Analysis Topics: Sociocultural Resources 

Transportation 

Merced Wild and Scenic River Comprehensive Management Plan / DEIS 9-975

Transportation 

Affected Environment 

Regulatory Framework 

Management Policies 2006 

The National Park Service (NPS) Management Policies 2006, the basic service-wide policy document of

the NPS, establishes provisions for management of a wide range of activities within the park. 

Transportation-related topics addressed include the management of roads, traffic, parking, trails, 

bicycle paths, and many others. For example: 

 Park roads will be well-constructed, sensitive to natural and cultural resources, reflect the 

highest principles of park design, and enhance the visitor experience. Before roads are 

chronically at or near capacity, the use of alternative destination points or transportation 

systems or limitation on use will be considered as alternatives to road expansion. 

 All trails and walks will be carefully situated, designed, and managed to 

- reduce conflicts with automobiles and incompatible uses; 

- allow for a satisfying park experience; 

- allow accessibility by the greatest number of people; and 

- protect park resources. 

 Parking areas and overlooks will be located to not unacceptably intrude, by sight, sound, or 

other impact, on park resources or values. When parking areas are deemed necessary, they will 

be designed to harmoniously accommodate motor vehicles and other appropriate users. 

Permanent parking areas will not normally be sized for the peak use day, but rather for the use 

anticipated on the average weekend day during the peak season of use. 

Yosemite General Management Plan 

The 1980 General Management Plan for Yosemite National Park establishes general management 

planning and policy direction for the park. The document sets forth specific management goals, 

including markedly reducing traffic congestion, among others. In keeping with this vision, the plan sets 

forth specific measures intended to reduce and ultimately eliminate private automobile use within 

Yosemite Valley, including the removal of excess day parking spaces, improvement of the shuttle 

system, creation of opportunities for bicycling throughout the Valley, and enforcement of the park’s 

automobile capacity limitations. 

The Superintendent’s Compendium 

The Superintendent’s Compendium sets forth park policy on a wide range of specific activities within 

the park, including road closures; parking restrictions; vehicle load, weight, and size limits; speed 

limits; and bicycling, among many other provisions under the discretionary authority of the 
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9-976 Merced Wild and Scenic River Comprehensive Management Plan / DEIS

Superintendent. With regard to traffic management, the Superintendent’s Compendium helps guide 

park staff decision-making when traffic conditions reach certain threshold conditions. For example, 

the document states, “Visitors may enter Yosemite Valley until westbound traffic is backed-up from 

Lower Yosemite Falls to Curry Village Four-Way intersection or all day use parking spaces have been 

filled, and/or the 18,241-person capacity has been reached” (NPS 2011a). Other traffic management 

items in the Superintendent’s Compendium include the following: 

 All buses visiting Yosemite Valley, not including vans, are required to unload and pick up their 

passengers, and park only in areas designated by their commercial bus authorization. 

 Establish vehicle load, weight, and size limits, which are more restrictive than state law, for 

park roads. 

 Establish a 35 miles per hour (mph) maximum speed limit on park roads unless posted 

otherwise; specific lower maximum speed limits are established for roads under chain controls 

(25 mph) and for approaching or leaving all entrance station areas (20 mph). 

The Superintendent’s Compendium also sets forth park policy and regulations on commercial 

transportation within the park. 

Roadway System and Traffic Volumes 

Regional Roadway System 

California state highways leading into Yosemite 

National Park (Highways 41, 120, and 140) transition 

into an internal parkwide road system at the entrance 

stations. Although the State of California has a road 

right-of-way for Highway 140 through the El Portal 

Administrative Site, it has no rights-of-way through 

the park, so there are no state highways within the 

park boundaries; however, state highway numbers are 

used on park signs to help orient visitors. Additional 

transportation facilities within the park consist of a 

series of spur roads, access drives, pedestrian trails, 

bicycle paths, and parking areas leading from the main 

roads. The park has roughly 200 miles of roads, of 

which about 30 miles traverse the Yosemite Valley 

floor. Main points of park entry are shown in 

figure 9-40 and include: Arch Rock Entrance 

(El Portal Road/Highway 140), Big Oak Flat Entrance 

(Big Oak Flat Road/Highway 120), Hetch Hetchy 

Entrance (Hetch Hetchy Road), South Entrance 

(Wawona/Highway 41), and Tioga Pass Entrance 

(Tioga Road/Highway 120). 

Figure 9-40

Park Roadways
Analysis Topics: Sociocultural Resources 

Transportation 

Merced Wild and Scenic River Comprehensive Management Plan / DEIS 9-977

Yosemite’s road network, outside of Yosemite Valley, is generally characterized by one travel lane in 

each direction. Destinations throughout the Valley are accessed through a loop, comprised primarily 

of Southside Drive (inbound) and Northside Drive (outbound). The loop is connected by four 

crossings of the Merced River, as described below. On average, park road speed limits are around 

35 mph, lane widths are approximately 11 to 12 feet, and shoulder widths are roughly 0.5 feet to 2 feet. 

Major park roadways within the study corridors are described below (by segment), with traffic volume 

data recorded at fixed counter locations within the park during peak season periods. 

Traffic Volumes 

Traffic volumes within the park tend to be highest during the months of peak visitation, which are 

generally between May and September (Memorial Day to Labor Day), with July and August typically 

being the busiest months. Table 9-154 provides an overview of peak season traffic volumes in 2011 at 

the park’s entrance stations. 

TABLE 9-154: MONTHLY INBOUND VEHICLE TRAFFIC VOLUMES (IN 2011) AT PARK ENTRANCE STATIONS

Entrance 

Station 

May June July August September 

Total % Total % Total % Total % Total % 

Arch Rock 44,950 32 56,213 29 59,327 22 54,471 21 44,896 23 

Big Oak Flat 40,870 30 60,856 32 75,667 29 66,429 25 50,263 26 

Hetch Hetchy 5,312 4 6,475 3 5,360 2 3,892 1 3,194 2 

South 47,396 34 54,693 29 76,212 29 69,499 27 49,486 25 

Tioga Pass 0 0 13,200 7 48,050 18 66,650 26 48,000 24 

Total 138,528 100 191,437 100 264,616 100 260,941 100 195,839 100 

SOURCE: NPS 2011m 

Park traffic is comprised mainly of park visitors, and park employees (many of whom live along the 

Highway 140 corridor). As is evident from Table 9-154, vehicle entries are generally evenly spread 

among the entrance stations except for the Hetch Hetchy Entrance, which is the only entrance not 

directly accessible from a state highway and not connected to the park’s broader road network. In 

2011, traffic was heaviest in July, with the largest number of vehicles entering through the South 

Entrance. The Tioga Pass is closed seasonally due to snow, generally from November to May. This 

explains the absence of Tioga Pass traffic data for May, as well as that month’s comparatively low 

traffic volume. 

The vast majority of park visitors arrive by private automobile. A summer of 2007 park visitor survey 

(White and Aquino 2008) found that 84.4% of respondents arrived by private automobile. Other 

modes included commercial tour bus (4.8%), recreational vehicle (3.2%), and regional bus transit 

(1.3%). Among those who entered the park by private vehicle, nearly 87% traveled through the park in 

their private vehicle at least part of the time. However, more than 60% of these visitors also traveled 

via the Yosemite Valley Shuttle. Despite the attractiveness of the public transportation system, the 

prominence of private vehicle use among visitors creates complex traffic management challenges for 

park staff, especially on busy summer days. 
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Traffic volumes fluctuate seasonally, daily, and hourly within the park. As noted previously, traffic 

tends to be heaviest during the summer, between May and September. However, visitation patterns 

also vary based on day of the week and time of day, with traffic volumes in the park higher during 

weekends than on weekdays. Similarly, visitor travel to and from the park results in daily traffic peaks 

beginning in the late morning and lasting through early evening. While these fluctuations are seen 

throughout the park, their implications for Merced River management tend to be most pronounced 

within the Yosemite Valley area (Segment 2). Planning for management activities and facilities where 

peak conditions are significantly different from average typically applies the concept of design 

conditions, which address typically busy days during the peak season, but not the day with the highest 

visitation. 

The park typically experiences the highest traffic volumes on weekends during the summer, with peak 

volumes occurring during holiday weekends. During the peak season of 2011 (Memorial Day weekend 

through Labor Day weekend), an average of 5,749 vehicles entered Yosemite Valley on Southside 

Drive daily. On the busiest day (June 18), 7,345 vehicles entered the Valley; this represents an increase 

of 28% when compared to an average day. 

Daily traffic volumes recorded at fixed counter locations within the Yosemite Valley indicate a longterm historical trend of growth in traffic. Traffic volumes leveled off and even fell slightly between 

2001 and 2006. However, they have once again begun to rise and have approached historic highs (NPS 

2011n). Daily traffic volumes during most of the year do not exceed the capacity of any of the major 

roadways. Similarly, on busy summer days, travelers on most park roads during peak travel hours 

encounter only minor to moderate congestion. However, at key activity areas (popular attractions, 

parking areas, and major intersections) within Yosemite Valley, and at the park entrance stations, 

moderate to major congestion occurs (RSG 2011). Disruptions to traffic flow are often attributed to 

excessive circulation on roadways by visitors and tour bus drivers seeking parking spaces. 

To assist people in planning their trip to Yosemite, the park has a new tool (as of July 2012) to inform 

travelers of traffic congestion (heavy, moderate or light) in different areas of the park (Yosemite 

Valley, Tuolumne Meadows, Wawona and Mariposa Grove, and Glacier point). A weekly Traffic 

Forecast is available at the Yosemite web site’s Plan Your Visit page. Travelers can also sign up to 

receive the forecasts via email. 

Transit and Tour Bus Services 

Multiple transit services operate within Yosemite, including the Yosemite Area Regional Transit 

System (YARTS), external tour bus operators, and concessioner-operated in-park shuttle and tour bus 

services. With the exception of shuttle bus services in Tuolumne Meadows and to the Mariposa Grove 

from Wawona, nearly all buses travel to and from or within Yosemite Valley. As discussed in the 

following sections, while bus visitation represents a relatively small proportion of total annual 

visitation, a large number of visitors to the park rely on transit between destinations within the park. 

Bus visitation trends are briefly discussed in the following paragraphs, followed by a description of 

transit services within the park. 
Analysis Topics: Sociocultural Resources 

Transportation 

Merced Wild and Scenic River Comprehensive Management Plan / DEIS 9-979

Bus Visitation Overview 

The NPS tracks the number of buses entering the park, as well as the number of visitors that arrive by 

bus. Figure 9-41 shows the number of visitors arriving by bus along with the number of buses entering 

the park for the period between 1990 and 2011 (NPS 2011m). As shown in figure 9-41, the number of 

visitors traveling to the park by bus steadily increased from 1990 (258,412 visitors and 10,784 buses) to 

1996 (457,896 visitors and 17,656 buses). Between 1996 through 2003, both the number of visitors 

arriving by bus and the number of buses dropped by more than 50%. In 2003, 200,818 visitors arrived 

on 7,021 buses. In the years since, both the number of buses and bus ridership has fluctuated, but 

generally increased. In 2011, 300,979 visitors arrived by 10,565 buses. With some variation, the pattern 

of visitors arriving by bus over this period generally follows the pattern for overall park visitation for 

this same period. In 1996, 14% of visitors to the park arrived by bus. By 2003, that number had 

declined to 6%. In 2011, visitors arriving by bus comprised slightly more than 7% of total visitation. 

Figure 9-41 

Bus Visitation to Yosemite National Park and 

Number of Buses, 1990–2011 

Figure 9-42 shows the percentage of annual buses as well bus visitation by month averaged over the 

2000 to 2011 period. As shown in the figure, about 15% of the people who visit Yosemite by buses 

during an average year arrive during the peak months of August and September, respectively, with 

May, June, and July each accounting for 11% to 13% of annual visits by bus. Visitation by bus is lowest 

in the off-peak months of November through February, when combined ridership for these months 

constitutes just 13% of total annual ridership. The monthly patterns of visitation to Yosemite by bus 

have remained relatively constant over the last decade (NPS 2011m). 

