue to cause light pollution due to the age of the lighting infrastructure (recent technological advances in lighting design decrease light pollution). Temporary employee housing would continue to have very visible lighting. Impacts to the recreational environment from lights are primarily adverse.

Wilderness Access and Wilderness Experience

Wilderness users (both day and overnight) would continue to be unable to find wilderness planning tools near park entrances (except Tuolumne Meadows), requiring planning to be based on incomplete information or a trip to Yosemite Valley or Tuolumne Meadows. Wilderness safety and stewardship could suffer due to a lack of wilderness orientation facilities at park entrances.

Wilderness users would continue to get their permits at the Valley Wilderness Center (or at one of the other four information/wilderness permit stations in the park). In Yosemite Valley, overnight users would park in the wilderness parking area, near Happy Isles.

Some of the development in the Valley would continue to be visible from popular wilderness trails from and to the Valley, including Yosemite Falls Trail, the Four Mile Trail, and climbing routes in the east Valley.

Natural quiet, or lack of human-made sound, is considered an important component of the wilderness experience, and factors into the mandate of opportunity for solitude. Noise in Yosemite Valley including traffic can be heard from some locations above the Valley.

VISITOR SERVICES

Camping

The 475 campsites currently available in the Valley, campground conditions and layout would be maintained as at present, and campsite use would continue to be managed with little segregation between user types (recreational vehicles, cars, walk-in campers).

In existing campgrounds, density would remain high, with campers of various types remaining mixed together. The use of generators would continue to create noise for other campers. No large-group campsites would be available, requiring groups to reserve multiple and often separated sites. Showers would remain unavailable, requiring campers to travel to Curry Village or Housekeeping Camp.

Lodging

Under the No Action Alternative, 1,260 lodging units would remain available in Yosemite Valley, the largest number under any alternative.

In Yosemite Valley, six rooms that are compliant with the Americans with Disabilities Act Accessibility Guidelines would be available, Thus, the ratio of rooms accessible to visitors with disabilities (1:210) would remain low, limiting the availability of rooms for some visitors. These visitors would have to continue using lodging facilities that are not designed to meet their needs. In general, high demand for rooms would continue.

Food and Retail Services

Employees and visitors at Yosemite Lodge and Curry Village would continue to share cafeterias, which are not currently sized to provide for the demands being placed on them. This would continue to result in periods of long waits for visitors, mainly during peak hours of the peak visitation season.

The amount of space dedicated to existing retail facilities would continue to provide a benefit for a large group of park visitors who wished to purchase groceries, souvenirs, and books.

CONCLUSION

Alternative 1 would continue to provide relative spontaneity in a Yosemite Valley visit, but most visitors would remain closely associated with private vehicles, resulting in traffic and seasonal congestion. Access into the Valley would remain straightforward and easy, except that at some times, access could be delayed due to heavy congestion in the Valley. Some visitors might be unable to visit the valley on busy days due to the Restricted Access Plan, which they might not be familiar with before reaching the park entrances. Many visitors would continue to spend extra time searching for parking and could be frustrated by the need to search for parking in scattered locations. The reliability of the transportation system would continue to be low for many visitors. Most recreation areas in Yosemite Valley would remain near roads and would consequently be subject to the effects of traffic. Primary orientation and interpretive facilities would remain in the Valley, and interpretive services would remain at present levels. Visitation levels would likely continue to grow, resulting in more crowding, longer delays in gaining access to the Valley, and increased demand on a relatively small number (475) of campsites and a relatively larger number (1,260) of lodging units.

Visitors to Yosemite Valley are varied in their expectations and the individual experiences they seek. Also, the quality of the visitor experience is also dependent on the quality of natural resources, cultural resources, air quality, scenic resources, and other elements of the recreational environment (considered separately in this analysis). Therefore, no determination of a net impact on the visitor experience is attempted here.

CUMULATIVE IMPACTS

Traffic, Congestion, and Access

Since California residents represent more than half of all park visitors, the potential for greatly increased visitation demand from regional population growth alone is high. The California Department of Finance projects that the Central Valley population alone will double (to more than 6.2 million) by 2020. Projected population growth includes 63,000 new residents at full build-out of the University of California at Merced, the doubling of Merced’s population to 133,000 by 2015, and additional growth north of Fresno along California Highway 41. Although the demand for Yosemite Valley day use could increase considerably from this local population, numerous other factors will likely also affect future demand for park visitation. Many of these other factors could have an offsetting effect on future park visitation demand. Due to the uncertainty of the numerous factors potentially influencing future park visitation demand, changes in future park traffic, congestion, and access have been determined on the basis of the infrastructure differences between the alternatives, using 1998 visitation as a baseline.

The Yosemite Area Regional Transportation System (inter-agency) operated expanded public transportation service to Yosemite Valley in the summer of 2000. This demonstration is the first step in a multi-year program that is intended to provide attractive travel alternatives to private vehicles for visitors to Yosemite National Park. Depending on the number of visitors who choose to use the alternative transportation service offered by YARTS, congestion, traffic volumes, and problems with transportation reliability could be reduced.

Orientation and Interpretation

The Valley Visitor Center would be retained at the same size and with its existing layout; it is difficult for visitors to find, and thus less than effective in providing visitor information and interpretation for most visitors. Visitor information centers are available in each of Yosemite’s gateway communities (Groveland, Mariposa, and Oakhurst). These centers would indicate to visitors their arrival in the Yosemite region. They would also provide information needed for planning trips to Yosemite and other destinations within the region, thus benefiting the visitors who use them.

