The Confederated Tribes of the Coos, (2010)
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The Confederated Tribes of the Coos,
Lower Umpqua and Siuslaw Indians
Long Range Transportation Plan
May 2010
The Confederated Tribes of the Coos, Lower Umpqua and Siuslaw Indians
1245 Fulton Ave. Coos Bay, Oregon 97420
The Confederated Tribes of Coos, Lower Umpqua and Siuslaw Indians Tribal Council:
Warren Brainard ....................................................Chief
Bob Garcia, Chair.……………...........................Position No. 1
Beaver Bowen………….....................................Position No. 2
Mark Ingersoll, Vice-Chair.................................Position No. 3
Ron Brainard……...............................................Position No. 4
Wendy Williford ...............................................Position No. 5
Aaron McNutt…………………………………. Position No. 6
The Confederated Tribes of Coos, Lower Umpqua and Siuslaw Indians Project Staff:
Howard Crombie……….................................Director of Natural Resources
Jeff Stump………………..……………………GIS Specialist
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Table of Contents
Tribal History .............................................................................................................. 1
Tribal Enrollment ........................................................................................................ 2
Table 1: Location of Tribal Membership.......................................................... 2
Transportation Infrastructure and Land Use ............................................................... 2
Highway 101 .......................................................................................................... 3
Florence .................................................................................................................. 3
Figure 1 – Florence Area ................................................................................... 3
Figure 2 – Confederated Tribes’ Three Rivers Casino ...................................... 4
Highway 126 .......................................................................................................... 5
The Siuslaw River .................................................................................................. 5
Figure 3 – Siuslaw River Bridge ....................................................................... 6
The Bay Area .......................................................................................................... 6
The Oregon International Port of Coos Bay ........................................................... 6
Figure 4 –Charleston Marina and the Oregon Dunes ........................................ 7
Figure 5 – McCullough Bridge .......................................................................... 8
Southwest Oregon Regional Airport ...................................................................... 8
Cape Arago Highway ............................................................................................. 9
Other Infrastructure ................................................................................................ 9
Figure 6 - Umpqua River Bridge ....................................................................... 9
Transportation Planning ............................................................................................ 10
Indian Reservation Roads (IRR) Program ............................................................ 10
Transportation Goals ............................................................................................ 11
Recommendations ................................................................................................ 11
Short Term (2010-2014) ....................................................................................... 12
Mid Term (2015-2024) ......................................................................................... 12
Long Term (2025-2029) ....................................................................................... 13
Miscellaneous Recommendations: ....................................................................... 13
Appendix A – Maps .................................................................................................. 14
Appendix B – Sources ............................................................................................... 17
Appendix C – Inventory Detail ................................................................................. 18
iii
Tribal History
In 1855, a treaty was drafted by the federal government to allow for the peaceful acquisition
and settlement of the Confederated Tribes of Coos, Lower Umpqua and Siuslaw Indians’
(Confederated Tribes) ancestral lands. Being promised compensation for the loss of their
homelands and concerned for the continued safety of their members, the three Tribes agreed
to the Treaty of 1855, trusting the United States to make good on its commitment.
It was the draft 1855 treaty and activities around it that linked the three Tribes together
although they had been closely associated for centuries prior. In 1916, the Tribes established a
formal, elected tribal government which they have continuously maintained.
Belatedly, in February of 1941, the Bureau of Indian Affairs took a small parcel (6.12 acres)
into trust for the Confederated Tribes in the Empire District of Coos Bay, Oregon. This
privately donated “reservation” is the site of the Tribal Hall and served throughout the
Termination years (1956-1984) as a small, but significant symbol of unity for tribal members.
The Confederated Tribes unanimously voted to strongly oppose termination. However, they
were included, without their knowledge or consent, in the Western Oregon Termination Act
of 1954. To quote, “The blatant lack of participation in the process is most evident among the
Indians of Southwest Oregon. The Coos, Lower Umpqua and Siuslaw never passed a
resolution in favor of termination, and were adamantly opposed [to it]. In 1948, the Coos,
Lower Umpquas [sic] sent forty-eight delegates to the Siletz Reservation to express their
disapproval of termination; but were not allowed to make their case, as they had been locked
out of the meeting and [were] told the termination bill did not affect them”. The Confederated
Tribes refused to accede to the sale of their land and Tribal Hall, and maintained the acreage
in ambiguous status until Restoration in 1984.
The Termination Act of 1954 proved disastrous to the Confederated Tribes. Having lost all of
their resources to the federal government without the agreed upon compensation, what little
federal assistance they were receiving was terminated as a result of the Act. During the
period between 1955 and 1984, the Confederated Tribes had to rely on what little resources
they could muster in an attempt to provide services to members. Supplying even the most
basic services to tribal members was nearly impossible. The tribal government, although
terminated from federal relations, never disbanded and continued to press forward and plan
for the future.
On October 17, 1984, President Ronald Reagan restored the Tribes to federal recognition by
signing Public Law 98-481 and reaffirming the Tribes’ status as a sovereign nation. Along
with this recognition came very basic programs to provide once again the most essential
services and lay a preliminary foundation for future program growth.
1
Tribal Enrollment
The information in Table 1 was obtained from Tribal enrollment records and is current as of
June 2010. Tribal enrollment has increased nearly one-third since 2003. Membership within
Oregon grew by 107 new members while membership in other states grew by 135 members.