Buses providing day tours with no overnight stay arrive at the park in mid- to late morning and depart 

the park in mid-to late afternoon, with duration of park visit ranging from four to six hours. Buses that 

bring visitors to the park for overnight stays generally follow the same routine as for day trips, the 

exception being that when buses arrive at Yosemite Lodge, visitors depart and check into the lodge for 
AFFECTED ENVIRONMENT AND ENVIRONMENTAL CONSEQUENCES

9-980 Merced Wild and Scenic River Comprehensive Management Plan / DEIS

Figure 9-42

Percent of Annual Buses and Bus Visitors by Month 

(Ten-Year Average) 

their overnight stay. The bus then departs with tour guests who were brought to the park one day to 

three days earlier and have checked out of Yosemite Lodge for a return trip back to their point of 

origin or to another out-of-park destination. 

Regional Bus Transit 

Yosemite Area Regional Transportation System 

The YARTS was formed in 1999 by a Joint Powers Authority made up of the member counties of 

Mariposa, Merced, and Mono. YARTS provides regional bus service with four daily runs from Merced 

to Yosemite Valley, four daily runs from Mariposa to the Valley, and one daily run from Sonora to the 

Valley. Less service is provided on weekends, and more service is provided in summer, including a 

daily round-trip from Mammoth and points in Mono County through the Tuolumne Meadows area 

and connection to Valley buses. Through its connection with Amtrak, YARTS provides public transit 

services from San Francisco Bay Area airports, including the San Francisco, San Jose and Oakland 

international airports, and from the Fresno International Airport. 

YARTS service began operations in 2000 in order to provide an alternative mode of transportation to 

and from Yosemite. The service is designed to serve the following traveling patterns: 

 visitors staying in the neighboring gateway communities and visiting Yosemite 

 employees along the Highway 140 corridor who work in El Portal or Yosemite 

 students and employees who travel to Merced for school and/or work 

 visitors who travel from Mono County to Yosemite for recreation during the summer only 
Analysis Topics: Sociocultural Resources 

Transportation 

Merced Wild and Scenic River Comprehensive Management Plan / DEIS 9-981

 In summer 2012, YARTS added daily round trip visitor transportation services between 

Sonora/Jamestown, Groveland, Buck Meadows and other destinations along Highway 120 

west to Yosemite Valley. 

Figure 9-43 presents YARTS ridership data for employees, visitors, and others along the Highway 140 

corridor from May 2006 through September 2011 (NPS 2011o). During this timeframe, the trend in 

overall ridership has been consistent, although distinct seasonal patterns have developed. 

NOTE: Chart does not reflect Amtrak ridership. 

SOURCE: NPS 2011o. 

Figure 9-43

YARTS Ridership along Highway 140

May 2006 through September 2011

As is evident from the table, employee ridership remains fairly consistent throughout the year, while 

total ridership fluctuates dramatically based on season. Total ridership tends to be highest during peak 

summer months (e.g., May through September). Average peak month ridership between 2006 and 

2011 ranged from 5,682 (May) to 8,696 (June). Conversely, ridership is lowest during the off-peak 

months (e.g., November through February). Average off-peak month ridership between 2006 and 2011 

ranged from 3,689 (February) to 4,119 (December) (NPS 2011o). 

YARTS ridership to the park along the Highway 140 corridor represents a very small percentage of 

total park visitation. However, the summer 2007 visitor survey found that the YARTS bus service is 

very important to its riders (White and Aquino 2008). For the years 2006 through 2011, total annual 

YARTS ridership ranged from a low of 49,924 in 2006 to a high of 77,281 in 2011, representing 

between 1.5% and 1.9% of total park visitation for the respective years. Visitor ridership closely 

follows the seasonal visitation numbers for the park, with the four summer months of May through 

September representing approximately 50% of total visitor ridership for the years 2006 through 2011 

(NPS 2011o). It is assumed this trend would continue in the future. 
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9-982 Merced Wild and Scenic River Comprehensive Management Plan / DEIS

Parking Areas 

Parking supply within the park consists of designated day use and overnight visitor, employee, and 

resident lots, located throughout the primary developed areas of Yosemite Valley, El Portal 

Administrative Site, and Wawona. Other designated parking areas include trailhead parking lots and 

paved turn-outs along park roads. In addition, during peak summer days, motorists rely on an 

increasing number of informal areas for parking, such as unpaved roadside shoulders. Despite the 

potential resource impacts associated with use of these informal parking areas, the park depends upon 

these areas to satisfy parking demand during peak periods. Parking shortages are a substantial 

contributor to vehicle congestion within some areas of the river corridor, in particular the Yosemite 

Valley portion of the corridor. Congestion and crowding can degrade the overall visitor experience. 

The 2005 visitor survey found that parking areas were the most frequently mentioned locations where 

visitors felt crowded (Littlejohn et al. 2005). The park uses traffic management personnel to actively 

manage traffic and parking conditions. The number of parking spaces varies depending upon the way 

visitors configure their vehicles and the types of vehicles in an area. For example, RVs typically take 

more space than a sedan, and directing RVs to different areas increases the number of spaces available 

for sedans. 

Segment 2: Yosemite Valley 

Roadway System 

The Valley Loop Road, shown in figure 9-44, is an approximately 12-mile-long combination oneway/two-way loop road that provides primary circulation within Yosemite Valley. It also connects 

the other major roads, facilitating through-park travel, and is maintained for year-round use. The 

pavement width is about 21 feet, and there are two travel lanes. Four bridges across the Merced River 

connect the roadway that runs parallel to the south Valley wall (Southside Drive) with the roadway on 

the north (Northside Drive). One-way operation is maintained along Southside Drive from Pohono 

Bridge in the West Valley to Stoneman Bridge near Curry Village in the East Valley. Two segments 

of one-way travel are maintained on Northside Drive. The first one-way section extends from 

Stoneman Bridge to Yosemite Village. The second one-way section extends from 100 yards west of 

Camp 4 to the Pohono Bridge. Two-way traffic is allowed between Camp 4 and Yosemite Village on 

Northside Drive. 

In addition to Pohono and Stoneman bridges, connections between Northside Drive and Southside 

Drive are provided at El Capitan Bridge and at Sentinel Bridge near the Yosemite Chapel. Average 

daily traffic volumes in July 2011 were about 6,196 vehicles on Southside Drive and 6,240 vehicles on 

Northside Drive (NPS 2011n).The discrepancy between inbound and outbound traffic is likely 

because not every vehicle that enters the Valley leaves the Valley on the same day. Average daily 

volumes on peak weekends and peak holiday weekends have exceeded the July 2011 daily average in 

the past. In addition, monthly daily average traffic volumes may vary from those stated above. 
Analysis Topics: Sociocultural Resources 

Transportation 

Merced Wild and Scenic River Comprehensive Management Plan / DEIS 9-983

Figure 9-44 

Yosemite Valley Loop Road 

Traffic Volumes 

Traffic volumes inbound to Yosemite Valley increase through the early portion of the day, reaching a 

peak from 10:00 a.m. to about noon. Average inbound traffic volumes on Southside Drive during this 

period in July 2011 were about 641 vehicles per hour. On the busiest day in 2011, the inbound hourly 

volume of traffic reached about 648 to 821 vehicles per hour. On these days, the peak travel period 

generally extends from 10:00 a.m. to about 2:00 p.m. Peak traffic occurs when available parking has 

reached saturation, resulting in continuous stop-and-go traffic for those two to four hours of peak 

demand. Inbound traffic is slowed or diverted. 

Traffic volumes leaving Yosemite Valley tend to increase towards the later part of the day, peaking 

between 4:00 p.m. and 6:00 p.m. Average outbound traffic volumes on Northside Drive during this 

period in July 2011 were about 724 vehicles per hour. Traffic volumes on the average day equal or 

exceed 500 vehicles per hour on Northside Drive from about 2:00 p.m. to 6:00 p.m. On the busiest day 

in 2011, the outbound traffic volume peaked at 750 vehicles per hour and exceeded 500 vehicles per 

hour from 1:00 p.m. to 8:00 p.m. (NPS 2011n). 

Traffic Flow Conditions 

The roadway system in Yosemite Valley can be confusing to first-time visitors because of the one-way 

circulation, limited opportunities to cross the Merced River, and circuitous travel routes. Highly 

congested locations include the intersection of Northside Drive and the Camp 6 parking lot entrance, 

the intersection of Northside Drive and Sentinel Drive (“Bank Three Way”), and the pedestrian 
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9-984 Merced Wild and Scenic River Comprehensive Management Plan / DEIS

crossing from Yosemite Lodge to Lower Yosemite Fall. Conflicts between vehicles and pedestrians at 

these key intersections are a primary factor in causing traffic delays, which are experienced primarily 

during the afternoon hours during the peak season. Traffic congestion in the Valley can cause 

frustrating delays to visitors in private vehicles, leads to increased vehicle emissions, and disrupts the 

operation of the Valley shuttle bus system. 

The park employs a traffic management response team to assist with traffic congestion, mainly within 

the Valley, during peak summer days. The traffic management team helps relieve congestion by 

providing visitor information, directing vehicles to parking locations, and managing intersections, 

pedestrian and vehicle traffic. On those occasions when traffic volumes and parking in the East Valley 

reaches or exceeds capacity, traffic managers will redirect traffic otherwise bound for the East Valley. 

This diversion measure is commonly known as the “shunt” (see figure 9-45) and involves a series of 

specific management contingencies for managing excess traffic at a rate of 200 to 400 vehicles per 

hour. 

Figure 9-45 

East Valley Redirection “Shunt” 

Commercial Tour Buses 

Approximately 4.8% of visitors arrived at Yosemite by commercial tour bus during the summer of 

2007 (RSG 2011). In July 2011, an average of 41 commercial tour buses entered the park each day, 

which is lower than the Valley historically accommodated in past peak years such as the summer of 

1996; tours include day use itineraries and overnight stays. A typical one-day tour to Yosemite Valley 

includes short 15-minute to 30-minute stops at popular vistas such as Tunnel View and along 

Southside Drive at the Bridalveil Fall viewing area, then proceeding to Yosemite Lodge for a longer 

stop of two hours to three hours. At Yosemite Lodge, visitors have a variety of options, such as walking 

to Lower Yosemite Fall, visiting the Yosemite Lodge gift shop and food court, and/or getting on the 

Valley shuttle bus for a trip around the Valley floor. While stopped at Yosemite Lodge, buses park in 
Analysis Topics: Sociocultural Resources 

Transportation 

Merced Wild and Scenic River Comprehensive Management Plan / DEIS 9-985

the 15 designated bus parking spaces adjacent to this facility. The number of buses simultaneously 

arriving and departing at these locations (i.e., platooning) has led to delays in the park in the past. 

Currently, there are no regulations that control or prevent platooning. Upon leaving the Valley, buses 

typically stop along Northside Drive at the El Capitan Meadow for 15–30 minutes to enjoy views of 

El Capitan and the adjacent El Capitan Meadow. 

Buses that bring visitors to the park for overnight stays generally follow the same routine as described 

above for day trips, except that when buses arrive at Yosemite Lodge, visitors depart and check into 

the lodge for their overnight stay. The bus then departs with tour guests who were brought to the park 

one day to three days earlier and have checked out of Yosemite Lodge for a return trip back to their 

point of origin or to another out-of-park destination. 