Recreation

Sightseeing by private vehicles would continue to be the primary means for most people to tour Yosemite Valley, the park, and the region. Increased regional transit activity would likely result in more relaxed touring for those who choose to use these services.

New walking and bicycle trails in the region, including within Mariposa and through the Merced River canyon (running intermittently from El Portal to Lake McClure), would increase opportunities and make the region more conducive to these activities. However, in Yosemite Valley, these visitors would continue to share trails. Bicyclists would continue to share roads with motor vehicles in the mid- and western portions of the Valley.

The Merced Wild and Scenic River Comprehensive Management Plan/Final Environmental Impact Statement is now completed and will guide management of the Wild and Scenic River. A management plan will also be completed for the Tuolumne River. Both plans have the potential to affect recreation on these rivers. The Merced River Plan provides guidance with respect to zoning and the range of activities that would typically be found within the various areas in Yosemite Valley. This guidance would lay the foundations for developing user capacities (recreation types and levels). The plan would seek to preserve levels of use that approximate current levels, but would potentially restrict more use in many areas of the west Valley. This would be a moderate, positive benefit on visitor experience in the project area. Downstream of El Portal, the Merced River is managed by the U.S. Forest Service and the Bureau of Land Management under the provisions of their plans. In total, these planning actions have the potential to yield benefits within the region, with respect to preserving and enhancing visitor experience through the preservation of the outstandingly remarkable values along these river segments.

Recreational Environment

No measures to mitigate the effects that park facilities have on the night sky would be taken. Lighting at Yosemite Village, Yosemite Lodge, and Curry Village would continue to affect the night sky in Yosemite Valley. The development of new resorts and housing within the region would result in additional effects on night sky viewing opportunities. Because measures to limit these effects have not been widely adopted in the region, the darkness of the night sky in Yosemite National Park would likely become even more important in the future.

Visitor Services

The January 1997 flood and subsequent cleanup actions resulted in the loss of 265 lodging units and 284 campsites within Yosemite Valley, reducing the opportunity for camping in the Valley and possibly displacing visitors to campgrounds or lodging elsewhere in the park or in neighboring communities. Proposed new accommodations in the vicinity of the park and campsites outside Yosemite Valley could partially alleviate the impact of these reductions. In addition to the recent expansion of lodges in El Portal, new units proposed in Mariposa County include new hotel and bed-and-breakfast rooms in Yosemite West and approximately 568 units in the gateway communities of Fish Camp and El Portal and at Hazel Green. In Mono County 184 units are proposed from Lee Vining to Bodie. In Tuolumne County, 632 units are proposed between the Highway 120 west entrance and Big Oak Flat along the Highway 120 corridor. While flood-related losses of lodging would continue to impact those who wanted to stay overnight in Yosemite Valley lodging, the number of out-of-park lodging units has increased with increasing park visitation.

Proposed camping areas near Bodie in Mono County and Big Oak Flat in Tuolumne County would add 246 tent and recreational vehicle sites into the region.

Within the park, the number of campsites at the Yosemite Creek and Tamarack Campgrounds is expected to increase during anticipated campground rehabilitation.

Alternative1 would maintain existing transportation facilities and visitor travel patterns in the Valley and travel conditions and patterns to the Valley from other areas. Visitors would continue to park in scattered lots and along roadsides. On the busiest days, the Restricted Access Plan could be implemented. On these days, some visitors would not be able to enter the Valley or, possibly, the park.

CONDITIONS ON STATE HIGHWAYS OUTSIDE YOSEMITE
NATIONAL PARK

Alternative 1 would maintain existing transportation systems and modes of access to Yosemite Valley. This alternative would have no impact on travel conditions outside Yosemite National Park.

VISITOR ACCESS TO THE VALLEY

Travel Time

The average time that visitors would spend traveling from entrance stations to the Valley Visitor Center in the peak season under Alternative 1 would be approximately 42 minutes. Table 4-18 presents average travel time to the Valley Visitor Center by corridor. There would be no impact on travel time associated with this alternative.

Modes of Access

The existing share of visitors (12% of all visitors and 14% of day visitors and lodging guests) would continue to access the Valley by bus (see Vol. Ia, Chapter 3, table 3-17). Most overnight camping and wilderness visitors would continue to access the Valley by private vehicle. There would be no impact on mode of access associated with this alternative.

VISITOR CURCULATION WITHIN THE VALLEY

Traffic Volume and Vehicle Miles Traveled

Under Alternative1, the existing Valley transportation system would remain unchanged. The one-way loop roadway system and bridges crossing the Merced River would allow visitors to drive to most destinations. The existing Valley shuttle bus system would serve the east Valley. Parking would be dispersed throughout the Valley in scattered lots that would not be managed. Visitors would also park in undesignated areas along roadsides near features. Directions to parking areas and attractions would remain minimal, and many visitors would likely recirculate through the Valley before finding their destination. The number of day visitors entering the valley would not be restricted, except when the Restricted Access Plan is implemented. An estimated 1,558 to 1,662 parking spaces would be provided for day visitors in the Valley. Of the total, only 904 day-visitor parking spaces would be located in the east Valley (see Vol. Ia, Chapter 3, table 3-21). The use of private vehicles by overnight guests (when within the park) would be unrestricted.