61.9% of Tribal members live in Oregon, 44.9% in the 5-county Service Area of Lincoln,
Lane, Coos, Curry and Douglas counties.
Table 1: Location of Tribal Membership
Location
2003
2010
Growth
Number
Percent
Number
Percent
Number
Percent
OREGON
484
68%
591
61.9%
107
22.1%
5-County Service Area
362
50%
429
44.9%
67
18.5%
Coos
165
23%
188
19.7%
23
13.9%
Curry
5
3%
5
0.5%
0
0%
Douglas
25
4%
34
3.5%
9
36%
Lane
146
20%
176
18.4%
30
20.6%
Lincoln
21
3%
26
2.7%
5
23.8%
Other OR Counties
122
17%
162
17.0%
40
32.8%
Other States
202
28%
337
35.3%
135
66.8%
Canada
-
-
4
-
4
-
Unknown
31
4%
23
2.4%
-8
-25.8%
Total Membership
717
238
33.2%
955
Transportation Infrastructure and Land Use
An important relationship exists between land use and transportation infrastructure. Changes
in land use create varying demands upon the existing transportation system and transportation
systems influence how land is utilized. The Confederated Tribes’ transportation system is
defined by their Ancestral Territory along the Pacific Ocean on the rugged Oregon Coast.
Their small and scattered land holdings are barely a fraction of the 1.6 million acre homeland
that stretched for seventy miles north and south along the Pacific Ocean and 50 miles inland
to the Coast Range of Mountains.
The four major cities within the ancestral territory are Florence, Reedsport, North Bend and
Coos Bay, Oregon. The Bay Area (Coos Bay, North Bend and Charleston) and Florence are
the two main Tribal population centers in the Ancestral Territory. Coos Bay, North Bend and
Florence are the largest cities by population, respectively, in the Ancestral Territory. The
Ancestral Territory includes parts of 3 counties: Lane, Coos and Douglas. These cities are
also traditional centers of Tribal activity. The cities each lie on a water body named for a
Tribe – Florence is on the Siuslaw River, Reedsport is on the Umpqua River and Coos
2
Bay/North Bend is on Coos Bay near Coos River. Outside the Ancestral Territory, a
significant number of Tribal members live in the Eugene-Springfield Area.
Highway 101
The Oregon Coast Highway, Highway 101, is the primary route connecting these coastal
cities together. This highway is a principal arterial and a State Highway on the National
Highway System (NHS) that runs the entire length of the Oregon Coast through most coastal
cities from the Washington State line to the California State line. The Pacific Coast Scenic
Byway, as it is also known, was recognized in 1991 as Oregon’s first State Scenic Byway and
in 1998 it was dedicated as a National Scenic Byway. An interesting tour of the Oregon Coast
Highway can be found online at http://www.sos.state.or.us/archives/exhibits/coast/index.html.
The 48 mile segment of Highway 101 between Florence and the Bay Area is the most
important route in terms of providing access to employment, services, recreation and cultural
resources for the Confederated Tribes. This stretch of highway provides access to the
Confederated Tribes’ Three Rivers Casino, the Siuslaw National Forest and the Oregon Dunes
National Recreation Area. It provides access to the Pacific Ocean as well as over a dozen
lakes, campgrounds and trails, as well as traditional hunting, gathering and fishing sites. Some
of the more significant lakes along this route include Woahink, Siltcoos, Tahkenitch, Eel,
Munsel and the Tenmile lakes.
Florence
Florence is a nationally recognized retirement community. The city’s unique natural Oregon
landscape and many nearby attractions help make it a tourist destination. Tourist attractions
include the Heceta Head lighthouse and Sea Lion Caves, Three Rivers Casino, Old Town
Florence and the port on the Siuslaw River.
Figure 1 – Florence Area
3
Florence is located in Lane County Oregon. Per the 2000 census it has a population of 7,453
with 48.9% of the population 60 years of age and over. The unemployment rate in Florence is
10.6% and over 75% of employees work in the service and retail sectors also according to the
2000 census. The major employers in Florence are the Confederated Tribes’ Three Rivers
Casino and Peace Health who each employee an estimated 475.
The Confederated Tribe’s newly constructed Three Rivers Casino near Florence is a key
tourist destination in Florence and serves as a major employer for the Confederated Tribes
and the local community. The Casino continues to grow and benefits from its location
adjacent to the city limits of Florence near the intersection of Highway 126 and Highway 101.
These routes provide crucial links to the market in Eugene-Springfield and to the general
tourist trade.
Due to the Casino’s importance to Tribal self-determination, further improvements to the
transportation infrastructure in and around the facility are being developed. The Severy
Access project is being developed to provide access to the northern portion of the Casino
parcel also referred to as the Hatch Tract. Dependent upon the design, the project could also
provide a much needed east-west link from the City of Florence to Lane County’s North Fork
Siuslaw Road east of the Three Rivers Casino. The Hatch Tract is the Confederated Tribes
single largest parcel of trust land.
