The Mountain Loop Highway is a main route, taking outdoor enthusiasts to some of the most popular recreation spots in the area. It is just south of, and affects our friends in the community of Darrington. There is a group that spearheading efforts to finish paving the entire loop. Here are some answers by the Pave the Mountain Loop group to the questions we asked them.
What is the objective of this plan?
In 1975, the Federal Highways Administration (FHA) published an Environmental Impact Statement (EIS) which proposed completion of a paved two lane scenic highway from Barlow Pass to Darrington. In 1986 the segment from Darrington to the Whitechuck River was paved. In the 1990’s, FHA was ready to prepare an EIS to address paving of the remaining 14 miles of gravel highway. This project was abandoned when the Forest Service, FHA and Snohomish County decided not to proceed with the work due to lack of broad based and active support for it. We learned a lot from this last effort and believe the time is right to finally complete the loop.
What are some of the reason for paving the remaining 14 miles of the Mountain Loop?
- Improve and Increase Accessibility between Granite Falls and Darrington The remaining gravel segment of the Mountain Loop is a significant deterrent to recreational traffic by people unaccustomed to driving gravel roads (most of the residents of Snohomish County). The Forest Service is increasingly unable to maintain the gravel portion of the road. Paving the gravel segment would significantly increase traffic over the Loop between Granite Falls and Darrington and other points beyond
- Produce Significant Economic Benefits for Communities along the Route As described below, expenditures of “day trip” travel over the loop may produce or induce significant economic benefits for communities along or near the route. In the long run, travel over the route may provide the incentive to develop infrastructure which will increase overnight stays in these same communities. The recently completed North Stillaguamish Economic Redevelopment Strategy (July 24, 2015) recommends the gravel segment be paved.
- Improve Air Quality and the Recreational Experience In summer, the gravel portion of the road is very dusty and vehicles driving it create clouds of dust which obscure the sight distance of drivers and cover tents and vehicles in dispersed camping areas adjacent to the road.
- Increase Winter Recreation Opportunities Collaterally with the project or subsequent construction of snow parks (on the Darrington side near Bedal Creek and/or the junction with FS Road No. 49) could significantly increase winter recreation use and enjoyment of the area. There is no proposal to change the winter closure of the road from Deer Creek to Bedal Creek in Winter (said another way, to plow this segment in winter). Paving the gravel segment would improve access and increase opportunities for interpretation and education related to forest management, and historical and other uses of the Upper Sauk River for present and future generations.
- Provide a Unique Loop Drive The Mountain Loop Highway (MLH) provides a unique loop drive opportunity to residents of Snohomish County (and the people of NW Washington generally) that can be driven in a day from many locations within the Puget Sound Area. There are no similar opportunities for such a day loop drive into spectacular mountain scenery in the County let alone NW Washington State.
- Provide an Alternate Route during Emergencies Paving the gravel segment of the Mountain Loop would significantly improve the capability of the road to provide a safe and accessible alternative route to passenger type vehicles and emergency vehicles into and out of Darrington, Silverton and other communities or residents in the event of future short or long term closures to Highway 530 or damage to the Mountain Loop Highway west of “Blue” Bridge (the bridge just before the road to Mount Pilchuck near Verlot).
Since the plan was passed over in the 90’s, what has been learned from that era?
The project failed because it was actively opposed by several non-governmental organizations and not actively supported by the towns of Granite Falls or Darrington, nor was an effort made to secure the active support of interest groups and urban residents in Snohomish County (and residents of King and Skagit County as well) who would drive the road if they knew about it and if it was paved. What needs to be done differently this time is to create an active constituency of local governments, Federal and State Representatives and Snohomish County Officials and interest groups who will step up when it counts at meetings or other venues and urge the project go forward.
What is the outlook for the road itself if it does get passed to be paved?
No one is talking about a high speed highway. It is envisioned that a design similar to that used for the Middle Fork Snoqualmie Road (MFSR) or Suiattle River Road relocation would be used for the MLH.