On average peak season days, an estimated 69,002 daily vehicle miles of travel in the Valley would be associated with visitor travel to, from, and within Yosemite Valley (see table 4-19). Alternative 1 would have the highest vehicle travel of any alternative. Maintaining this volume of vehicle travel would continue the undesirable effects of traffic. Table 4-19 presents the vehicle miles traveled by private vehicle and bus within the Valley, as well as the estimated vehicle trips entering the east Valley on Southside Drive at Yosemite Chapel. There would be no impact associated with this alternative.

Modes of Travel

Trips within the Valley would continue to be made by private vehicle, transit, and nonmotorized means. There would be no change in modes of travel and no impacts associated with Alternative 1.

Bus Volumes on Roads

Approximately 77 tour buses would continue to enter the Valley on typically busy days. Most tour buses would travel to Yosemite Lodge, and an estimated 25 buses per day would travel to Curry Village. No additional shuttle bus services would be provided. The volume of bus traffic on roads would remain similar to existing conditions under Alternative 1. A total of 995 daily bus vehicle miles would be driven on selected Valley road segments (see table 4-20).

Level of Service

The roadway network in Yosemite Valley would remain unchanged under Alternative 1. Northside Drive and Southside Drive would be one-way couplets intersecting at Stoneman Bridge, and there would be a number of side-street intersections on each roadway. Parking for day visitors and overnight guests would be unrestricted, with a probable high number of recirculating vehicles as visitors sought out parking spaces. Table 4-21 summarizes the level of service for the four intersections and five roadway segments selected for analysis. (See Vol. Ic, plates 1-1 and 1-2).

During the inbound peak hour, the three-leg intersection of Southside Drive and Sentinel Road would operate at level of service C. Northside Drive/Sentinel Road would operate at level of service C during the inbound peak hour and level of service E during the outbound peak hour, a less than desirable level of service. The two four-way intersections (Northside Drive and Village Store/Camp 6, and Southside Drive and Northside Drive) would operate at level of service A or B during both peak hours.

Under Alternative 1, the road segments would have the highest traffic volumes. The level of service during peak hours would be level of service E on El Portal Road and Pohono Bridge (a less than desirable condition), level of service B across the El Capitan Bridge, and level of service D for Southside Drive and Northside Drive in the inbound peak hour. Northside Drive would operate at level of service E in the outbound peak hour. Level of service E conditions on roadway segments under Alternative 1 indicate congested conditions and poor traffic flow.

CONCLUSION

Under Alternative 1, current transportation patterns would continue in Yosemite Valley. Visitors would continue to be able to drive to the Valley and travel in their private vehicles to most destinations in the Valley. Traffic volumes would be the highest of any alternative. Traffic volumes on roads could be expected to increase in the future. Traffic congestion would continue to occur at the busy intersections of Sentinel Road with Southside Drive and Northside Drive especially at Northside Drive in the outbound peak hour. Congestion would be severe (level of service E) between the intersection of Big Oak Flat and El Portal Roads and Pohono Bridge and on Pohono Bridge in both the inbound and outbound peak hours. Congestion also would be severe on Northside Drive between Yosemite Village and Yosemite Lodge in the outbound peak hours.

CUMULATIVE IMPACTS

The assessment area includes eight counties surrounding Yosemite National Park (Mariposa, Madera, Fresno, Merced, Stanislaus, Tuolumne, Inyo, and Mono), four national forests (Sierra, Stanislaus, Inyo, and Humbolt/Toiyabe), nearby land managed by the Bureau of Land Management, and lands administered by the National Park Service within Yosemite National Park and El Portal Administrative Site.

The actions occurring in the Yosemite region were evaluated for their potential to interact with the effects of this alternative, and could incrementally change the projected impacts of this alternative on visitor access and transportation. Only those regional projects with substantial transportation impacts have been evaluated. Numerous roadway improvement projects are proposed or under way along the major approach routes to the park. Only the projects that could substantially change transportation capacity or service levels over the long-term for Yosemite National Park visitors were included.

Transportation Projects within Yosemite Valley

Concrete pads are to be installed at six existing shuttle bus stops, and asphalt road approaches are to be replaced or rehabilitated. These improvements would facilitate the continuing operation of the Valley shuttle system. The effects of these improvements are minor and beneficial with respect to rider comfort and operating efficiency. Riders would have smoother rides, but they would still be affected by crowding on the buses. Bus travel time could marginally improve, and damage to buses from rough roads would be reduced. The impacts of Alternative 1, when considered with the impacts of this project would remain unchanged.

The National Park Service proposes the construction of 1.7 miles of multi-use paved trails in Yosemite Valley. These trails would improve pedestrian and bicycle access to Valley features, thereby encouraging travel by other than private vehicle. The impact of the proposed paved trails would be beneficial for Valley circulation modes by nonmotorized means, because they would provide more direct connections among Valley features and additional capacity. Because these improvements would not change traffic flows or road conditions, the impacts of Alternative 1 would be unaffected.

The National Park Service is replacing the existing Valley shuttle bus fleet. Existing technology will reduce noise and emission levels well below those of the current vehicles. This new fleet will reduce crowding and improve service. The transportation impacts of Alternative 1 would be unaffected by the purchase of new Valley shuttle buses.