Figure 2 – Confederated Tribes’ Three Rivers Casino
4
Highway 126
Highway 126 is another key component of the transportation infrastructure providing access
for Tribal Members, tourists and citizens to and from the community of Florence. Highway
126 is a state highway (OR 126) also on the National Highway System. This route is the
primary east-west route in Florence. It starts in Florence at Highway 101 at milepost 190.16
and travels east, past the entrance to the Three Rivers Casino, to Eugene and Interstate 5 and
continues over the Cascade Mountains to Eastern Oregon. This route is heavily traveled by
tourists and weekenders traveling west from the inland valleys and Eastern Oregon to the
Pacific Ocean, the Oregon Dunes, Siuslaw National Forest and the many other attractions
along Highway 101.
Critical to the operation of Highway 126 is the North Fork Siuslaw River Bridge. The bridge
is currently being replaced and the new bridge is being constructed just south of the current
bridge at milepost 1.17 just east of the City of Florence and the entrance to the Three Rivers
Casino. Also planned are improvements to North Fork road adjacent to the bridge. North Fork
Road provides secondary access to the casino and also provides access to the Tribes’ Munsel
Lake property. It is anticipated to take 4 years to complete the project due to environmental
issues associated with its location adjacent to the Siuslaw and North Fork Siuslaw rivers and
their wetlands. The construction contract was awarded in September 2007 for $14,482,800.82.
The Siuslaw River
The Siuslaw River itself is also an important transportation infrastructure element for the
Confederated Tribes as well as the community of Florence. Florence was almost entirely
dependent on its natural resource economy – mainly fishing and timber – throughout the first
half of the 20th century and the Siuslaw Indians have been dependent for untold generations
upon this river for subsistence as well as transportation.
The Port of Siuslaw is located on the Siuslaw River and is considered a critical harbor of
refuge. The Port is home to a United States Coast Guard (USCG) station and, according to the
U.S. Army Corps of Engineers (USACE), its bar had 1,351 commercial crossings in 2005.
The USACE also reported the economic impact of the Port of Siuslaw to the community in
2005 as $12.5 million.
In Florence, 5 miles up the Siuslaw River, the port manages various facilities including a
marina which has commercial docks, a waterfront boardwalk and a recreational marina.
Adjacent to the marina, the port also operates an RV park and campground which
accommodates the many fishermen who come to fish on the river, the ocean or the local lakes.
Crabbing, clamming, beachcombing and kayaking are also activities you’ll find within the
Siuslaw River watershed and its water trails.
Milepost 191 on Highway 101 is the southern city limits of Florence and where the Siuslaw
River Bridge begins. This bridge is eligible for the National Register of Historic Places and is
a steel double-leaf bascule drawspan. The historic bridges along Highway 101 between the
Bay Area and Florence are key transportation infrastructure elements to the Confederated
Tribes.
5
Figure 3 – Siuslaw River Bridge
The Bay Area
The Tribes’ other main population center is the Bay Area which includes the adjacent cities of
Coos Bay and North Bend. Another community, Charleston, is also part of the Bay Area but
is at the entrance to Coos Bay and is unincorporated and under the jurisdiction of Coos
County. The Bay Area is the largest metropolitan area in Coos County, on the Oregon Coast
and in the Tribes’ Ancestral Territory. Coos Bay has a population of 15,484 and North Bend
has a population of 9,683 according to the 2000 census. Charleston is home to the Oregon
Institute of Marine Biology, South Slough National Estuarine Research Reserve and US Coast
Guard (USCG) Life Boat Station. The Charleston Marina Complex provides moorage for
about 550 boats and is owned and operated by the Oregon International Port of Coos Bay.
Coos County’s economy, historically, was dependent upon its substantial natural resources,
primarily, timber, fish and coal. Sawmills, canneries and mines sprung up and ships were built
to transport their products out through the Port of Coos Bay. However today, these resources
are diminished and the industries associated with them are no longer as dominant a part of the
economy as they once were. The economy continues to transition and now is also dependent
upon other sectors such as health care, retail trade and the service industry including tourism.
The Oregon International Port of Coos Bay
The Oregon International Port of Coos Bay does, however, continue to influence the Bay
Area economy. Coos Bay is one of the largest coastal deep draft ports on the west coast behind only San Francisco and Seattle. Per the US Army Corps of Engineers (USACE), 2.3
million tons of cargo (mainly wood products) valued at $25.1 million travels through the port
annually which included 26 million pounds of fish and shellfish landings in 2005. The
USACE maintains the Coos Bay and Siuslaw River jetties and channel including the boat
basin access channel at Charleston.
6
The Oregon International Port of Coos Bay is also involved in development projects which
stand to significantly impact economic development in the region. The Port agreed in
December 2008 to purchase and operate approximately 94 miles of rail line abandoned by the
Central Oregon & Pacific Railroad (CORP) in September 2007 due to safety concerns. The
Port has agreed to pay the 16.6 million dollars for the rail line. It is anticipated the Port will
then proceed to repair the line and sub-contract with a short-line rail operator to run the
railroad.
Another big project the Port is involved with is the proposed deep-water Liquefied Natural
Gas (LNG) terminal at Coos Bay. The Jordan Cove Energy Project as it is called is in the
planning stage and would require State and Federal Energy Regulatory Commission (FERC)
permitting and approval. The project involves the construction and operation of an LNG
terminal on Coos Bay which would receive the LNG via ships, store it and subsequently
deliver it via pipelines.