Yosemite Valley Bus Tours 

Park tours originating within the park take visitors around the Valley floor and beyond. Concessioneroperated open-air trams (towed by a hybrid-diesel-powered truck-tractor) with a capacity of 70 

passengers are used in summer to carry visitors along the Valley Loop Road and to Tunnel View on the 

Wawona Road above the West Valley. The trams are usually at capacity from mid-morning to late 

afternoon. A variety of tours beyond Yosemite Valley are also offered by the park concessioner. Most 

park tours originate at the lodging facilities within the Valley. In summer, daily trips from Yosemite 

Valley include one hikers’ bus to Glacier Point and one to Tuolumne Meadows, and a grand tour that 

includes the Valley floor, the Mariposa Grove of Giant Sequoias, and Glacier Point. 

Valley Shuttle Bus System 

The current concessioner-operated shuttle bus system (with a fleet of 18 buses) operates year-round in 

Yosemite Valley, offering service to the major developed areas in the East Valley. The shuttles run 

daily from 7:00 a.m. to 10:00 p.m. every 10 to 20 minutes on the main route (an 8-mile loop with 

22 stops). Service to Happy Isles and the Mirror Lake Trailhead may stop after a major snowfall. Two 

other Valley shuttle lines run during the summer only. The first (El Capitan Shuttle) provides service 

between the Valley Visitor Center and the El Capitan bridge, with stops at Camp 4, El Capitan picnic 

area, and the Four Mile Trailhead. The second (Express Shuttle) provides direct service between the 

Yosemite Village day parking area and the Valley Visitor Center. The latter two routes operate daily 

between 9:00 a.m. and 6:00 p.m. During the winter, when the ski area is operating, separate shuttle 

service is provided between the Valley and Badger Pass (typically mid-December through March). 

Two shuttle stops within the Valley (Camp 4 and El Capitan Meadow) lack the physical improvements 

of a formal bus stop. 

Valley shuttle bus system ridership is highest during peak summer months (e.g., May to September). 

The Summer 2007 visitor survey found that weekday visitors (69%) are more likely than weekend 

visitors (54%) to use the shuttle bus system (White and Aquino 2008). On average, during the peak 

season in 2011, daily ridership exceeded 19,000. In July, average daily ridership exceeded 

22,000 passengers. During the off-peak winter months of 2011 (e.g., January, February, November, and 

December), daily ridership averaged 2,154 passengers. Among these months, February had the lowest 

daily ridership of just 1,649 passengers (DNC 2011b). 
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9-986 Merced Wild and Scenic River Comprehensive Management Plan / DEIS

High passenger volumes during peak summer months have a number of negative implications for 

drivers, passengers, and the broader public. A recent report on transportation conditions within the 

park (RSG 2011) documented park shuttle conditions during multiple summer visits in 2010 and 2011. 

According to the report, shuttle crowding was observed from mid-morning to late afternoon with 

standing room only conditions, which resulted in passengers being left behind because of insufficient 

shuttle capacity. In addition to crowding, challenges for shuttle bus users and drivers are also created 

by vehicle traffic, pedestrians, and bicyclists. 

Parking Areas 

Yosemite Valley is the area with the highest concentration of development and the most parking 

spaces in Yosemite. Because of the extensive use of informal parking areas during periods of high 

demand and because many such areas are not paved or marked, it is difficult to identify a specific 

parking supply. However, an inventory of parking used by visitors in the Valley conducted in 2011 

identified about 1,614 spaces for day-visitor vehicles in the East Valley, primarily at Camp 6, the Village 

Store parking lot, Curry Orchard, and at various destinations along the Northside and Southside Drive 

loop roads, and along Sentinel Drive (NPS 2011p). The 2011 parking inventory identified about 

440 day parking spaces in the West Valley (between Yosemite Lodge and Pohono Bridge on Northside 

Drive, and between Pohono Bridge and the El Capitan crossover). Many of the spaces are informal 

turnouts and other areas are best suited to short-term use associated with auto touring. Parking for 

overnight guest vehicles is available at lodging, campground, and wilderness access areas. No 

designated day parking is available in the Yosemite Lodge area, but day visitors often compete with 

overnight guests for the available spaces. Designated day parking is permitted in the Camp 4 

“overflow” lot (former Chevron Station), with parking regulated by signs noting times of permitted 

day use, and overnight permit-required information. 

On crowded summer days, all formal parking is fully occupied, with parking spilling onto the roadway 

shoulders throughout the East Valley. This uncontrolled parking leads to pedestrian, bicycle, and 

vehicle conflicts, damage to vegetation and soils along the road edge, and the formation of informal 

trails. During these peak times, parking attendants direct day visitors to use the available spaces within 

the Camp 6 day parking lot as efficiently as possible, and they also direct vehicles to park as efficiently 

as possible in roadside spaces. Under this directed parking scenario, a maximum capacity of about 

1,852 day-visitor vehicles can be achieved for the East Valley. 

The demand for parking in the East Valley is primarily affected by day use visitation. Parking demand 

varies during the day and from day to day as the number of day and overnight visitors and nonresident 

employees fluctuates. During peak parking events, specific areas of constrained supply become 

evident. For example, the park has documented parking demand in excess of supply at Camp 6, 

Yosemite Lodge, Camp 4, Curry Orchard, The Ahwahnee, the Wilderness lot, and various employee 

and residential parking areas. 

In the West Valley, parking lots are available at Bridalveil Fall and Tunnel View, and numerous 

roadside spaces exist along Southside Drive, Northside Drive, and El Capitan crossover between 

Pohono Bridge and the East Valley. 
Analysis Topics: Sociocultural Resources 

Transportation 

Merced Wild and Scenic River Comprehensive Management Plan / DEIS 9-987

Segments 3 and 4: Merced River Gorge and El Portal 

Roadway System 

El Portal Road is about 7.5 miles long within the park. At the park boundary, this road connects to 

Highway 140. The El Portal Road enters the park about two miles east of the El Portal Administrative 

Site, passes through the Arch Rock Entrance Station, and continues to the Valley Loop Road near 

Pohono Bridge. It is maintained for year-round access and has been historically called the All-Year 

Highway. The road is characterized by steep, rocky canyon walls with small river flats and terraces and 

has a typical pavement width that varies from 19 feet to 22 feet. 

 Highway 120 enters the park at the Big Oak Flat Entrance Station, and continues through the park to 

Tioga Pass, exiting eastbound near the summit. Big Oak Flat Road begins at Crane Flat and continues 

for about 11 miles to its junction with El Portal Road. Big Oak Flat Road may be used as a through 

route in conjunction with other major park roads and is maintained for year-round access. The 

topography changes from mountainous on the east end of the road to rolling terrain at the west end. 

The width paved roadway ranges from 26 to 30 feet. 

Traffic Volumes 

Average daily traffic entering the park on El Portal Road (Arch Rock Entrance Station) and on Big Oak 

Flat Road (Big Oak Flat Entrance Station) in July 2011 (the most recent peak period for which such 

data are available) was about 1,910 and 2,440 vehicles, respectively (NPS 2012F). 

Traffic Flow Conditions 

During busy days, when large numbers of vehicles are entering the park, long queues form at park 

entrances, where motorists are waiting to pay. As stated above, the park employs a traffic management 

team that periodically implements traffic restrictions during the busiest summer weekends when 

congestion in Yosemite Valley is most severe. Congestion is monitored using qualitative factors, such 

as observations of traffic conditions and the judgment of park supervisory personnel. Because 

implementation of restricted access measures is labor-intensive, diverts park staff from other 

operations, and can result in moving congestion impacts into other less-developed park areas, such 

measures are implemented only when conditions warrant it in the interest of public safety. 

Parking Areas 

Parking areas within the Merced River gorge (Segment 3) consists of available roadside parking along 

the shoulder of El Portal Road; two off-road, paved parking lots; and a paved parking lot next to the 

Arch Rock Entrance Station. There are 220 day vehicle parking spaces and two bus parking spaces 

available in Segment 3 between Pohono Bridge and the park boundary. Minimal designated parking is 

available for exclusive employee and administrative use in this area and does not compete with visitor 

parking and access. 

Park, park concessioner, and park partner employees work and live in the El Portal area and contribute 

to the parking demand within Segment 4 along with a small number of day visitors. The visitor day 
AFFECTED ENVIRONMENT AND ENVIRONMENTAL CONSEQUENCES

9-988 Merced Wild and Scenic River Comprehensive Management Plan / DEIS

parking consists of 290 spaces (primarily at the El Portal Market and fuel station and along the 

roadsides). There are 610 parking spaces for administrative uses and 106 residential parking spaces. The 

off-street and roadside parking areas located between the Merced River and Foresta Road at the 

El Portal Maintenance facility were not designed or built to prevent water quality contamination from 

automotive fluids, surface water runoff, or sediment transport. Furthermore, parking at this location 

often exceeds the supply, and use of informal parking along Foresta Road is necessary. 

Segment 7: Wawona 

Roadway System 

Wawona Road is about 27 miles long within the park. At the South Entrance, this road connects to 

Highway 41. Wawona Road is the principal access to Wawona, Mariposa Grove, Badger Pass Ski Area, 

Glacier Point, and Yosemite Valley and is maintained for year-round access. Throughout its length, the 

24-foot-wide road traverses mountainous terrain with steep grades and is surrounded by moderate to 

dense forest. 

Traffic Volumes 

Average daily traffic entering at the South Entrance Station in July 2011 was about 1,940 vehicles (NPS 

2012F). 

Traffic Flow Conditions 

While the number of vehicles on park roads has increased over the years, traffic volumes generally do 

not exceed the capacity of the roads. Traffic conditions on Wawona Road are typically acceptable 

along the South Fork Merced River where Wawona Road crosses and then follows the river. On peak 

summer days, when the Mariposa Grove parking lots reach capacity, motorists are directed to drive 

north to Wawona, park in Wawona, and take the shuttle bus back to Mariposa Grove. While this helps 

relieve pressure on formal and informal parking areas near Mariposa Grove, it exacerbates parking 

congestion, poor traffic circulation, and pedestrian/motor vehicle conflicts that occur in Wawona 

during peak summer days (RSG 2011). 

Commercial Tour Buses 

Approximately 4.8% of visitors arrived by commercial tour bus during the summer of 2007 (RSG 

2011). In July 2011, an average of 41 commercial tour buses entered the park each day, which is lower 

than the Valley historically accommodated in past peak years such as the summer of 1996; tours 

include day use itineraries and overnight stays. The tour buses primarily focus on Yosemite Valley (as 

described for Segment 2 above), but some day tours may also include a stop at the Mariposa Grove of 

Giant Sequoias if they enter or depart the park through Wawona. The stop at the Mariposa Grove 

requires a transfer from the tour bus to the Wawona Shuttle because tour buses can negotiate the 

sharp turns on Mariposa Grove Road. 
Analysis Topics: Sociocultural Resources 

Transportation 

Merced Wild and Scenic River Comprehensive Management Plan / DEIS 9-989

Wawona Shuttle Bus System 

In the spring through fall, a free shuttle bus service operates between Wawona and Mariposa Grove of 

Giant Sequoias. The Wawona shuttle is a continuous loop on a 15-minute frequency that picks up and 

drops off passengers at the Wawona Store, South Entrance, and at the Mariposa Grove Gift Shop. 

During peak summer days, when the Mariposa Grove parking lots become full, motorists are 

instructed to drive to Wawona and ride the shuttle back to Mariposa Grove. In 2011, daily roundtrip 

ridership on the Wawona shuttle averaged 1,782 passengers. July had the highest volume of 

passengers, with average daily roundtrip ridership exceeding 2,800 passengers. Roundtrip shuttle 

service between the Wawona Hotel and the Yosemite Lodge is provided once daily. The Yosemite 

Valley-Wawona shuttle operates from approximately Memorial Day through Labor Day. Despite these 

formal routes, the Wawona stop lacks the improvements of a designated bus stop. For example, the 

stop does not have adequate seating and provides no shelter.