Transportation and Other Projects within Yosemite National Park

The National Park Service is considering alternatives for addressing existing traffic safety conflicts at the South Entrance Station. The alternatives include relocating the existing parking area to near the South Entrance Station and providing added capacity at the entrance station. The improvements would change recreational opportunities for visitors en route to the Valley from the south and could reduce existing delays and confusion at the entrance station. Overall, the improvements would have minor beneficial impacts for visitors traveling to Yosemite Valley from the south, because the travel time savings at the entrance station would represent a small proportion of the total time required to travel to the Valley. The transportation consequences of Alternative 1 would not be materially affected by these changes.

A development concept plan for the Tuolumne Meadows area, and a comprehensive management plan for the Tuolumne Wild and Scenic River will be prepared by the National Park Service. Changes in development and visitor use in the Tuolumne Meadows area could change the relative demand for travel to this area compared to Yosemite Valley. The experience of visitors en route to the Valley could also change as a result of these plans. The plans could also change the demand for travel to Tuolumne Meadows from the Valley. Overall, the effects of these plans would be negligible on the impacts of Alternative 1 because changes in travel to Tuolumne Meadows would cause very small changes in travel to and from the Valley.

Land exchange negotiations involving parcels along Highway 140 in El Portal are underway between the National Park Service and a private landowner. The land that could be acquired by the park would accommodate expanded and enhanced entrance facilities. The impact of the land exchange and associated entrance station improvements would be minor to moderate and beneficial to visitors traveling to Yosemite Valley along Highway 140 because traffic delays would be reduced, and visitors could have better information available regarding access to the Valley. However, the impacts of Alternative 1 would not be affected by the land exchange.

Reconstructing El Portal Road to Yosemite Valley would improve safety and enhance access to the Valley for visitors and employees. A major route for tour buses, this road previously had narrow lanes and sharp curves that could cause buses and other large vehicles to cross into the opposing traffic lane. El Portal Road also accommodates the majority of transit service into the Valley. Improvements to the roadway are scheduled to be complete in 2001 and will provide safer travel for all vehicles. This project would have a moderate to major beneficial impact for all travelers along this route. The impacts of Alternative 1 would potentially be changed by a negligible amount because of small improvements in the time required to travel to the Valley along Highway 140.

The damaged bridge over the South Fork of the Merced River in Wawona will be replaced. This project will have no long-term impacts on transportation to the Valley and would not change the impacts of Alternative 1.

The Merced Wild and Scenic River Comprehensive Management Plan/Final Environmental Impact Statement (Merced River Plan/FEIS) defines prescriptive zones for a River Protection Overlay along the main stem and south fork of the Merced River within Yosemite National Park. The prescriptive zones define the types of visitor use and the character of development along the river. The proposed action defines a River Protection Overlay that would include the 100-year floodplain and adjacent wetlands and meadows in the portion of Yosemite Valley east of Sentinel Beach. West of Sentinel Beach, the River Protection Overlay would extend to 1/4 mile on either side of the river. The zoning within Yosemite Valley would allow existing roads to be maintained, and existing access to visitor activity areas could be maintained. The Merced River Plan/FEIS would allow for different zone assignments in certain areas, depending on the location of visitor parking and transportation facilities, and contains definitions of zoning categories. The consequences of Alternative 1, when considering the cumulative transportation impacts of the Merced River Plan/FEIS would be unaffected, because the Merced River Plan/FEIS allows existing transportation patterns to be maintained, and would require only minor changes to the existing access to visitor activity areas.

Transportation Projects in Areas Surrounding Yosemite National Park

The Yosemite Area Regional Transportation System (YARTS) is a collaborative, inter-agency effort to evaluate the feasibility of a regional transportation system. The target market for YARTS service includes those visitors staying overnight in the gateway communities and Yosemite National Park employees who live in the gateway communities. Decisions on the placement of bus stops and transfer facilities are local land-use decisions that will be made by the County Board of Supervisors in gateway communities, and by the National Park Service for locations inside the park boundaries. YARTS staging areas outside the park are undergoing a region-wide NEPA/CEQA process and will likely be a part of a region-wide shuttle bus system.

A two-year demonstration service is testing the YARTS concept. Implementation of the demonstration service occurred in May 2000 and the service is scheduled to operate until May 2002, with most service offered in the summer months.

One component of the YARTS effort to date includes bus stop improvements. On the Highway 140 corridor, eleven stops in each direction were approved, including stops in El Portal, Midpines, Mariposa, Cathey’s Valley, and Merced. The project also includes approved stops in Mono County. Twelve to fifteen stops are currently approved and in use in Yosemite National Park. Three are approved in the El Portal Administrative Site. Only minor safety improvements have occurred at the El Portal sites.

The regional transportation service and other improvements provided through the YARTS demonstration project expand the range of travel options for visitors to Yosemite Valley and employees commuting to work there. It also could provide a means for visitors to travel to Yosemite Valley if the Restricted Access Plan was implemented for private vehicles during times of severe congestion. Over time, visitor and employee travel on YARTS could reduce the volume of traffic entering the Valley, depending on the number of visitors and employees who would choose to travel on the voluntary system. Travelers using the system to reach the Valley might be more likely to ride the Valley shuttle bus system, thereby increasing the demand for this service, and possibly requiring more in-Valley shuttle buses to be operated. The number of bus trips to the Valley on regional transit would be limited in this alternative because facilities for queuing and loading would not be provided in the Valley. The YARTS service would have a beneficial impact on transportation to and within the Valley. However, opportunities for growth of regional transit would be limited without a transit center, which is necessary in order for bus staging as well as loading and unloading of passengers. The intensity of the impact and the cumulative effects when considered with Alternative 1 are uncertain because it is uncertain whether YARTS would operate after the two-year demonstration and because the number of visitors who would use the system in the future is unknown.