A design speed of 35 mph was selected for the MFSR based on the existing speed limits in place, the existing use of the facility, and the overall projected future primary use of the roadway by recreational users. Areas of lower speed limit may be posted, and additional traffic calming measures may be placed in areas where additional concerns, such as limited sight distance or congestion, would warrant a lower speed.
“The MFSR will be a 20-foot paved roadway width with sections of 18-foot width used in constrained locations. Minor horizontal and vertical alignment adjustments would be made as needed to help promote a design that would improve safety and blend with the context of the valley. Rather than excessively alter the existing alignment, traffic control devices would be placed at some of the tighter curves to improve safety and warn motorists of roadway conditions. Retaining walls and shoulder stabilization may be used in areas where short walls or steeper slopes would help reduce impacts on either the fill side or cut side of the road. Potential placement of guardrails in these sections would be evaluated and used based on stabilization design.
What are the economic Implications of the Snohomish County Tourism Plan?
The County employed 14,545 workers in 20091 and attracted $911.6 million in visitor spending in
2008. Since the writing of the Strategic Plan for Tourism Development and Marketing in 2000, visitor spending in Snohomish County has grown by 28 percent. This growth was accomplished through a concerted effort by the County and its many tourism partners. An assertion made in 2000 remains true today: “Tourism in Snohomish County should continue to grow as an industry and has clearly not reached its tourism potential.”
According to 2009 data, an average travel party (not individual travelers) that stays overnight in Washington spends an average of $716 per trip, while a party that does not stay overnight contributes only $222 to the local economy.
If the Mountain Loop Highway would attract 100,000 day trips/year, the potential expenditures related to that level of use is $22 Million. (100,000 x $222). If additional infrastructure is made available to attract overnight stays in communities along the route, the potential grows to $71.6 million (100,000 x $716).
Finally, What is the projected cost for paving this section of the loop?
Based on the contract awarded to pave the Middle Fork Snoqualmie Road, it is estimated that it will cost $22 Million to pave the 14 mile gravel segment of the MLH (http://www.wfl.fhwa.dot.gov/projects/wa/snoqualmie/).
FHA would serve as the lead agency for the paving project and complete the environmental analysis, design and construction contract supervision. FHA can provide up to 86.5% of the funding for the project ($19 million), the remaining 13.5% ($3 million) must come from “matching” non-federal funds. FHA cannot proceed to expend such funds until interest in the project segment has been vested with Snohomish County via an easement or Maintenance Agreement with US Forest Service (See http://www.wfl.fhwa.dot.gov/programs/flap/wa/ for details regarding the project application process and the roles of other agencies).
Latest Announcement:
The big news is that Snohomish County and the Forest Service are discussing submittal of a proposal for a Feasibility Study of the gravel segment of the MLH that would be submitted to the Federal Highway Administration (FHA) in response to their Request for Project Proposals (RFP) that will be issued next month. Project proposals are due to FHA within 90 days of the issuance date of the RFP.
Completing a Feasibility Study can produce a number of benefits including frontloading the subsequent FHA NEPA process with strong alternative and design option evaluations including cost estimates, building public awareness of the project options, early identification of issues (which I think we already know most of but it will validate those in any case) and making the project more competitive in the FHA budgeting process when the time comes for submitting a proposal to FHA for the funding to undertake the actual reconstruction work. It is possible that this study could be completed by before the end of 2017. Here is a link to a completed Feasibility Study if you want to get a sense of what would be produced for the Loop:
We saw an article on www.northcascadehiker.com about the efforts to finish paving the Mountain Loop Highway out of Darrington. After reading the article (Click here for link), we contacted the ‘Pave the Mountain Loop’ Facebook Page to find out this information!
For up to date information go to their Facebook Page-
https://www.facebook.com/pavethemountainloophighway?fref=ts