Parking Areas 

Parking is provided in Wawona for visitors and employees associated with facilities such as the 

Wawona Hotel complex, the Wawona Store and Gift Shop, the Pioneer Yosemite History Center, a 

campground, and two picnic areas. Parking demand varies during the day and from day to day as the 

number of visitors and employees fluctuates. As noted previously, on peak summer days when the 

Mariposa Grove parking lots reach capacity, motorists are encouraged to park in Wawona and ride the 

free shuttle bus back to the Mariposa Grove. 

There are approximately 290 day vehicle parking and 8 bus parking spaces around the Wawona Hotel 

and Golf Course, the Wawona Store, and Pioneer Yosemite History Center, as well as adjacent to Forest 

Drive and along Chilnualna Falls Road. When visitors are catching the free shuttle bus to Mariposa 

Grove from Wawona, they often park along the roadside shoulders of Wawona Road and Forest Drive. 

This uncontrolled parking leads to pedestrian and vehicle conflicts. Parking for administrative functions 

are located within the land assignments for these uses and do not compete with visitor parking. 

Environmental Consequences Methodology 

The focus of this impact assessment was the effect of potential management actions on how well the 

transportation system would accommodate parking and the associated traffic flow and transportation 

experience within the Merced River corridor. Conditions were assessed based on potential changes in 

traffic volumes through the river corridor tied to amounts of visitor use as prescribed by the Merced 

River Plan, along with associated changes to visitor accommodations and/or parking areas under each 

alternative. 

Changes in parking were evaluated (1) as to how well they would accommodate the demand for 

parking and (2) for the associated effect on levels of congestion and other factors influencing the 

transportation experience on the roadway system serving the Merced River corridor. The analysis 

focuses on Yosemite Valley (Segment 2), Merced River Gorge (Segment 3), El Portal (Segment 4), and 

Wawona (Segment 7) because there are no actions proposed for Segments 1, 5, 6, and 8 (wilderness 

segments accessible only by trails, not roads) that would affect transportation conditions. 
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Day use capacity was determined and expressed as the number of people who would be 

accommodated in the river corridor at one time. Overnight capacity is expressed as the number of total 

persons allowed to stay overnight. Because each alternative prescribes these visitor use levels along 

with the associated parking spaces to accommodate the use levels, this analysis assumes that no more 

parking would occur beyond that which is prescribed for each alternative. Physical barriers to 

roadside parking would be a component of each of Alternatives 2–6. Several mechanisms for enforcing 

parking restrictions, including parking management staffing and a parking permit system, are being 

explored under the various alternatives. Additionally, it is assumed that day and overnight parking 

areas would be designated and that the parking management system would ensure that day use visitors 

did not park in overnight spaces and vice versa. This would ensure that neither day nor overnight 

visitors would be displaced by one another, and that the day capacities, which would be managed 

through the availability of day parking, were not exceeded. 

Each alternative is evaluated in terms of the context, intensity, and duration of the transportation 

impacts, and whether the impacts are considered beneficial or adverse to the overall transportation 

system, parking, traffic flow, and transportation experience. 

 Context. The context of the impact considers whether the impact would be local, 

segmentwide, parkwide, or regional. For the purposes of this analysis, local impacts would be 

those that occur in a specific area within a segment of the river, such as an intersection or 

parking lot. This analysis further identifies if there are local impacts in multiple segments. 

Segmentwide impacts would consist of a number of local impacts within a single segment, or 

larger-scale impacts that would affect the segment as a whole. Parkwide impacts would extend 

beyond the river corridor and the study area within Yosemite. Regional impacts would be 

those that extend to the Yosemite gateway region. 

 Intensity. The intensity of the impact considers whether the impact would be negligible, 

minor, moderate, or major. Intensity was calculated based on the number of visitors affected 

by the proposed actions. Negligible impacts would be effects considered not detectable and be 

those that could have an effect on less than 5% of visitors during the peak season of visitation. 

Minor impacts would be effects that would be slightly detectable and be those that could have 

an effect on 5% to 10% of visitors during the peak season of visitation. Moderate impacts 

would be clearly detectable and those that could have an effect on 10% to 20% of visitors 

during the peak season of visitation. Major impacts would have a substantial, highly noticeable 

influence on the transportation system and experience and be those that could have an effect 

on more than 20% of visitors during the peak season of visitation. 

 Duration. The duration of the impact considers whether the impact would occur in the short 

term or the long term. A short-term impact would be temporary in duration and would be 

associated with transitional types of activities. A long-term impact would have a permanent 

effect on the performance of the transportation system, parking, traffic flow, and 

transportation experience. 

 Type of Impact. Impacts were evaluated in terms of whether they would be beneficial or 

adverse to the overall transportation system, parking, traffic flow, and transportation 

experience. Research completed in Yosemite shows that visitors have their most significant 

park experiences when they are out of their vehicles (White et al. 2006). Currently, regarding 

existing transportation conditions, the majority of Yosemite visitors experience high levels of 

freedom and access and feel they can go “where they what, when they want” (unpublished 
Analysis Topics: Sociocultural Resources 

Transportation 

Merced Wild and Scenic River Comprehensive Management Plan / DEIS 9-991

author communication related to White 2010). Beneficial impacts would occur when potential 

actions would accommodate visitor parking needs and improve traffic flow (i.e., decrease 

congestion), thereby at least maintaining the existing high levels of acceptability of the 

transportation experience. Adverse impacts would occur when potential actions would not 

accommodate parking demand, would increase congestion, or would alter the transportation 

experience (by prolonging time spent traveling in the park in a vehicle). 

Environmental Consequences of Alternative 1 (No Action) 

All River Segments1

The NPS would continue to undertake transportation-related maintenance improvements and 

resource protection measures such as repaving; adding signage; and delineating trail, parking, and 

roadways. The overall management direction under Alternative 1 (No Action) for the river corridor 

would be based on the guiding management documents in place as of 2010, as modified by the 

settlement agreement. 

Under Alternative 1 (No Action) there would continue to be an average of 3% annual growth in 

visitation following recent trends. It is expected that more days during the peak season would receive 

the visitation currently experienced on the busiest days. Visitation could increase in the off-peak 

seasons, resulting in this overall annual increase. If this were to occur, then traffic congestion during 

nonpeak periods (e.g., during months on either side of peak summer months, and on weekdays during 

peak summer months) could approximate current congestion during peak periods. Increases in 

visitation during peak periods also could occur, and to the degree that such increases happen, 

congestion would marginally worsen. 

Segment 2: Yosemite Valley 

Roadway System. There would be no changes to the roadway system in Segment 2 under Alternative 1 

(No Action); therefore, no impacts would occur. 

Traffic Volumes. It is expected that current trends would continue under Alternative 1 (No Action), 

and the number of days per year with 6,000 or more vehicles passing Chapel Straight would increase 

over time. The maximum vehicle volume in the East Valley, however, is expected to remain at about 

7,000 vehicles. As a result, Segment 2 would continue to experience segmentwide, long-term, minor, 

adverse impacts. 

Traffic Flow Conditions. Segmentwide, long-term, moderate to major, adverse impacts associated 

with traffic congestion and delays would continue to occur at busy intersections in Yosemite Valley, 

and likely worsen as visitation levels increase by an average of 3% per year under Alternative 1 

(No Action). Parking shortages and poorly performing intersections are a substantial contributor of 

vehicle congestion within Yosemite Valley. Alternative 1 (No Action) would continue current 

transportation management practices to address increases in park visitation, increases in traffic 

 

1 There are no transportation facilities in Segments 1, 5, 6, or 8 of the Merced River corridor; therefore, this analysis 

focuses on the Segments 2, 3, 4, and 7, and those segments are grouped as appropriate. 
AFFECTED ENVIRONMENT AND ENVIRONMENTAL CONSEQUENCES

9-992 Merced Wild and Scenic River Comprehensive Management Plan / DEIS

volumes on the park roadways, intersection performance, and parking demand that exceeds supply. 

However, in the absence of enhanced transportation management actions, increases in park visitation 

(and associated increases in traffic volumes and parking demand) would continue to adversely affect 

the quality of the transportation experience by prolonging time spent traveling in the park in a vehicle. 

Consistent with current management practices, temporary access restrictions may be implemented at 

times in the Valley when westbound traffic is backed up from Lower Yosemite Fall to the Curry Village 

four-way intersection, or when all day use parking spaces have been filled (Superintendent’s 

Compendium). 

Charter Buses. There would be no changes to the management of charter bus access to the park under 

Alternative 1 (No Action). The demand for charter bus parking currently is not met by the supply. 

There could be segmentwide, long-term, minor, adverse impacts associated with parking demand 

continuing to exceed the supply. 

Yosemite Valley Bus Tours. Under Alternative 1 (No Action), there would be segmentwide, longterm, negligible impacts on Yosemite Valley bus tours. These services would continue to operate as 

they do currently. 

Valley Shuttle Bus System. No new shuttle stops would be added under Alternative 1 (No Action). 

There could be segmentwide, long-term, minor to moderate, adverse impacts associated with 

continuing crowding on Valley shuttle buses and service delays for those buses as they are slowed by 

traffic congestion on the Valley Loop Road. 

Parking Areas. The existing 5,049-space parking capacity for private automobiles and commercial tour 

buses would remain unchanged, dispersed at sites and turnouts. Camp 6 and the Curry Orchard would 

continue to serve as the primary day use parking lots in Segment 2 under Alternative 1 (No Action). 

There could be segmentwide, long-term, minor to moderate, adverse impacts associated with parking 

demand continuing to exceed supply, likely worsening as visitation levels increase by an average of 3% 

per year. 

Segment 2 Impact Summary: There could be segmentwide, long-term, minor to moderate, adverse 

impacts on transportation conditions in Segment 2 under Alternative 1 (No Action) from the 

continuation of current transportation management actions to address increases in park visitation, 

increases in traffic volumes on the park roadways, and increased parking demand that exceeds the 

parking supply (i.e., a larger parking deficit). 

Segments 3 and 4: Merced River Gorge and El Portal 

Alternative 1 (No Action) would retain the existing transportation conditions in Segments 3 and 4. 

Camping, lodging, parking, and circulation facilities would remain in their current locations, in their 

current conditions, and at their current capacities. Current access to the Merced River gorge would 

continue to be limited by available roadside parking along the shoulder of El Portal Road; at two 

off-road, paved parking lots; and at the paved parking lot next to the Arch Rock Entrance Station. 

Current trends would likely continue under Alternative 1, exacerbating traffic back-ups at the Arch 

Rock entrance station and reducing performance at the intersection of Highways 140 and 120. Public 
Analysis Topics: Sociocultural Resources 

Transportation – Alternative 1 

Merced Wild and Scenic River Comprehensive Management Plan / DEIS 9-993

transportation routes would not change. For these reasons, there would be local, long-term, minor, 

adverse impacts associated with transportation conditions (traffic flow and parking for automobiles 

and charter buses) in certain portions of Segments 3 and 4 under Alternative 1 (No Action). 

Segments 3 & 4 Impact Summary: There would be local, long-term, minor, adverse impacts 

associated with transportation conditions (traffic flow and parking for automobiles and charter buses) 

in Segments 3 and 4 under Alternative 1 (No Action). 

Segment 7: Wawona 

Roadway System. There would be no changes to the roadway system in Segment 7 under Alternative 1 

(No Action), and no transportation impacts would occur. 

Traffic Flow Conditions. As described in the Affected Environment section above, the number of 

vehicles on park roads has increased over the years, but traffic conditions on Wawona Road are 

typically acceptable along the South Fork Merced River where Wawona Road crosses and then 

follows the river. On peak summer days, when the Mariposa Grove parking lots reach capacity, 

motorists are directed to drive to Wawona and take the shuttle bus back to Mariposa Grove. This 

relieves pressure on parking areas near Mariposa Grove, but exacerbates congestion and poor traffic 

circulation in Wawona during peak summer days. Segmentwide, long-term, minor to moderate, 

adverse impacts would continue to occur at busy intersections in Wawona, and likely worsen as 

visitation levels increase by an average of 3% per year, under Alternative 1 (No Action). 