Mariposa County plans to expand its transit system by purchasing four new buses to replace existing vehicles. Service between Coulterville, Greeley Hill, and Mariposa has been expanded by one trip per week. The impact of the planned improvements and their effect on Alternative 1 would be negligible because so few new trips would be added.

The existing Highway 41 freeway traveling north from Fresno would be extended to Avenue 12 in Madera County. Other minor roadway improvements are proposed along this route, which connects to the South Entrance Station. The improvements would provide a negligible improvement in access to Yosemite from the south because the major freeway extension is so far from the park. As a result, there would be no cumulative effect of this project when considered with Alternative 1.

Discussions have occurred regarding the improvement of Evergreen Road, which provides access to Camp Mather and the Hetch Hetchy area from Highway 120. The status of the project is uncertain. The impact on Yosemite Valley transportation would be negligible because it is not on the route to the park. As a result, there would be no cumulative effect of this project when considered with Alternative 1.

Track, signaling, and station improvements in the Amtrak San Joaquin corridor would improve access to the gateway communities along Highway 99 by means of passenger rail service. One additional train per day from Sacramento to Bakersfield has been implemented. Visitors can reach Yosemite National Park on connecting bus service. When combined with the potential expansion of transit service proposed by YARTS, the transportation impacts of the passenger rail improvements would be positive. Currently, few travelers to the Valley use passenger rail service. The intensity of beneficial impacts in the future and the cumulative effect of passenger rail service when considered with Alternative 1 are uncertain because they would depend on the number of visitors that would travel to the area by train and connecting bus service.

The California High Speed Rail Authority passed a resolution to adopt a corridor for very high-speed rail service. It delivered a draft business plan to the state legislature and the governor in January 2000. The adopted corridor includes a segment along the west side of Highway 99 from Bakersfield to Modesto. The corridor continues south to the Los Angeles and San Diego metropolitan areas, north to Sacramento, and west to the San Jose and San Francisco metropolitan areas by way of Gilroy. Stations potentially serving the Yosemite region would be located in Fresno, Merced, and Modesto. High-speed train service could potentially reduce the number of visitors otherwise traveling into the Yosemite region by private vehicle. High-speed rail passengers bound for Yosemite National Park would transfer to regional transportation or other services to reach the park and Yosemite Valley. The timing of the implementation of high-speed rail is unknown, as is the share of Valley visitors who would travel on the system. The impact of this action on transportation to Yosemite Valley would be positive because it would encourage travel by alternative modes. The magnitude of the impact and the cumulative impact when considered with Alternative 1 is uncertain.

Fresno County is preparing an early deployment study for intelligent transportation systems. The early deployment study is considering projects to improve operations, safety, and traveler information in the urban and rural portions of the county. Enhanced traveler information systems are being considered. The impact of the improvements under consideration in the study would be beneficial to travelers to Yosemite National Park. The systems could provide information to travelers on the status of access to the Valley. The intensity of the impacts and the resulting cumulative impact when considered with Alternative 1 is unknown because of the preliminary nature of the proposed actions and the uncertainty regarding the share of Valley visitors who would use the information.

Another intelligent transportation system plan is to be conducted for the San Joaquin Valley, the Tahoe Gateway, and the Sierra Nevada areas. These plans will consider recreation travel and the potential need for improved information for travelers to the Yosemite region. The impacts of these plans and the cumulative impact when considered with Alternative 1 are undetermined because they have not been initiated; however, the overall impacts would likely be beneficial.

Projects Related to Recreational Use near Yosemite National Park

Two forest plan amendments are under way for areas surrounding the Yosemite National Park. The Pinecrest Basin Forest Plan Amendment is considering alternatives for the management of visitor use along the Highway 108 corridor north of the park. A second plan (Revised Draft Environmental Impact Statement, Management Direction for the Ansel Adams, John Muir, and Dinkey Lakes Wildernesses) is being developed to provide management direction for four wilderness areas in Inyo National Forest. This plan has been rescoped after release of a draft plan in 1997. Both plans could change the activities occurring in surrounding forestlands or access within the subject areas. The wilderness management direction plan could affect commercial outfitters who operate in the park. The impacts of these plans are uncertain. However, the transportation impacts, when considered in combination with those of Alternative 1, would likely be negligible because it is unlikely the plans cause changes in visitation to Yosemite National Park.

A project to close an existing gap in the Merced River Canyon Trail along the north side of the river would involve the acquisition of private property. The trail received extensive damage in the January 1997 flood. The action could encourage more recreational use outside the park. Only a small number of visitors are expected to be diverted from the Valley by this project, so the impact on transportation would be negligible. The impacts of Alternative 1 would not change as a result of this project.