Figure 4 –Charleston Marina and the Oregon Dunes
7
The McCullough Bridge (Figure 5) is also a key infrastructure component in the Bay Area
and stretches out over a mile across the bay from the northern city limits of North Bend. Built
in 1936, the Bridge is a landmark and is arguably one of the most, if not the most, significant
structures architecturally on the entire Oregon Coast Highway. The 5,305 foot cantilever truss
has many architectural and decorative features and has been referred to as the gateway to the
Oregon Dunes which begin just north of the bridge.
Figure 5 – McCullough Bridge
Southwest Oregon Regional Airport
Another key transportation infrastructure element critical to the area’s economy is the
Southwest Oregon Regional Airport (SORA) in North Bend. The airport provides critical
access to air service for Confederated Tribes members and staff traveling for business. The
airport is the Oregon Coast’s only commercial airport which provides access to some of the
major tourist destinations in Coos County. These destinations include the Bandon Dunes Golf
Resort, the Coquille Indian Tribe’s Mill Casino and Hotel in Coos Bay and the Charleston
Marina near the mouth of Coos Bay. Another draw is the Oregon Dunes National Recreation
Area, just north of North Bend, which hosts an annual Dunefest celebration.
United Airlines (Skywest Express) provides service from the Southwest Oregon Regional
Airport to the San Francisco International and Portland International Airports. Many private
jets arrive at the airport too oftentimes carrying golfers destined for the Bandon Dunes Resort.
The USCG Air Station and USCG Sector Headquarters are also located at the Southwest
Oregon Regional Airport facility. The airport has just completed $31 million dollars in
upgrades to the facility including a new terminal. It is estimated that between 60,000 and
70,000 people currently pass through this airport.
8
Cape Arago Highway
Cape Arago Highway is a key transportation infrastructure element as it is a major east-west
and north-south route in the Bay Area. This route provides arterial access to the majority of
the Tribe’s Bay Area properties. Tribal Members and staff utilize this route regularly for
accessing housing at Qaxas Heights, their work at either Tribal Administration or Three
Rivers Casino and visiting/working at Baldich (Chiefs Island and Gregory Point) and Coos
Head.
Cape Arago Highway begins at milepost 235.41 of Highway 101 and then travels west along
Virginia Avenue. It then travels south on Broadway Avenue and west on Newmark Avenue in
North Bend. The City of Coos Bay then has jurisdiction of Cape Arago Highway between
Cape Arago Highway mileposts 2.24 and 4.49. The highway returns to State jurisdiction south
of the City of Coos Bay and crosses the South Slough at the South Slough Drawbridge at
milepost 8.33, another key infrastructure element.
Cape Arago Highway south of Coos Bay provides access to Charleston, the Charleston
Marina, the Oregon Institute of Marine Biology and South Slough National Estuarine
Research Reserve before it travels along the Pacific Ocean. It is the gateway to many of the
premiere cultural sites, trails and recreational destinations in Coos County. Bastendorf Beach
County Park, Sunset Bay State Park and Shore Acres State Park are all located along Cape
Arago Highway and the highway ends at Cape Arago State Park at milepost 14.15. Gregory
Point, also located along Cape Arago Highway, is especially significant as it is one of the
critical few remaining Tribal cultural sites in Coos County. Coos Head, also located along
Cape Arago Highway, is being developed into an economic resource to diversify the tribal
economy.
Other Infrastructure
Another key transportation infrastructure element of Highway 101 is the Umpqua River
Bridge (figure 6) which was also built in 1936 by Conde McCullough. It is located at milepost
211.21 at the northern city limits of Reedsport. Highway 101 is critical for the Confederated
Tribes’ goal of economic self sufficiency as tourists regularly travel this scenic route along
the Pacific Ocean, and as tribal members and staff travel between administrative and
economic centers in Coos Bay and Florence.
Figure 6 - Umpqua River Bridge
9
Transportation Planning
The purpose of long-range transportation planning is to clearly demonstrate a tribe’s
transportation needs and to fulfill tribal goals by developing strategies to meet these needs. These
strategies should address future land use, economic development, traffic demand, public safety,
and health and social needs. The time horizon for long-range transportation planning should be 20
years to match state transportation planning horizons.
Indian Reservation Roads (IRR) Program
The bulk of the federal funding received to develop the Confederated Tribes transportation
infrastructure comes from the Indian Reservation Roads (IRR) program. The IRR program
funding is provided in the surface transportation act. The current act is the Safe, Accountable,
Flexible, Efficient, Transportation Equity Act: A Legacy for Users (SAFETEA-LU) and is
authorized for 5 years (FFYs 2005-2009).
The IRR program is jointly administered through a Memorandum of Agreement between the
Federal Highway Administration’s (FHWA) Federal Lands Highway Program (FLHP) and
the Bureau of Indian Affairs. The IRR Program Regulations are found in the Federal Register,
25 C.F.R. 170 (Final Rule of July 19, 2004), which provides the framework for participation
in the IRR Program.
The Confederated Tribes’ receive a “Tribal Share” of construction funding through their
participation in the IRR program. The Tribal Share is determined, in big part, by the Relative
Need Distribution Formula (RNDF) which utilizes the Road Inventory Field Data System
(RIFDS) database to evaluate a tribe’s needs. The RIFDS road inventory database is updated
annually and the Long Range Transportation Plan (LRTP) and Tribal Transportation
Improvement Program (TTIP) documents are required attachments.