Charter Buses. There would be no changes to the management of charter bus access to the park in 

Segment 7 under Alternative 1 (No Action). The demand for charter bus parking currently is not met 

by the supply. There could be segmentwide, long-term, minor, adverse impacts associated with 

parking demand continuing to exceed the supply. 

Wawona Shuttle Bus System. No new shuttle stops would be added under Alternative 1 (No Action). 

There could be segmentwide, long-term, minor, adverse impacts associated with continuing crowding 

on Wawona shuttle buses, and service delays for those buses, as they are slowed by traffic congestion 

on area roads. 

Parking Areas. The existing parking supply for private automobiles (day visitors and employees) and 

commercial tour buses would remain unchanged in Segment 7 under Alternative 1 (No Action). There 

could be segmentwide, long-term, minor, adverse impacts associated with parking demand continuing 

to exceed supply, likely worsening as visitation levels increase by an average of 3% per year. 

Segment 7 Impact Summary: There could be segmentwide, long-term, minor, adverse impacts on 

transportation conditions in Segment 7 under Alternative 1 (No Action) from the continuation of 

current transportation management actions to address increases in park visitation, traffic volumes on 

the park roadways, and parking demand that exceeds the parking supply (i.e., a larger parking deficit). 
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9-994 Merced Wild and Scenic River Comprehensive Management Plan / DEIS

Summary of Impacts from Alternative 1 (No Action) 

Overall, with the assumed continuing increases in visitation and associated traffic volumes and parking 

demand, increased traffic congestion, pedestrian-vehicle conflicts, and inappropriate roadside parking 

would be clearly detectable (experienced by 10% to 20% of visitors). Therefore, Alternative 1 

(No Action) would result in segmentwide, long-term, moderate, adverse impacts on transportation 

conditions. 

Cumulative Impacts from Alternative 1: No-Action 

Cumulative effects to transportation discussed herein are based on analysis of past, present, and 

reasonably foreseeable actions in the Yosemite region in combination with potential effects of the 

no-action alternative. The projects identified below include only those projects that could affect 

transportation within the river corridor or in the park vicinity. 

Past Actions 

Past actions have resulted in both adverse and beneficial impacts on transportation. The majority of 

past projects listed in Appendix B (e.g., Yosemite Valley Loop Road Rehabilitation, completed in 2008, 

South Entrance Exit Lane Project, completed in 2012, and Wawona Road Rehabilitation Project 

completed in 2011) had short-term, adverse effects on transportation conditions in the corridor 

(i.e., associated with construction-related increases in traffic volumes on park roads), which have no 

net adverse or beneficial effects on current or future transportation conditions. The following past 

projects had long-term, minor, beneficial effects on transportation conditions, which would continue 

under Alternative 1: 

 The YARTS is a regional transportation system established in 2000, whose intent is to provide 

an alternative to private vehicles by expanding the range of travel options for visitors to 

Yosemite Valley and to other primary park destinations, and for employees commuting to 

work in the park. It also provides a means for visitors to travel to the Valley when restricted 

access measures are implemented for private vehicles during times of severe congestion. 

YARTS has a corridorwide, long-term, moderate, beneficial effect by reducing the number of 

day visitors arriving in private vehicles. 

 El Portal Road improvement projects had both adverse (short-term during construction) and 

beneficial (long-term) effects on transportation. Short-term, construction-related effects 

included visitor delays and visitor safety through the construction work zone. Those effects 

were mitigated by implementation of a traffic control plan, with measures such as strict 

construction timing restrictions, roadway safety procedures, flaggers, and signaling. Safety 

improvements on El Portal Road facilitate regional transit service on that route, which is a 

segmentwide, long-term, minor, beneficial impact. 

 Housing Projects (i.e., Curry Village Employee Housing, Curry Village Huff House Temporary 

Housing, Yosemite Valley Lost Arrow Temporary Employee Housing, and Yosemite Valley 

Ahwahnee Temporary Employee Housing) included the construction of housing and related 

facilities to accommodate concessioner employees. The housing units replaces concessioner 

housing lost in the January 1997 flood and the rockfall events at Curry Village in October 2008, 

and were developed in consultation with litigants as part of a settlement agreement concerning 
Analysis Topics: Sociocultural Resources 

Transportation – Alternative 1 

Merced Wild and Scenic River Comprehensive Management Plan / DEIS 9-995

the Merced Wild and Scenic River Comprehensive Management Plan/DEIS. These actions 

provide temporary lodging for concessioner employees, and were needed to help meet 

immediate short-term housing needs for the park concessioner until permanent employee 

housing is available. Construction was completed between 2007 and 2009. These projects have 

a corridorwide, long-term, moderate, beneficial effect by reducing the number of employee 

commute trips to and from the park. 

 Yosemite Valley Shuttle Bus Stop Improvements consisted of the preparation of preliminary 

design plans, environmental compliance documents, and construction drawings; the 

construction of six, 10-foot by 80-foot concrete braking pads, and the rehabilitation or 

replacement of 94,000 square feet of asphalt road approaches and the construction of bus stop 

shelters. Construction was completed in 2010. These improvements support shuttle bus 

service in the Valley, which is a segmentwide, long-term, minor, beneficial impact. 

Present Actions 

Present actions proposed in the Yosemite region are separated below into four general categories: 

(1) projects anticipated to have a net beneficial effect; (2) projects anticipated to have both beneficial 

and adverse effects; (3) projects anticipated to have adverse effects; and (4) projects anticipated to have 

a no-net adverse or beneficial effect. 

Present projects that could have a cumulative corridorwide, long-term, moderate, beneficial effect on 

transportation include: 

 Increased YARTS services 

 Changeable electronic signs in Mariposa, Midpines, and El Portal, alerting drivers of traffic 

conditions in Yosemite Valley 

 Computer-Aided Dispatch / Automatic Vehicle Locator 

 Web-based Traffic Forecasts to inform travelers of traffic congestion (heavy, moderate or 

light) in different areas of the park (Yosemite Valley, Tuolumne Meadows, Wawona and 

Mariposa Grove, and Glacier point). Travelers can also sign up to receive the forecasts via 

email. The aforementioned actions would individually, and in combination, encourage travel 

to the park by alternative (nonprivate vehicle) modes. 

Present projects that could have a short-term, adverse effect, but a cumulative long-term, beneficial 

effect on transportation include: 

 South Park Intelligent Transportation System to let visitors know when parking lots are full 

 Parking alternative option at the El Portal Administrative Site 

 The South Entrance Station Kiosk Replacement 

 The Restoration of Mariposa Grove Ecosystem Project 

 Parkwide Communication Data Network infrastructure upgrade. 
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9-996 Merced Wild and Scenic River Comprehensive Management Plan / DEIS

Although the above projects would have some site-specific, short-term, adverse affects (e.g., 

construction-related transportation effects), the general goal of each of these projects is to improve 

transportation circulation and safety. 

Present projects that could have a short-term, adverse effect on transportation include: 

 Ahwahnee Comprehensive Rehabilitation Plan 

 East Yosemite Valley Utilities Improvement Plan 

 Rehabilitate (pulverize and repave) approximately 25 miles of the Wawona Road between 

Southside Drive and South Entrance. Only minimal work at turnouts and intersections, which 

will be within the existing paved footprint. 

 The Ahwahnee Hotel Improve Porte Cochère Access Walkways and Fence project, which 

would replace rotted wooden components along (1) the uncovered wood-plank walkway that 

runs along the service yard fence to the porte cochère, (2) the service yard fence, and (3) the 

wood-plank boardwalk in the main entry gallery 

 Parkwide pavement preservation program that requires temporary road closures for various 

segments of roads in the corridor 

The adverse effects associated with the projects listed above would be short term and primarily related 

to construction-generated traffic on roadways serving the project sites. There would be no net, 

long-term, adverse or beneficial effects on transportation. 

Present projects anticipated having no net, long-term or short-term, adverse or beneficial effects on 

transportation include: 

 Commercial Use Authorization for Commercial Activities, to regulate and oversee operations 

of permit holders involved in conducting commercially-guided day hiking, overnight 

backpacking, fishing, photography workshops, stock use (pack animal trips and pack support 

trips for hikers), and Nordic skiing activities in Yosemite. 

The continuation of transportation-related maintenance improvements and resource protection 

measures such as repaving, and trail, parking, and roadway delineation would have short-term, minor, 

adverse effects on transportation during construction, including visitor delays and visitor safety 

through the construction work zones. Those effects would be mitigated by implementation of a traffic 

control plan, with measures such as strict construction timing restrictions, roadway safety procedures, 

and flaggers. 

Restricted access measures would continue to control the volume of incoming vehicles when traffic 

and parking conditions in Yosemite Valley are over congested. The YARTS would continue to reduce 

the number of individual vehicles operated within the park. These actions would have segmentwide, 

long-term, moderate, beneficial effects on transportation. 
Analysis Topics: Sociocultural Resources 

Transportation – Alternative 1 

Merced Wild and Scenic River Comprehensive Management Plan / DEIS 9-997

Reasonably Foreseeable Future Actions 

Similar to past actions, reasonably foreseeable future actions would result in both adverse and 

beneficial impacts on transportation. Reasonably foreseeable future projects that could have 

short-term, adverse effects on transportation associated with construction activities include the 

following: 

 Concessioner Parking Lot Restoration Project. Concessioner-assigned paved parking areas 

would be replaced to a maintainable condition and to provide safe access for visitors and staff. 

Currently, paved parking areas have substantial deterioration from age, construction activities, 

tree root lift, rodent activity, and extreme weather. Numerous potholes, annual patching, and 

excessive cracks exist, causing safety and concerns related to Americans with Disabilities Act 

and Architectural Barriers Act Accessibility Standards requirements. As part of this project, 

paved areas would be evaluated individually for proper drainage, elevations, curbing, striping, 

and improved efficiency. The existing parking area footprints would be retained as designated 

in the concessions contract for concessioner land assignments. This project would not expand 

any parking areas, nor would it add any parking spaces. 

 Curry Village Rehabilitation of Historic Cabins with Bath Structures would address a 

rehabilitation program for the 26 guest cabins with baths that are still being used for guest 

accommodations on the western side of Curry Village just north of the rockfall hazard zone. 

This project is currently in the design stage and would be implemented in a multi-year phased 

project. 

 The Ahwahnee Dormitory Seismic Upgrades would replace the foundation with a permanent 

foundation to provide long-term structural stabilization of the dormitory building. The project 

also will include an evaluation of the existing utilities and components located under the 

building floor, the building floor structure, structural elements of the building, and soil erosion 

and drainage issues to determine if these elements should be replaced or rehabilitated as part 

of the project. This project is tentatively scheduled for 2012. 

 Parkwide pavement preservation program that requires temporary road closures for various 

segments of roads in the corridor. 

The park anticipates that visitor demand would increase, which could exacerbate traffic congestion on 

park roads. Reasonably foreseeable future projects that could have a cumulative long-term, beneficial 

effect on transportation by encouraging travel to the park by alternative (non-private vehicle) modes 

or improving transportation infrastructure outside of the river corridor include the following: 

 Transit Passenger Information System. This project will enable improved communication to 

park visitors on the status of the park’s shuttle buses through development of a visitor 

information system for all the shuttle bus systems in Yosemite Valley, Mariposa 

Grove/Wawona, Badger Pass, and Tioga Road. 

Other beneficial impacts for reasonably foreseeable future actions would be similar to those discussed 

for past and present actions (i.e., the restricted access measures and increased YARTS services). 