Projects Related to New Private Development near Yosemite National Park

Plans are in process to develop new or expanded lodging, housing, and recreation facilities on the Highway 140 corridor, on the Highway 120 corridor, and on private lands bordering the park at Yosemite West. Yosemite Motels proposes to construct a 78-unit lodge and a 63-unit, three-story motel and associated parking, plus a chapel/recreation building. The project would be an expansion of the existing Yosemite View Lodge. The proposal would represent a significant increase in the number of lodging units near the park on Highway 140. It would represent a relatively small increase in the overall number of lodging units along the entire Highway 140 corridor to Merced, which contains more than 1,325 lodging units.

Three lodging projects are proposed on the west side of the park along Highway 120. They include the expansion of Evergreen Lodge, about 7.5 miles from Highway 120 on Evergreen Road; a new lodge and conference facility at Hardin Flat Road and Highway 120 at the site of the Rush Creek Lodge, about 1 mile west of the Big Oak Flat Entrance Station; and a new motel and restaurant in Second Garrotte Basin east of Groveland. Together, these projects would add about 340 guest rooms along the Highway 120 east corridor, representing a large increase in lodging along this corridor, which currently has only about 230 existing units.

Three projects to provide expanded lodging and residential development have been identified in Lee Vining and June Lake, west of the park along Highway 120 and US 395. A 120-unit motel at the intersection of Highway 120 and US 395 has been approved. One project in June Lake would provide a resort/spa and cabins. A second project would develop 113 condominiums and 35 single-family residential lots in June Lake. The project in Lee Vining would significantly increase lodging in this gateway community. The June Lake projects would marginally increase lodging and seasonal or permanent residential development along the corridor leading to Mammoth Lakes from Lee Vining.

Together, these projects could increase day visitation to Yosemite Valley by providing more convenient lodging. Because of their proximity to the park, these sites could encourage travel by alternative modes to Yosemite Valley. The overall increase in lodging near the park from these projects would be about 740 units. This lodging could accommodate about 2,000 people, or 15% of the park’s current day visitor use on typically busy days. However, not all lodge guests at these facilities would visit Yosemite Valley. Also, some of the day visitors to the Valley using these facilities could be displaced from other, more remote facilities. The overall impact of these developments on transportation to Yosemite Valley is considered minor because of the relatively small proportion of day-visitor demand that could be accommodated at these lodging sites, and because the lodging would serve both park and regional visitors. To the extent that the more convenient lodging resulted in additional visitor demand, the impacts would be adverse, especially when the Restricted Access Plan was implemented. However, because visitors would need to travel shorter distances to the Valley, and because the lodge locations could encourage travel by alternative modes, the projects could be beneficial to transportation. It is not possible to determine if the overall effect of the projects, in combination with Alternative 1, would be positive or negative.

Major Development Projects in the Region

The build out of the city of Merced’s General Plan over a 15-year horizon would approximately double the 1999 population of the city. A new University of California campus in Merced would bring additional students, residents, faculty, and staff into the region. The total population of the campus and related development is expected to be 63,000. Rio Mesa, a major development area in Madera County, encompasses 15,000 acres and could have 29,000 dwelling units, with more than 60,000 residents within 100 years.

The population increases associated with these plans could increase the demand for visitation to Yosemite National Park. The listed projects represent about 10% of the estimated year 2000 population of the eight-county assessment area. Additionally, these major projects represent only a portion of the expected growth in the assessment area, which is forecast to add more than 1.2 million residents between 2000 and 2020. Because only a share of the visitors to Yosemite Valley come from the assessment area, and because the projects represent only a small portion of the growth in the area, the impact on visitation and transportation demand from these projects would be negligible in comparison to other factors. Overall, increasing visitation demand associated with growth in the region and other areas is expected to cause major adverse transportation impacts in conjunction with Alternative 1 because this alternative would provide minimal capabilities for transportation management and alternative transportation.

VEHICLE NOISE

Sound Levels

Alternative 1 does not change any of the existing vehicle access routes to the Valley. The energy equivalent sound level (L_eq) for the peak hour was modeled using the peak hourly inbound and outbound traffic volumes on Southside Drive near Yosemite Chapel and on Northside Drive between Yosemite Lodge and Sentinel Bridge. These values are provided in tables 4-22 and 4-23 for four representative sound distances from the centerline of these roads.

Sound Events

The existing sources of sound events include commercial tour buses, regional transit buses, Valley shuttle buses, tour buses, and trams operated by Yosemite Concession Services. All of these vehicles have diesel engines and they emit similar levels of noise. In the future, new Valley shuttle buses would reduce the number of noise events along the existing shuttle route.

West of Sentinel Bridge on Northside Drive and Southside Drive, about 15 noticeable sound events per hour would occur due to the passage of commercial tour buses, regional transit buses, and concessioner tour vehicles. Along Sentinel Drive and in the Yosemite Village area, about 15 noticeable events would occur per hour. In addition, 10 events at lower sound levels would occur per hour. Between Yosemite Village and Yosemite Lodge, 11 noticeable and 20 less noticeable sound events would occur per hour. Southside Drive from Sentinel Bridge to Curry Village would experience four very noticeable and 10 less noticeable sound events per hour.

A similar number of sound events would occur each hour along Northside Drive from Stoneman Bridge to Yosemite Village.