A TTIP is a financially constrained prioritized list of the Tribes projects needing funding and
along with Long Range Transportation Plans and Priority Lists are adopted through formal
Tribal Government action. The BIA Area Offices collect and combine the TTIPs into Control
Schedules which are then developed into an Indian Reservation Road Transportation
Improvement Program (IRR TIP) by the BIA Division of Transportation for each State where
Indian reservation roads exist. An approved IRR TIP included in the State Transportation
Improvement Program (STIP) is the official document which authorizes obligation of
Highway Trust Funds for IRR construction projects.
Activities eligible for transportation planning funding under the IRR Program include, but are not
limited to, the following:
Planning activities for other modes of transportation such as mass transit, air, etc., and
intermodal connections.
Development of rural addressing and street maps. Researching right-of-way records
for transportation planning purposes.
Indian Reservations Roads (IRR) road inventory and/or bridge inventory
Measurement of traffic
Analysis of transportation need based on current and proposed land use
10
Trip generation studies
Calculation of road/intersection capacities
Development and use of management systems
Development/updating of Tribal long-term transportation plans
Project priority analysis
Development/updating of Transportation Improvement Programs (TIP)
Special transportation studies:
Bicycle paths
Pedestrian walkways
Access to other facilities (i.e., airports, waterways, rail stations, bus terminals, regional
refuse station, recreational facilities)
Scenic area pullouts, rest areas, and parking.
Transit planning
Development of maintenance maps
Bureau of Indian Affairs functional classification of roads
Transportation Goals
A safe and efficient Tribal transportation system responsive to the needs of the Tribe
and community.
A Tribal transportation system that supports and fosters economic development.
A Tribal Transportation program that provides for increased opportunities for Tribal
Members.
An expanded Tribal Government capacity to plan, develop and manage transportation
systems and facilities.
Recommendations
The first recommendation is to continue to conduct the annual transportation planning
performed through the Confederated Tribes’ P.L 93-638 contract with the Bureau of Indian
Affairs. The Confederated Tribe should continue to support those transportation planning
functions performed in-house which facilitate the further development of the Confederated
Tribes’ projects and the development of the funding sources needed to complete them. These
functions include:
update and review of the Long Range Transportation Plan
development of the Tribal Transportation Improvement Program
update to the Tribal transportation inventory database
The following short, mid and long term recommendations are a product of these planning
processes. They underscore the Confederated Tribes’ transportation planning capacity and the
importance of this planning.
11
Short Term (2010-2014)
(1) Location: Tribal Hall Trail – Tribal Hall
Description: Grading, drainage, addition of gravel surface and/or bituminous
overlay
Length: 0.20 miles
Reason: Trail, improved access to Tribal Village and parking
Project Type: Trail Improvement
Estimated Cost: $480,000
(2) Location: Main Base Road – Coos Head
Description: Reconstruction
Length: 0.35 miles
Reason: Upgrade route providing access to the Confederated Tribes’ planned
administrative facilities at Coos Head.
Project Type: Road Improvement
Estimated Cost: $750,000
(3) Location: Severy Access – Hatch and Severy Tract
Description: Grading, drainage, addition of gravel surface and bituminous overlay
Length: 0.5 miles
Reason: Access route to planned residential properties on the Hatch and Severy
Tracts
Project Type: New Construction
Estimated Cost: $1,200,000
Mid Term (2015-2024)
(4) Location: Munsel Lake Access – Munsel Lake Property
Description: New road construction
Length: 0.50 miles
Reason: Road will provide access to the Confederated Tribes’ pristine Munsel Lake
property which currently is only accessible by boat
Project Type: New construction
Estimated Cost: TBD
(5) Location: Neese Street – Tribal Hall
Description: Redesign
Length: 0.20 miles
Reason: City of Coos Bay owned gravel road adjacent to Tribal Hall requires
import, grading and paving
Project Type: Redesign
Estimated Cost: TBD
(6) Location: Base Access – Coos Head
Description: New road construction
Length: 0.50 miles
Reason: Road will provide access to the Confederated Tribes’ development
Project Type: New construction
Estimated Cost: TBD
12
(7) Location: Highway 126 – Three Rivers Casino
Description: Traffic Signal at intersection with Casino South
Length: 0.10 miles
Reason: A traffic signal will be needed to accommodate anticipated increase in
traffic on route providing access to Three Rivers Casino
Project Type: Road improvement
Estimated Cost: TBD
(8) Location: Radar Road – Administration Building
Description: Traffic signal at Ocean Boulevard and Radar Road
Length: 0.20 miles
Reason: Road provides access to administration building and current design presents
safety concerns
Project Type: Road improvement
Estimated Cost: TBD
Long Term (2025-2029)
(9) Location: Cape Arago Highway – Coos Head and Gregory Point
Description: Road widening and improvement from South Slough Bridge to Cape
Arago
Length: 5.6 miles
Reason: Road will provide access to Tribal cultural, governmental and recreational
activities
Project Type: Road Improvement
Estimated Cost: TBD
(10) Location: Highway 126 – Florence to Springfield
Description: Road widening and improvement for safety and increased capacity
Length: 5.6 miles
Reason: Narrow road with many curves and few passing lands poses safety
concerns, increases travel time between Florence and Eugene-Springfield deterring
travel.