Reducing traffic congestion and encouraging travel to the park by alternative (non-private vehicle) 

modes would have segmentwide, long-term, moderate, beneficial effects on transportation. 
AFFECTED ENVIRONMENT AND ENVIRONMENTAL CONSEQUENCES

9-998 Merced Wild and Scenic River Comprehensive Management Plan / DEIS

Overall Cumulative Impact 

Cumulative projects are not anticipated to affect transportation conditions on Segments 1, 5, 6, and 8 

(wilderness segments accessible only by trails, not roads), and therefore, no cumulative impacts would 

occur. For segments 2, 3, 4 and 7, camping, lodging, parking, and circulation facilities are assumed to 

remain in their current locations, in their current conditions, and at their current capacities. 

Consequently, traffic congestion and delays would continue to occur at busy intersections and could 

worsen somewhat if visitation levels increase in the future. Congestion and delays would be segmentwide, long-term, minor, adverse impacts on transportation conditions. 

Environmental Consequences of Actions Common to Alternatives 2–6 

All River Segments 

Impacts of Actions to Protect and Enhance River Values 

Actions to protect and enhance river values that are common to Alternatives 2–6 would primarily have 

local, short-term, minor adverse transportation effects associated with restoration activities, but would 

have no long-term impacts because increased traffic would cease with completion of the restoration 

work. The transportation effects of changes to the amount of overnight accommodation 

(i.e., campsites and lodging units) as part of the restoration (protect and enhance) actions are 

described below under Impacts of Actions to Manage User Capacity, Land Use, and Facilities. 

Impacts of Actions to Manage User Capacity, Land Use, and Facilities 

There would be no visitor use or transportation actions common to Alternatives 2–6. However, some 

form of day use parking permit system would be common to Alternatives 2–6, but the specifics of the 

system would vary for each alternative. The amount of overnight accommodations and day parking 

and transit options would vary by alternative, and each alternative would accommodate different 

levels of peak use demand for visitation in the Valley, as described under each alternative. 

Segment 2: Yosemite Valley 

Impacts of Actions to Protect and Enhance River Values 

Actions to protect and enhance river values common to Alternatives 2–6 in Segment 2 would primarily 

have short-term transportation effects, associated with restoration activities, but would have no longterm impacts because increased traffic would cease with completion of the restoration work. The 

transportation effects of changes to the amount of overnight accommodation (i.e., campsites and 

lodging units) as part of the restoration (protect and enhance) actions are described below under 

Impacts of Actions to Manage User Capacity, Land Use, and Facilities. 
Analysis Topics: Sociocultural Resources 

Transportation – Actions Common to Alternatives 2–6 

Merced Wild and Scenic River Comprehensive Management Plan / DEIS 9-999

Impacts of Actions to Manage User Capacity, Land Use, and Facilities 

Actions common to all alternatives within Segment 2 that are proposed to specifically address 

transportation conditions include adding a 41-space parking lot for Camp 4 campground, allocating 

parking spaces for 15 tour buses within the redeveloped day use parking area west of Yosemite Lodge, 

and constructing a shuttle bus stop near Camp 4. Construction activities may result in minor delays in 

the short-term, but once operational, these actions would result in segment-wide, long-term, minor 

beneficial impacts to transportation conditions, as traffic congestion would be somewhat lessened 

during periods of peak visitor use. In addition, the relocation of the Concessioner Garage service to 

the Government Utility Building would allow for an expansion of parking areas within Camp 6, also 

resulting in segment-wide, long-term, minor beneficial impacts. Other actions associated with 

overnight accommodations and facilities that are common to all alternatives in Segment 2, including 

actions associated with the Huff House temporary housing area, Curry Village services and facilities, 

the western expansion of Backpackers Campground, the eastward expansion of Camp 4, and the 

removal of old and temporary housing at Highland Court and the Thousands Cabins would have a 

segment-wide, long-term, negligible beneficial impact to transportation conditions. 

Segment 2 Impact Summary: Actions to manage user capacities, land use, and facilities would have 

segmentwide, long-term, negligible to minor, beneficial impacts on transportation and circulation 

within Segment 2. 

Segments 3 and 4: Merced River Gorge and El Portal 

Impacts of Actions to Protect and Enhance River Values 

Actions to protect and enhance river values common to Alternatives 2–6 in Segments 3 and 4 would 

primarily have short-term transportation effects, associated with restoration activities, but would have 

no long-term impacts because increased traffic would cease with completion of the restoration work. 

The transportation effects of changes to the amount of overnight accommodation (i.e., campsites and 

lodging units) as part of the restoration (protect and enhance) actions are described below under 

Impacts of Actions to Manage User Capacity, Land Use, and Facilities. 

Impacts of Actions to Manage User Capacity, Land Use, and Facilities 

Actions common to all alternatives associated with visitor use management and facilities within 

Segments 3 and 4 include constructing infill housing units in vacant lots in old El Portal. Construction 

activities may result in minor delays in the short-term, but once operational, this action would result in 

local, long-term, negligible beneficial impact to transportation conditions impacts to transportation as 

a small amount of traffic is removed from Segment 2. 

Segments 3 & 4 Impact Summary: Actions to manage user capacities, land use, and facilities would 

have segmentwide, long-term, negligible, beneficial impacts on transportation and circulation within 

Segments 3 & 4. 
AFFECTED ENVIRONMENT AND ENVIRONMENTAL CONSEQUENCES

9-1000 Merced Wild and Scenic River Comprehensive Management Plan / DEIS

Segment 7: Wawona 

Impacts of Actions to Protect and Enhance River Values 

Actions to protect and enhance river values common to Alternatives 2–6 in Segment 7 would primarily 

have short-term transportation effects, associated with restoration activities, but would have no longterm impacts because increased traffic would cease with completion of the restoration work. The 

transportation effects of changes to the amount of overnight accommodation (i.e., campsites) as part 

of the restoration (protect and enhance) actions are described below under Impacts of Actions to 

Manage User Capacity, Land Use, and Facilities. 

Impacts of Actions to Manage User Capacity, Land Use, and Facilities 

There would be no visitor use or transportation actions common to Alternatives 2–6 in Segment 7. The 

amount of overnight accommodations and day parking and transit options would vary by alternative, 

and each alternative would accommodate different levels of peak use demand for visitation to 

Wawona, as described under each alternative. 

Segment 7 Impact Summary: Impacts of actions common to Alternatives 2-6 would be similar to 

those of Alternative 1 (No Action), and result in segmentwide, long-term, minor, adverse impacts on 

transportation conditions in Segment 7. 

Summary of Impacts Common to Alternatives 2–6 

Impacts common to all segments under Alternatives 2–6 would result in corridorwide, short-term, 

negligible to minor, adverse impacts on traffic, transit, and tour bus services and parking areas 

associated with restoration activities. Operational impacts common to all segments under Alternatives 

2–6 would result in corridorwide, long-term, negligible to minor, beneficial impacts on traffic, transit, 

tour bus services and parking areas with implementation of these actions. 

Environmental Consequences of Alternative 2: Self-Reliant Visitor Experiences and 

Extensive Floodplain Restoration 

All River Segments 

Impacts of Actions to Protect and Enhance River Values 

Under Alternative 2, actions to protect and enhance river values would primarily have corridorwide, 

short-term, minor, adverse transportation effects associated with restoration activities (e.g., removal of 

Sugar Pine, Ahwahnee, and Stoneman bridges to preserve the free-flowing condition of the Merced 

River). The transportation effects of changes to the amount of overnight accommodation 

(i.e., campsites and lodging units) as part of the restoration (protect and enhance) actions are 

described below under Impacts of Actions to Manage User Capacity, Land Use, and Facilities. 
Analysis Topics: Sociocultural Resources 

Transportation – Alternative 2 

Merced Wild and Scenic River Comprehensive Management Plan / DEIS 9-1001

Impacts of Actions to Manage User Capacity, Land Use, and Facilities 

Under Alternative 2, actions to manage visitor use and facilities would slightly decrease opportunities 

for camping in the river corridor and decrease lodging, expand regional bus service, decrease day 

parking, and improve traffic circulation by a marked reduction in visitor use through a day use parking 

permit system for the East Yosemite Valley during the peak season. Permit compliance would be 

checked at park entrance stations and, secondarily, at Yosemite Valley locations or parking areas. 

These management actions would have corridorwide, moderate, long-term, beneficial impacts on 

transportation conditions.

Segment 2: Yosemite Valley 

Impacts of Actions to Protect and Enhance River Values 

Under Alternative 2, in Segment 2, actions to protect and enhance river values would primarily have 

segmentwide, short-term, minor, adverse transportation effects associated with restoration activities. 

However, traffic flow and circulation would be improved through the rerouting of Northside Drive 

south of the Camp 6 parking area (which would be relocated north of the current location, closer to 

the Yosemite Village). No roundabouts would be necessary under Alternative 2.While a pedestrian 

undercrossing would not be necessary, Alternative 2 would construct an at-grade pedestrian crossing 

west of the intersection of Northside Drive and Yosemite Lodge Drive to alleviate pedestrian/vehicle 

conflicts. Additionally, the intersection at Sentinel Bridge would be redesigned and Southside Drive 

would switch to a two-way road. The transportation effects of changes to the amount of overnight 

accommodation (i.e., campsites and lodging units) as part of the restoration actions are described 

below under Impacts of Actions to Manage User Capacity, Land Use, and Facilities. 

Impacts of Actions to Manage User Capacity, Land Use, and Facilities 

Under Alternative 2, in Segment 2, actions to manage visitor use and facilities include a traffic and 

parking management program. About 537 fewer parking spaces would be provided in Yosemite Valley, 

based on a calculation of the parking needed to accommodate the reduced use levels in the river 

corridor; no parking would be added in the West Valley. Due to the reductions in the supply of day 

parking with Alternative 2 as compared to current peak demand, a day use parking permit system 

would be instituted for East Yosemite Valley. This system would be provided during the peak use 

season on a mixed first come, first served and advance reservation basis. Permits would be checked at 

entrance stations and secondarily at Valley locations or parking areas, and day use would be limited to 

9,400 visitors per day. 

The total number of daily visitors to East Yosemite Valley under Alternative 2 would be 13,900 people, 

an approximately 33% decrease from existing peak-day conditions. At this level of visitation, there 

would not be a need for overflow parking during times of peak visitation. The amount of overnight 

lodging would decrease substantially from existing conditions under Alternative 2 in Segment 2, from 

1,034 units to 556 units. The number of campsites in Segment 2 would decrease slightly, from 462 to 

450 sites. 
AFFECTED ENVIRONMENT AND ENVIRONMENTAL CONSEQUENCES

9-1002 Merced Wild and Scenic River Comprehensive Management Plan / DEIS

Regional bus service into Yosemite Valley would be expanded during the peak summer season under 

Alternative 2 with new service on the Highway 41 corridor. 

Transportation and circulation would be improved due to the day use parking permit system, and the 

resulting substantially lower use levels. When combined, these actions would have segmentwide, 

moderate, long-term, beneficial impacts on transportation conditions within Yosemite Valley. 

Segment 2 Impact Summary: Actions to manage user capacities, land use, and facilities would have 

segmentwide, long-term, moderate, beneficial impacts on transportation and circulation within 

Segment 2. 

Segments 3 and 4: Merced River Gorge and El Portal 

Impacts of Actions to Protect and Enhance River Values 

Under Alternative 2, in Segments 3 and 4, actions to protect and enhance river values would have 

segmentwide, short-term, minor, adverse transportation effects associated with restoration activities 

as described for Segment 2. 

Impacts of Actions to Manage User Capacity, Land Use, and Facilities 

Under Alternative 2, no significant changes to the kinds and amounts of use are proposed in 

Segment 3, and the only change in Segment 4 would be increased employee housing (added to replace 

the housing removed from the Valley). The total number of daily visitors to actively recreate in 

Segments 3 and 4 with Alternative 2 would not change from existing peak-day conditions. 