There would be no change in bus travel near the sites listed below (which are candidate sites for out-of-Valley parking in the action alternatives, Alternatives 2, 3, 4, and 5). Noise events on typically busy days at these sites would be as follows:

• El Portal — 144 very noticeable events per day from the passage of commercial tour buses and regional transit buses, or about 14 events per hour

• Hazel Green — no sound events

• South Landing — no sound events

• Foresta — no sound events

• Henness Ridge — approximately 30 very noticeable sound events per day from the passage of concession tour buses and commercial tour buses, or a maximum of about three events per hour

• Badger Pass — approximately four very noticeable sound events per day from the passage of concession tour buses

The sound events described in this section represent baseline conditions in the future. The sound events described here can be expected to continue over the long term.

Vehicle Noise Conclusion

Evaluation of the Alternative 1 sound levels indicates that the sounds from traffic during peak hours in the summer at 400 feet from the roadway are in the same range as the sound levels during the winter. That is, vehicle noise would typically not be noticeable at a distance of 100 feet or more from Valley roads except for individual sound events, such as the passage of buses.

During the summer months, ambient sound levels would generally increase as a result of wind, rustling of leaves, higher water flows, and sound from insects and birds. This increased ambient sound would make vehicle-related noise less noticeable at distances less than 400 feet from roads during the summer. Alternative 1 would maintain existing sound conditions throughout Yosemite Valley.

Sound events caused by the passage of buses would range from 4 to 15 very noticeable events per hour within 200 feet of Valley roads, with 20 to 70 lesser sound events per hour. These current sound levels and sound events would be expected to continue in the future under Alternative 1. About 14 very noticeable sound events would occur per hour in El Portal, with about three events per hour at Henness Ridge and four events per day Badger Pass.

Cumulative Impacts

Yosemite National Park is planning to replace the existing shuttle bus fleet with new buses. Low noise, low emissions, cost-effectiveness and the use of alternative fuels are the criteria for selecting new shuttle buses. When new buses are acquired, the number of noticeable sound events in the east Valley could be reduced. At Sentinel Bridge, significant sound events could be reduced from 25 per hour to 15 per hour, resulting in a long-term, beneficial impact.

Related to the future replacement of shuttle buses, similar beneficial sound impacts could occur along the existing shuttle route from Yosemite Lodge to Curry Village and along the Happy Isles Loop Road. The beneficial impact could be long term east of Sentinel Bridge (including the Yosemite Village area), where shuttle bus traffic constitutes the majority of bus travel on park roads.

If implemented, the Yosemite Area Regional Transportation System (YARTS) would provide additional bus trips to the Valley. Overall average sound levels would likely not be affected by the additional trips; however, sound events per hour would increase. The specific number of sound events per hour that would occur is not known; however, YARTS is not expected to substantially increase the number of noise events per hour.

NONVEHICLE NOISE

Yosemite Valley

In some areas of the Valley, particularly during periods of high water (spring), water sounds (such as waterfalls and the Merced River) contribute more to ambient sound levels than noise from vehicle or nonvehicle human-caused sources (see Chapter 3, Noise). In the Yosemite Village and Yosemite Lodge areas, ambient levels during summer can reach or exceed 65 dB (AeroVironment, 1973). Even so, other sounds would continue to be discernible, including human-caused noises, such as vehicles (see the section titled Vehicle Noise) and conversation (60 to 65 dB, depending on closeness; see table 3-27, Chapter 3, Affected Environment). Depending on the level of human activity, these sounds would continue to contribute to increased ambient noise levels. More importantly, human-caused sounds would continue to contribute the types of noises that detract from the quality of the visitor experience in Yosemite Valley.

Housing

Noises associated with employee housing, including normal social activities among residents, the sounds of household appliances and other outdoor tasks, would continue at Yosemite Lodge, Yosemite Village Historic District, Yosemite Village, Upper/Middle/Lower Tecoya, Ahwahnee Row, The Ahwahnee, Curry Village, and near the concessioner stables. Lower-limit ambient sounds associated with an urban setting would typically be around 40 dB, which is less than a fourth as loud as noise from the passage of individual vehicles (75 dB, at 40 mph, at 25 feet; FICN 1992). However, resident conversation and the sounds of air conditioning and other appliances can be half as loud (60 dB; FICN 1992) as vehicle noise. Radios, when in use (in tent cabins or with open windows) can be as loud as vehicle noise, but the community standards that are in place are met by most residents. These impacts would be experienced primarily by other residents, but also by visitors.

National Park Service and Primary Concessioner Operations

Noise associated with National Park Service and primary concessioner operations would continue, and would include mechanical sounds associated with vehicle repair and building maintenance, and the sounds of interpretive activities in a number of settings (some of which are not associated with facilities). Noise levels would continue to be greatest in Yosemite Village (including the National Park Service maintenance area, National Park Service headquarters, primary concessioner headquarters, the Yosemite Village garage, and the concession warehouse), and to a lesser extent at Yosemite Lodge, Curry Village, The Ahwahnee, and the concessioner stable. Vehicle washes and various mechanical sounds represent peak noise levels (89 dB; FICN 1992) and are louder than vehicle noises. These noises would be experienced by visitors and residents.

Transit Stops and Visitor Parking

Noises other than vehicle sounds are associated with visitor parking areas, although vehicle noise is the major contributor in the composite of sounds making up ambient noise in these areas. These other noises typically include visitor and employee voices, and periodic maintenance activities. Visitor conversation represents the most typical nonvehicle noise in these areas, and is typically half as loud as vehicle noise (60 dB; FICN 1992). These noises would continue at Curry Village, Camp 6, and other areas throughout east Yosemite Valley. Impacts would be experienced by visitors and residents.