Project Type: Road Improvement
Estimated Cost: TBD
Miscellaneous Recommendations:
(11) The expansion of the Confederated Tribes’ reservation land and the redesignation of a
portion of federal forest land as Indian Trust Land will result in a significant increase
in the Confederated Tribes’ inventory of Indian Reservation Roads. A significant
increase in inventory of Indian Reservation Roads will require an equally significant
effort to evaluate the condition of the roads and incorporate them into the
transportation plan.
(12) Currently, a significant amount of the Confederated Tribes’ Indian Reservation Road
Inventory consists of non-BIA roads. Continue to develop cooperative relationships at
the state, county and local levels. Educate partners on the IRR system and how it
benefits the entire community. Address their concerns and as appropriate incorporate
their recommendations or projects into the Tribal Transportation Plan.
13
Appendix A – Maps
14
15
16
Appendix B – Sources
This document is derived from original research and review of existing literature and
information. The research included infield on-site visits for IRR inventory data collection.
Source materials for the review of existing documents included:
1. Confederated Tribes of Coos, Lower Umpqua and Siuslaw Indian Reservation
Roads inventory.
2. Confederated Tribes of Coos, Lower Umpqua and Siuslaw Indian Reservation
Transportation Plan 1993 and updated plan “Preliminary Draft 2000”.
3. Bureau of Indian Affairs Portland Area Office roadway construction Control
Schedule 2008 and 2009.
4. Radar Hill Land Purchase for housing (completed September 8, 1999)
environmental assessment. Also known as the Elks property purchase.
5. Coos Bay 2004 Draft Transportation Plan
6. Coos County Transportation Plan (September 1999)
7. Confederated Tribes of Coos, Lower Umpqua and Siuslaw Indians Reservation
Plan and Forest Land Restoration Proposal (Revised June 2002).
8. A variety of other local government publications.
17
Appendix C – Inventory Detail
Route Name
Route # Section # Need Owner
Length
(miles)
Description/Milepost #/Status
Casino South
10
10
0
2
0.2
Official
Casino East
20
10
0
2
0.3
Official
Casino North
30
10
4
2
0.3
AKA Severy Access/Official
Casino West
40
10
4
2
0.1
Official
Highway 101
101
5
2
3
0.2
M.P. 187.76 to 188.01/New
Highway 101
101
10
2
3
0.2
M.P. 188.01 to 188.2/New
Highway 101
101
15
2
3
0.1
M.P. 188.2 to 188.24/New
Highway 101
101
20
2
3
0.1
M.P. 188.24 to 188.26/New
Highway 101
101
25
2
3
0.3
M.P. 188.26 to 188.56/New
Highway 101
101
30
2
3
0.1
M.P. 188.56 to 188.62/New
Highway 101
101
35
2
3
0.1
M.P. 188.62 to 188.68/New
Highway 101
101
40
2
3
0.1
M.P. 188.68 to 188.73/New
Highway 101
101
45
2
3
0.1
M.P. 188.73 to 188.85/New
Highway 101
101
50
2
3
0.1
M.P. 188.85 to 188.91/New
Highway 101
101
55
2
3
0.1
M.P. 188.91 to 188.97/New
Highway 101
101
60
2
3
0.1
M.P. 188.97 to 189.03/New
Highway 101
101
65
2
3
0.1
M.P. 189.03 to 189.09/New
Highway 101
101
70
2
3
0.1
M.P. 189.09 to 189.14/New
Highway 101
101
75
2
3
0.1
M.P. 189.14 to 189.21/New
Highway 101
101
80
2
3
0.1
M.P. 189.21 to 189.26/New
Highway 101
101
85
2
3
0.2
M.P. 189.26 to 189.44/New
Highway 101
101
90
2
3
0.1
M.P. 189.44 to 189.51/New
Highway 101
101
95
2
3
0.1
M.P. 189.51 to 189.56/New
Highway 101
101
100
2
3
0.1
M.P. 189.56 to 189.61/New
Highway 101
101
105
2
3
0.1
M.P. 189.61 to 189.67/New
Highway 101
101
110
2
3
0.1
M.P. 189.67 to 189.73/New
Highway 101
101
115
2
3
0.1
M.P. 189.73 to 189.79/New
Highway 101
101
120
2
3
0.1
M.P. 189.79 to 189.85/New
Highway 101
101
125
2
3
0.1
M.P. 189.85 to 189.97/New
Highway 101
101
130
2
3
0.1
M.P. 189.97 to 190.03/New
Highway 101
101
135
2
3
0.1