Public transit options along Segments 3 and 4 would be expanded the same as described for Segment 2. 

Segment 3 is considered a “pass through” segment and, therefore, it does not contain any stops for 

passengers to enter or depart from transportation services that travel along this corridor. When 

combined, these actions would have segmentwide, minor, long-term, beneficial impacts on 

transportation conditions. 

Segments 3 & 4 Impact Summary: Actions to manage user capacities, land use, and facilities would 

have segmentwide, long-term, minor, beneficial impacts on transportation and circulation within 

Segments 3 & 4. 

Segment 7: Wawona 

Impacts of Actions to Protect and Enhance River Values 

Under Alternative 2, in Segment 7, actions to protect and enhance river values would have 

segmentwide, short-term, minor, adverse transportation effects associated with restoration activities, 

but would have no long-term impacts because increased traffic would cease with completion of the 

restoration work. 
Analysis Topics: Sociocultural Resources 

Transportation – Alternative 2 

Merced Wild and Scenic River Comprehensive Management Plan / DEIS 9-1003

Impacts of Actions to Manage User Capacity, Land Use, and Facilities 

Under Alternative 2, no significant changes to the kinds and amounts of use in Segment 7 are proposed.

The total number of daily visitors to Segment 7 under Alternative 2 would increase slightly over 

Alternative 1 peak-day levels, primarily due to increased transit use. 

Segment 7 Impact Summary: Impacts of Alternative 2 actions would be similar to those of Alternative 1 

(No Action), and result in segmentwide, long-term, minor, adverse impacts on transportation conditions 

in Segment 7. 

Summary of Impacts from Alternative 2: Self-Reliant Visitor Experiences and Extensive 

Floodplain Restoration 

Transportation conditions under Alternative 2 would be improved (reduced crowding and congestion) 

from management of visitor use to lower levels through the implementation of a day use parking permit 

system for East Yosemite Valley, expanded regional transit service, improved circulation patterns, and 

reduced vehicle-pedestrian conflicts. Although the number of parking spaces would be reduced, the 

lower visitor level would reduce the ratio of visitors to parking spaces, an improvement that would be 

clearly detectable (by 10% to 20% of visitors traveling in the Merced River corridor) during the peak 

season of visitation. Overall, with implementation of mitigation measures MM-TRA-1 through 

MM-TRA-5, as applicable (see Appendix C), Alternative 2 would have corridorwide, moderate, longterm, beneficial impacts on transportation conditions. 

Cumulative Impacts from Alternative 2: Self-Reliant Visitor Experiences and Extensive 

Floodplain Restoration 

The past, present, and foreseeable projects that would affect transportation in the river corridor under 

Alternative 2 would be the same as those under Alternative 1. Alternative 2, in combination with these 

cumulative projects, would result in a local, short-term, minor, adverse impact on transportation 

during construction periods. However, the improvements realized through current and reasonably 

foreseeable projects would further enhance the moderate, long-term, beneficial impacts on 

transportation that would result from the implementation of Alternative 2. 

Environmental Consequences of Alternative 3: Dispersed Visitor Experiences and 

Extensive Riverbank Restoration 

All River Segments 

Impacts of Actions to Protect and Enhance River Values 

Under Alternative 3, actions to protect and enhance river values would primarily have corridorwide, 

short-term, minor, adverse transportation effects associated with restoration activities (e.g., removal of 

Sugar Pine, Ahwahnee, and Stoneman bridges to preserve the free-flowing condition of the Merced 

River). The transportation effects of changes to the amount of overnight accommodation 
AFFECTED ENVIRONMENT AND ENVIRONMENTAL CONSEQUENCES

9-1004 Merced Wild and Scenic River Comprehensive Management Plan / DEIS

(i.e., campsites and lodging units) as part of the restoration (protect and enhance) actions are 

described below under Impacts of Actions to Manage User Capacity, Land Use, and Facilities. 

Impacts of Actions to Manage User Capacity, Land Use, and Facilities 

Under Alternative 3, actions to manage visitor use and facilities would slightly decrease opportunities 

for camping in the river corridor and decrease lodging, expand regional bus service, decrease day 

parking, and improve traffic circulation by a marked reduction in visitor use through a day use parking 

permit system for the East Yosemite Valley during the peak season. Permit compliance would be 

checked at on-site parking locations. These management actions would have corridorwide, moderate, 

long-term, beneficial impacts on transportation conditions.

Segment 2: Yosemite Valley 

Impacts of Actions to Protect and Enhance River Values 

Under Alternative 3, in Segment 2, actions to protect and enhance river values would primarily have 

segmentwide, short-term, minor, adverse transportation effects associated with restoration activities. 

However, traffic flow and circulation would be improved through the rerouting of Northside Drive 

south of the Camp 6 parking area (which would be relocated north of the current location, closer to 

the Yosemite Village). No roundabouts would be necessary under Alternative 3.While a pedestrian 

undercrossing would not be necessary, Alternative 3 would construct an at-grade pedestrian crossing 

west of the intersection of Northside Drive and Yosemite Lodge Drive to alleviate pedestrian/vehicle 

conflicts. Additionally, the intersection at Sentinel Bridge would be redesigned and Southside Drive 

would switch to a two-way road. The transportation effects of changes to the amount of overnight 

accommodation (i.e., campsites and lodging units) as part of the restoration actions are described 

below under Impacts of Actions to Manage User Capacity, Land Use, and Facilities. 

Impacts of Actions to Manage User Capacity, Land Use, and Facilities 

Under Alternative 3, in Segment 2, actions to manage visitor use and facilities include a traffic and 

parking management program. About 740 fewer parking spaces would be provided in the Valley, based 

on a calculation of the parking needed to accommodate the reduced use levels in the river corridor; no 

parking would be added in the West Valley. Due to the reductions in the supply of day parking with 

Alternative 3 as compared to current peak demand, a day use parking permit system would be 

instituted for the East Yosemite Valley. This system would be provided during the peak use season on 

a mixed first come, first served and advance reservation basis. Permits would be checked at on-site 

parking locations, and day use would be limited to 8,500 visitors per day. 

The total number of daily visitors to East Yosemite Valley under Alternative 3 would be 13,200 people, 

an approximately 37% decrease from existing peak-day conditions. At this level of visitation, there 

would not be a need for overflow parking during times of peak visitation. The amount of overnight 

lodging would decrease substantially from existing conditions under Alternative 3 in Segment 2, from 

1,034 units to 621 units. The number of campsites in Segment 2 would increase slightly, from 462 to 

477 sites. 
Analysis Topics: Sociocultural Resources 

Transportation – Alternative 3 

Merced Wild and Scenic River Comprehensive Management Plan / DEIS 9-1005

Regional bus service into Yosemite Valley would be expanded during the peak summer season under 

Alternative 3 with new service on the Highway 41 corridor. 

Transportation and circulation would be improved with substantially lower use levels. When 

combined, these actions would have segmentwide, moderate, long-term, beneficial impacts on 

transportation conditions within Yosemite Valley. 

Segment 2 Impact Summary: Actions to manage user capacities, land use, and facilities would have 

segmentwide, long-term, moderate, beneficial impacts on transportation and circulation within 

Segment 2. 

Segments 3 and 4: Merced River Gorge and El Portal 

Impacts of Actions to Protect and Enhance River Values 

Under Alternative 3, in Segments 3 and 4, actions to protect and enhance river values would have 

segmentwide, short-term, minor, adverse transportation effects associated with restoration activities. 

Impacts of Actions to Manage User Capacity, Land Use, and Facilities 

Under Alternative 3, no significant changes to the kinds and amounts of use are proposed in 

Segment 3, and the only change in Segment 4 would be increased employee housing (added to replace 

the housing removed from the Valley). The total number of daily visitors to actively recreate in 

Segments 3 and 4 with Alternative 3 would not change from existing peak-day conditions. 

Public transit options along Segments 3 and 4 would be expanded as described for Segment 2 above. 

Segment 3 is considered a “pass through” segment and therefore it does not contain any stops for 

passengers to enter or depart from transportation services that travel along this corridor. When 

combined, these actions would have segmentwide, minor, long-term, beneficial impacts on 

transportation conditions. 

Segments 3 & 4 Impact Summary: Actions to manage user capacities, land use, and facilities would 

have segmentwide, long-term, minor, beneficial impacts on transportation and circulation within 

Segments 3 & 4. 

Segment 7: Wawona 

Impacts of Actions to Protect and Enhance River Values 

Under Alternative 3, in Segment 7, actions to protect and enhance river values would have segment, 

short-term, minor, adverse transportation effects associated with restoration activities, but would have 

no long-term impacts because increased traffic would cease with completion of the construction work. 
AFFECTED ENVIRONMENT AND ENVIRONMENTAL CONSEQUENCES

9-1006 Merced Wild and Scenic River Comprehensive Management Plan / DEIS

Impacts of Actions to Manage User Capacity, Land Use, and Facilities 

Under Alternative 3, no significant changes to the kinds and amounts of in use Segment 7 are proposed.

The total number of daily visitors to Segment 7 under Alternative 3 would increase slightly over 

Alternative 1 peak-day levels, primarily due to increased transit use. 

Segment 7 Impact Summary: Impacts of Alternative 3 actions would be similar to those of Alternative 1 

(No Action), and result in segmentwide, long-term, minor, adverse impacts on transportation conditions 

in Segment 7. 

Summary of Impacts from Alternative 3: Dispersed Visitor Experiences and Extensive 

Riverbank Restoration 

Transportation conditions under Alternative 3 would be improved (reduced crowding and congestion) 

by management of visitor use to lower levels through the implementation of a day use parking permit 

system for the East Yosemite Valley, expanded regional transit service, improved circulation patterns, 

and reduced vehicle-pedestrian conflicts. Although the number of parking spaces would be reduced, the 

lower visitor level would reduce the ratio of visitors to parking spaces, an improvement that would be 

clearly detectable (by 10% to 20% of visitors traveling in the Merced River corridor) during the peak 

season of visitation. Overall, with implementation of mitigation measures MM-TRA-1 through 

MM-TRA-5, as applicable (see Appendix C), Alternative 3 would have corridorwide, moderate, longterm, beneficial impacts on transportation conditions. 

Cumulative Impacts from Alternative 3: Dispersed Visitor Experiences and Extensive 

Riverbank Restoration 

The past, present, and foreseeable projects that would affect transportation in the Merced River 

corridor under Alternative 3 would be the same as those under Alternative 1. Alternative 3, in 

combination with these cumulative projects, would result in a local, short-term, minor, adverse impact 

on transportation during construction periods. However, the improvements realized through current 

and reasonably foreseeable projects would further enhance the moderate, long-term, beneficial 

impacts on transportation that would result from Alternative 3. 

Environmental Consequences of Alternative 4: Resource-Based Visitor Experiences 

and Targeted Riverbank Restoration 

All River Segments 

Impacts of Actions to Protect and Enhance River Values 

Under Alternative 4, actions to protect and enhance river values would primarily have corridorwide, 

short-term, minor, adverse transportation effects associated with restoration activities (e.g., removal of 

Sugar Pine and Ahwahnee bridges to preserve the free-flowing condition of the Merced River). The 

transportation effects of changes to the amount of overnight accommodation (i.e., campsites and 
Analysis Topics: Sociocultural Resources 

Transportation – Alternative 4 

Merced Wild and Scenic River Comprehensive Management Plan / DEIS 9-1007

lodging units) as part of the restoration (protect and enhance) actions are described below under 

Impacts of Actions to Manage User Capacity, Land Use, and Facilities. 