Lodging

The noises of visitor activities, facility appliances, and maintenance activities would continue at Housekeeping Camp, Yosemite Lodge, Curry Village, and The Ahwahnee. These nonvehicle noises typically include voices in social interaction (approximately 60 dB) and appliances, such as air conditioners (60 dB at 100 feet; FICN 1992), vacuum cleaners (70 dB; FICN 1992) and other devices. Most of these noises are half as loud as vehicle noise. These impacts would be experienced primarily by visitors.

Campgrounds

Campground-related noises, including talking and laughing (approximately 60 dB), sounds of water-related recreation, pets, electrical generators (approx. 90 dB for a 2-cycle engine; FICN 1992), radios and stereos (60 to 70 dB), and others, are expected to continue at Lower Pines, Upper Pines, North Pines, Camp 4 (Sunnyside Campground), Yellow Pine, and Backpackers Campgrounds. Peak noise levels, such as when generators are in use, would occur only between mid-morning and 9:00 p.m. These impacts would be experienced primarily by visitors, and to a lesser extent by residents.

Picnic Areas

Noises related to picnic areas, including talking, laughing and other social interaction (approximately 60 dB and half as loud as vehicle noise; FICN 1992), would continue at Church Bowl, Swinging Bridge, Sentinel, and Cathedral Picnic Areas. These impacts would be experienced primarily by visitors.

Trails

Trail-related noise would continue at the numerous pedestrian, bike, and hiker/stock trails throughout Yosemite Valley. These noises would include conversation and the sounds of bicycles and other equipment. These sounds are not typically very loud unless large numbers of people are on the trail; typical sounds, such as talking (approximately 60 dB) are half as loud as typical vehicle noises (almost 70 dB; 65 dB in Yosemite Valley, 50 feet from centerline of roadway). The impacts would be experienced by visitors.

Out-of-Valley Areas

El Portal

Ambient noise levels are not as high in El Portal as in Yosemite Valley, but the sounds of rushing water in the Merced River (especially during peak flow periods) and traffic on Highway 140 are typical.

Wawona

Foresta

South Landing

Badger Pass

Hazel Green

Hazel Green would continue to have no major sources of nonvehicle-related noise.

Henness Ridge

Henness Ridge would continue to have no major sources of nonvehicle-related noise.

Nonvehicle Noise Conclusion

The effects of nonvehicle noise on the human environment are primarily concentrated around development areas. Ambient noise levels found in housing areas are generally low; noises would continue to be associated with resident conversation, household appliances (such as air conditioners and radios) and activities; most of these are typically half as loud as vehicle noise. Nonvehicle noise levels on trails in Yosemite Valley are not typically very loud, unless large numbers of people are on the trail. Of the nonvehicle noises produced at visitor use areas, such as campgrounds, lodging and picnic areas, the most typical source of sound is visitor conversation, with the exception of electrical generators and other appliances, which are used during the day and evening only. The sources of peak, nonvehicle noise levels in Yosemite Valley are generally National Park Service and concession operations, but these have only local effects on ambient levels. Nonvehicle noises would continue to affect the experiences of both visitors and residents.

Cumulative Impacts

All of the projects listed in Appendix H, Considering Cumulative Effects, would result in the production of nonvehicle noise. However, most of these projects would have local impacts that would not create a cumulative effect in Yosemite National Park, other than to make the relative value of park environmental quality all the more important.

The following are examples of projects that would have nonvehicle noise impacts during their construction phases, thus affecting noise levels at specific sites:

• Replacement/Rehabilitation of Yosemite Valley Sewer Line (NPS)

• Mariposa Grove Roadway Improvement and Giant Sequoia Restoration (NPS)

• Tuolumne Meadows Water and Wastewater Improvements (NPS)

• White Wolf Water System Improvements (NPS)

• Hodgdon Meadow Water and Wastewater Treatment Improvements (NPS)

Typical sounds during construction activity for these projects would include the mechanical noises and peak noise levels associated with equipment use (including bulldozers, hammers, rock drills, and other machines) and grinding, breaking, moving, and constructing materials. The noises of operating a D8 Caterpillar Bulldozer (85 dB at 50 feet) (see table 3-27, Chapter 3, Affected Environment) and milling machines (85 dB; FICN 1992) are roughly twice as loud as an average car. Some construction equipment and activities can produce sounds in excess of 100 dB, typically in short bursts, spread over the duration of the project. These effects would be 16 or more times as loud as a typical vehicle. These adverse effects would be short term.

Noises of aircraft activity (typically, jetliners flying over the park en route to and from airports in the region) are audible in Yosemite. However, their noise levels in Yosemite Valley are generally less than nonvehicle and ambient noise levels, particularly during summer, but not necessarily in all park locations. The effects of nonvehicle noise in Yosemite Valley would not be considered greater, when evaluated in combination with the impacts of existing patterns of aircraft activity.

After the sounds of waterfalls and the Merced River, the most important influence upon peak and ambient noise levels is vehicle noise. As described under the section titled Vehicle Noise, these noises have adverse effects upon visitors, who can be considered to be visiting Yosemite to experience its natural wonders, including sounds. Nonvehicle noises would continue to affect the experiences of both visitors and residents, but these impacts would be generally less than those for vehicles.

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