M.P. 190.03 to 190.16/New
18
Highway 101
101
140
2
3
0.1
M.P. 190.16 to 190.23/New
Highway 101
101
145
2
3
0.1
M.P. 190.23 to 190.29/New
Highway 101
101
150
2
3
0.1
M.P. 190.29 to 190.39/New
Highway 101
101
155
2
3
0.1
M.P. 190.39 to 190.46/New
Highway 101
101
160
2
3
0.1
M.P. 190.46 to 190.53/New
Highway 101
101
165
2
3
0.1
M.P. 190.53 to 190.59/New
Highway 101
101
170
2
3
0.1
M.P. 190.59 to 190.72/New
Highway 101
101
175
2
3
0.1
M.P. 190.72 to 190.81/New
Highway 101
101
180
2
3
0.1
M.P. 190.81 to 190.84/New
Highway 101
101
185
2
3
0.3
M.P. 190.81 to 191.19/New
Highway 101
101
190
2
3
0.2
M.P. 191.19 to 191.35/New
Highway 101
101
195
2
3
0.4
M.P. 191.35 to 191.75/New
Highway 101
101
200
2
3
0.3
M.P. 191.75 to 192.08/New
Highway 101
101
205
2
3
0.1
M.P. 192.08 to 192.15/New
Highway 101
101
210
2
3
0.1
M.P. 192.15 to 192.28/New
Highway 101
101
215
2
3
0.3
M.P. 192.28 to 192.61/New
Highway 101
101
220
2
3
0.3
M.P. 192.61 to 192.91/New
Highway 101
101
225
2
3
0.6
M.P. 192.91 to 193.47/New
Highway 101
101
230
2
3
0.9
M.P. 193.47 to 194.41/New
Highway 101
101
235
2
3
0.6
M.P. 194.41 to 195.04/New
Highway 101
101
240
2
3
0.9
M.P. 195.04 to 195.98/New
Highway 101
101
245
2
3
0.7
M.P. 195.98 to 196.71/New
Highway 101
101
250
2
3
0.2
M.P. 196.71 to 196.97/New
Highway 101
101
255
2
3
1
M.P. 196.97 to 198.09/New
Highway 101
101
260
2
3
0.5
M.P. 198.09 to 198.57/New
Highway 101
101
265
2
3
8.2
M.P. 198.57 to 206.81/New
Highway 101
101
270
2
3
0.7
M.P. 206.81 to 207.56/New
Highway 101
101
275
2
3
1
M.P. 207.56 to 208.51/New
Highway 101
101
280
2
3
0.7
M.P. 208.51 to 209.3/New
Highway 101
101
285
2
3
0.3
M.P. 209.3 to 209.64/New
Highway 101
101
290
2
3
0.5
M.P. 209.64 to 210.31/New
Highway 101
101
295
2
3
0.3
M.P. 210.31 to 210.61/New
Highway 101
101
300
2
3
0.3
M.P. 210.61 to 211.00/New
Highway 101
101
305
2
3
0.4
M.P. 211.00 to 211.42/New
19
Highway 101
101
310
2
3
0.1
M.P. 211.42 to 211.52/New
Highway 101
101
315
2
3
1.2
M.P. 211.52 to 212.74/New
Highway 101
101
320
2
3
0.4
M.P. 212.74 to 213.40/New
Highway 101
101
325
2
3
0.2
M.P. 213.4 to 213.63/New
Highway 101
101
330
2
3
1.4
M.P. 213.66 to 215.04/New
Highway 101
101
335
2
3
0.7
M.P. 215.04 to 215.74/New
Highway 101
101
340
2
3
0.3
M.P. 215.74 to 216.00/New
Highway 101
101
345
2
3
1
M.P. 216.00 to 217.04/New
Highway 101
101
350
2
3
2.1
M.P. 217.04 to 219.17/New
Highway 101
101
355
2
3
0.7
M.P. 219.17 to 219.87/New
Highway 101
101
360
2
3
0.7
M.P. 219.87 to 220.58/New
Highway 101
101
365
2
3
0.8
M.P. 220.58 to 221.36/New
Highway 101
101
370
2
3
0.9
M.P. 221.36 to 222.28/New
Highway 101
101
375
2
3
0.4
M.P. 222.28 to 222.73/New
Highway 101
101
380
2
3
0.8
M.P. 222.73 to 223.17/New
Highway 101
101
385
2
3
0.1
M.P. 223.17 to 223.25/New
Highway 101
101
390
2
3
0.3
M.P. 223.25 to 223.59/New
Highway 101
101
395
2
3
0.6
M.P. 223.59 to 224.12/New
Highway 101
101
400
2
3
0.8
M.P. 224.12 to 224.89/New
Highway 101
101
405
2
3
1.5
M.P. 224.89 to 226.42/New
Highway 101
101
410
2
3
1.4
M.P. 226.42 to 227.79/New
Highway 101
101
415
2
3
0.7
M.P. 227.79 to 228.5/New
Highway 101
101
420
2
3
0.4
M.P. 228.5 to 228.88/New
Highway 101
101
425
2
3
0.5
M.P. 228.88 to 229.46/New
Highway 101
101
430
2
3
0.4
M.P. 229.46 to 229.87/New
Highway 101
101
435
2
3
2.3
M.P. 229.87 to 232.13/New
Highway 101
101
440
2
3
0.7
M.P. 232.13 to 232.8/New
Highway 101
101
445
2
3
0.2
M.P. 232.8 to 233.01/New
Highway 101
101
450
2
3
0.2
M.P. 233.01 to 233.17/New
Highway 101
101
455
2
3
0.3
M.P. 233.17 to 233.46/New
Highway 101
101
460
2
3
1
M.P. 233.46 to 234.48/New
Highway 101
101
465
2
3
0.1
M.P. 234.48 to 234.56/New
Highway 101
101
470
2
3
0.1
M.P. 234.56 to 234.69/New
Highway 101
101
475
2
3
0.4
M.P. 234.69 to 235.09/New
20
Highway 101
101
480
2
3
0.3
M.P. 235.09 to 235.41/New
Highway 101
101
485
2
3
0.6
M.P. 235.41 to 236.06/New
Highway 101
101
490
2
3
0.3
M.P. 235.09 to 235.41/New
Highway 101
101
495
2
3
0.6
M.P. 235.41 to 236.06/New
Highway 101
101
500
2
3
0.4
M.P. 236.06 to 236.49/New
Highway 101
101
505
2
3
1.1
M.P. 236.49 to 237.6/New
Highway 101
101
510
2
3
1.5
M.P. 237.6 to 239.08/New
Highway 101
101
515
2
3
1.5
M.P. 237.6 to 239.08/New
Highway 101
101
520
2
3
1.5
M.P. 239.08 to 239.25/New
Ocean Boulevard
1101
810
2
4
0.3
Official
Highway 126
1126
810
2
3
1.0
Official
Cape Arago Hwy
1240
10
2
3
0.8
Official
Cape Arago Hwy
1240
20
2
3
1
Official
Cape Arago Hwy
1240
30
2
3
0.5
Official
Cape Arago Hwy
1240
40
2
3
3.6
Official
Cape Arago Hwy
1240
50
2
3
1192 ft
Official
Cape Arago Hwy
1240
60
2
3
5.6
Official
Cape Arago Hwy
1240
810
2
3
5.6
Official
Newmark Avenue
1250
10
2
4
0.4
New
Newmark Avenue
1250
20
2
4
0.3
New
Newmark Avenue
1250
30
2
4
0.7
New
Empire Boulevard
1260
10
2
4
0.8
New
East Bay Drive
2010
10
2
5
3.3
Official
Kentuck Slough Road
2020
10
2
5
0.9
Official
Sixes River Road
2030
10
2
5
4.8
Official
North Fork Road
2040
10
2
5
3.0
Official
Miluk Village Access
2050
10
1
2
0.1
Official
Radar Road
3010
10
2
4
0.1
Official
Radar Road
3010
20
2
4
0.2
Official
Neese Street
3020
10
2
4
0.1
Official
Wallace Street
3030
10
4
4
0.1
Official
Woolridge Street
3040
10
4
4
0.1
Official
Flanagan Avenue
3050
10
2
3
0.3
Official
Tribal Hall Road
3060
10
1
2
0.1
Official
21
Tribal Hall Trail
3070
10
4
2
0.1
Official
Lakeshore Drive
3080
10
2
4
0.2
Official
Wasson Street
3090
10
2
4
0.5
Official
Virginia Avenue
3100
10
2
4
0.1
Official
Virginia Avenue
3100
20
2
4
0.1
Official
Connecticut Avenue
3110
10
2
4
0.1
Official
Oak Street
3130
10
2
4
0.1
Official
Kusa Avenue
3200
20
2
2
0.1
Official
Admin East Road
3210
10
1
2
0.1
New
Fulton Avenue
3220
10
2
4
0.2
New
Coalbank Lane
3300
10
2
5
0.3
New
N Flanagan Street
3310
10
2
5
0.1
New
Myrtle Avenue
3400
10
2
4
0.1
New
Kingwood Avenue
3410
10
2
4
0.1
New
N 6th Street
3420
10
2
4
0.1
New
Pine Street
4010
10
0
4
0.1
Official
Qaxas Street
4020
10
0
2
0.1
Official
Munsel Lake Road
4100
10
2
5
0.1
Official
Munsel Lake Road
4100
20
2
4
0.7
Official
Munsel Lake Road
4100
30
2
5
1
New
Munsel Lake Road
4100
40
2
4
0.4
New
Libby Lane
4700
10
2
5
5.8
New
Southwest Boulevard
4710
10
2
5
0.2
New
Southwest Boulevard
4710
20
2
4
1.0
New
Lockhart Avenue
4720
10
2
4
0.2
New
4th Street
4730
10
2
4
0.2
New
Johnson Street
4740
10
2
4
0.2
New
Main Base Road
4800
10
1
2
0.2
Official
Coos Head Road
5000
10
2
5
0.2
New
Base Access Road
5100
10
4
2
0.5
Official
Lighthouse Way
5200
10
2
5
0.1
New
Lighthouse Way
5200
20
2
2
0.1
New
Lighthouse Way
5200
30
2
2
0.1
New
Lighthouse Trail
5300
10
1
2
0.1
New
22
Lighthouse Trail
5300
20
1
2
0.1
New
Table field codes
Need field code:
0 – Transportation facilities which have been improved to their acceptable standard or
projects/facilities proposed to receive construction funds on an IRRTIP are not eligible for
future inclusion in the calculation of the CTC portion of the formula for a period of 5
years thereafter
1 – Existing BIA Roads needing improvements
2 – Construction need other than BIA roads needing improvement
3 – Substandard or other roads for which no improvements are planned
4 – Roads that do not currently exist and need to be constructed, Proposed Roads
Ownership field code:
1 – BIA including offices in the BIA
2 – Tribe
3 – State
4 – Urban
5 – County and Township
7 – Other Federal
8 – Other
23
This is a copy of a public record, reproduced as it was published. It is not legal advice, and it may not be the version a court would rely on. Check the official source before you cite it.