Impacts of Actions to Manage User Capacity, Land Use, and Facilities 

Under Alternative 4, actions to manage visitor use and facilities would slightly decrease opportunities 

for camping in the river corridor and decrease lodging, expand regional bus service, decrease day 

parking, and improve traffic circulation through a marked reduction in visitor use. A proactive on-site, 

day use traffic and parking management program would be implemented to encourage dispersion of 

visitation to the park’s most congested areas. Overflow parking during times of peak visitation would 

be provided in El Portal at the Abbieville site, with the NPS shuttle system expanded to serve this new 

location. These management actions would have corridorwide, minor, long-term, beneficial impacts on 

transportation conditions. 

Segment 2: Yosemite Valley 

Impacts of Actions to Protect and Enhance River Values 

Under Alternative 4, in Segment 2, actions to protect and enhance river values would primarily have 

segmentwide, short-term, minor, adverse transportation effects associated with restoration activities. 

Construction activities would include the removal of a portion of Southside Drive through Stoneman 

Meadow and realignment of the road through the Boys Town area. Northside Drive would be retained in 

its current configuration, though Northside Drive would be re-aligned at Village Drive to meet standards 

for a proper four-way intersection and improved performance. No roundabouts would be necessary 

under Alternative 4. A pedestrian underpass (at Yosemite Lodge/Yosemite Falls crossing) would be 

constructed. A three-way intersection would be added from Sentinel Drive to the Yosemite Village Day 

Use Area Parking Lot to improve traffic flow and to alleviate congestion at nearby intersections. The 

transportation effects of changes to the amount of overnight accommodation (i.e., campsites and lodging 

units) as part of the restoration actions are described below under Impacts of Actions to Manage User 

Capacity, Land Use, and Facilities. 

Impacts of Actions to Manage User Capacity, Land Use, and Facilities 

Under Alternative 4, in Segment 2, actions to manage visitor use and facilities include a traffic and 

parking management program. About 292 fewer parking spaces would be provided in Yosemite Valley, 

based on a calculation of the parking needed to accommodate the reduced use levels in the river 

corridor; no parking would be added in the West Valley. Due to the reductions in the supply of day 

parking under Alternative 4 as compared to current peak demand, a system of parking fees, and traffic 

and parking diversions would be instituted. This system would be provided during the peak use season 

to manage parking for visitors to the East Valley. Visitor orientation and wayfinding would be improved 

by linking the Camp 6 parking lot to Yosemite Village visitor services via an underpass and pathways. 

Traffic congestion would be mitigated with the provision of a pedestrian underpass at Yosemite Lodge.

The total number of daily visitors to the East Valley under Alternative 4 would be 17,000 people, an 

approximate 19% decrease from existing peak-day conditions. The amount of overnight lodging 
AFFECTED ENVIRONMENT AND ENVIRONMENTAL CONSEQUENCES

9-1008 Merced Wild and Scenic River Comprehensive Management Plan / DEIS

would decrease slightly from existing conditions under Alternative 4 in Segment 2, from 1,034 units to 

823 units. The number of campsites in Segment 2 would increase, from 466 to 701 sites. 

Regional bus service into Yosemite Valley would be expanded during the peak summer season under 

Alternative 4, with new service on the Highway 41 corridor. Additionally, the Valley shuttle would be 

extended to the West Valley and serve the El Capitan crossover and Bridalveil Fall areas. 

Transportation and circulation would be improved due to lower use levels. When combined, these 

actions would have segmentwide, moderate, long-term, beneficial impacts on transportation 

conditions within Yosemite Valley. 

Segment 2 Impact Summary: Actions to manage user capacities, land use, and facilities would have 

segmentwide, long-term, moderate, beneficial impacts on transportation and circulation within 

Segment 2. 

Segments 3 and 4: Merced River Gorge and El Portal 

Impacts of Actions to Protect and Enhance River Values 

Under Alternative 4, in Segments 3 and 4, actions to protect and enhance river values would have 

segmentwide, short-term, minor, adverse transportation effects associated with restoration activities. 

Impacts of Actions to Manage User Capacity, Land Use, and Facilities 

Under Alternative 4, no significant changes to the kinds and amounts of use are proposed in 

Segment 3, and the only changes in Segment 4 would be the development of a new remote parking area 

and increased employee housing (added to replace the housing removed from Yosemite Valley). The 

total number of daily visitors to actively recreate in Segments 3 and 4 with Alternative 4 would not 

change from existing peak-day conditions. 

A new remote, 200-space visitor day parking area would be provided at the Abbieville/Trailer Court 

area in Segment 4, primarily to be used for visitor access to Yosemite Valley. The use associated with 

this parking area is accounted for in the Valley daily visitation levels reported for Segment 2 above. 

Public transit options along Segments 3 and 4 would be expanded as described for Segment 2 above. 

Segment 3 is considered a “pass through” segment, and therefore, it does not contain any stops for 

passengers to enter or depart from transportation services that travel along the river corridor through 

the Merced River gorge. Regional transit buses in Segment 4 would stop at the new day parking area. 

When combined, these actions would have segmentwide, minor, long-term, beneficial impacts on 

transportation conditions. 

Segments 3 & 4 Impact Summary: Actions to manage user capacities, land use, and facilities would 

have segmentwide, long-term, minor, beneficial impacts on transportation and circulation within 

Segments 3 & 4. 
Analysis Topics: Sociocultural Resources 

Transportation – Alternative 4 

Merced Wild and Scenic River Comprehensive Management Plan / DEIS 9-1009

Segment 7: Wawona 

Impacts of Actions to Protect and Enhance River Values 

Under Alternative 4, in Segment 7, actions to protect and enhance river values would have 

segmentwide, short-term, minor, adverse transportation effects associated with restoration activities, 

but would have no long-term impacts because increased traffic would cease with completion of the 

construction work. 

Impacts of Actions to Manage User Capacity, Land Use, and Facilities 

Under Alternative 4, no significant changes to the kinds and amounts of use in Segment 7 are proposed.

The total number of daily visitors to Segment 7 under Alternative 4 would increase slightly over 

Alternative 1 peak-day levels, primarily due to increased transit use. 

Segment 7 Impact Summary: Impacts of Alternative 4 actions would be similar to those of Alternative 1 

(No Action), and result in segmentwide, long-term, minor, adverse impacts on transportation conditions 

in Segment 7. 

Summary of Impacts from Alternative 4: Resource-Based Visitor Experiences and Targeted 

Riverbank Restoration 

Transportation conditions under Alternative 4 would be improved (reduced crowding and 

congestion) by management of visitor use to lower levels through the implementation of a parking fee, 

and traffic and parking diversion system, expanded regional transit and Valley shuttle service, improved 

circulation patterns, and reduced vehicle-pedestrian conflicts. Although the number of parking spaces 

would be reduced, the lower visitor level would reduce the ratio of visitors to parking spaces, an 

improvement that would be slightly detectable (by 5% to 10% of visitors traveling in the Merced River 

corridor) during the peak season of visitation. Overall, with implementation of mitigation measures 

MM-TRA-1 through MM-TRA-5, as applicable (see Appendix C), Alternative 4 would have 

corridorwide, minor, long-term, beneficial impacts on transportation conditions. 

Cumulative Impacts from Alternative 4: Resource-Based Visitor Experiences and Targeted 

Riverbank Restoration 

The past, present, and foreseeable projects that would affect transportation in the Merced River 

corridor under Alternative 4 would be the same as those described above for Alternative 2. 

Alternative 4, in combination with these cumulative projects, would result in a local, short-term, 

minor, adverse impact on transportation during construction periods. However, the improvements 

realized through current and reasonably foreseeable project would further enhance the moderate, 

long-term, beneficial impacts on transportation that would result from the implementation of 

Alternative 4. 
AFFECTED ENVIRONMENT AND ENVIRONMENTAL CONSEQUENCES

9-1010 Merced Wild and Scenic River Comprehensive Management Plan / DEIS

Environmental Consequences of Alternative 5: Enhanced Visitor Experiences and 

Essential River Bank Restoration 

All River Segments 

Impacts of Actions to Protect and Enhance River Values 

Under Alternative 5, actions to protect and enhance river values would primarily have corridorwide, 

short-term, minor, adverse transportation effects associated with restoration activities. The 

transportation effects of changes to the amount of overnight accommodations (i.e., campsites and 

lodging units) as part of the restoration (protect and enhance) actions are described below under 

Impacts of Actions to Manage User Capacity, Land Use, and Facilities. 

Impacts of Actions to Manage User Capacity, Land Use, and Facilities 

Under Alternative 5, actions to manage visitor use and facilities would increase opportunities for 

camping in the river corridor and slightly increase lodging, expand regional bus service, increase day 

parking in three primary areas (the West Valley, Yosemite Lodge, and El Portal), and improve traffic 

circulation with a new traffic circle and a pedestrian underpass in Yosemite Valley. Alternative 5 also 

would include a traffic and parking management program, which while focused on the Valley, would 

improve transportation conditions parkwide. Alternative 5 would accommodate current average day 

use for the summer season. These management actions would have corridorwide, moderate, long-term, 

beneficial impacts on transportation conditions.

Segment 2: Yosemite Valley 

Impacts of Actions to Protect and Enhance River Values 

Under Alternative 5, in Segment 2, actions to protect and enhance river values would primarily have 

segmentwide, short-term, minor, adverse transportation effects associated with restoration activities. 

Northside Drive would be retained in its current configuration, but a traffic circle (at the Northside 

Drive / Village Drive [Camp 6] intersection) and a pedestrian underpass (at Yosemite Lodge/Yosemite 

Falls crossing) would be constructed. A three-way intersection would be added from Sentinel Drive to 

the Yosemite Village Day Use Area Parking Lot to improve traffic flow and to alleviate congestion at 

nearby intersections. The transportation effects of changes to the amount of overnight accommodation 

(i.e., campsites and lodging units) as part of the restoration actions are described below under Impacts 

of Actions to Manage User Capacity, Land Use, and Facilities. 

Impacts of Actions to Manage User Capacity, Land Use, and Facilities 

Under Alternative 5, in Segment 2, actions to manage visitor use and facilities include a traffic and 

parking management program, additional parking, and changes to camping and overnight 

accommodations. The total number of daily visitors to East Yosemite Valley under Alternative 5 would 

be 19,900 people, an approximately 5% decrease from existing peak-day conditions. 
Analysis Topics: Sociocultural Resources 

Transportation – Alternative 5 

Merced Wild and Scenic River Comprehensive Management Plan / DEIS 9-1011

The day use capacity management system under Alternative 5 would include a phased-in progressive 

management plan for reducing overall congestion and would reduce crowding and congestion in 

Segment 2 on peak-use days. This would lead to a day use parking permit system for the East Yosemite 

Valley if day use visitation to the East Yosemite Valley from private vehicles exceeds the parking 

availability and formal traffic diversions at El Capitan Crossover are instituted for 14 days or more 

during the summer season for two consecutive years. Permits would be checked at on-site parking 

locations, and day use would be limited to 12,800 visitors per day. Both regional transit and Valley 

shuttle options would be expanded, the latter extended to the West Valley to serve the El Capitan 

crossover and Bridalveil Fall areas. Vehicles driving into Yosemite Valley on peak-use days would be 

subject to transportation fees, directed to overflow parking in the West Valley, and ultimately require a 

parking reservation. The management system would improve transportation conditions in the Valley, 

particularly on peak days. 

Under Alternative 5, the amount of overnight lodging would remain essentially the same as existing 

conditions in Segment 2, increasing slightly from 1,034 units to 1,053 units. The number of campsites 

in Segment 2 would increase from 462 to 640 sites, a 39% increase. 

In addition to the day use capacity management system, transportation and parking improvements 

would improve traffic flow and circulation. About 111 parking spaces would be added in Segment 2, a 

5% increase over the spaces currently available (including 100 overflow parking spaces in the West 

Valley), which would reduce vehicles circulating through Yosemite Valley looking for parking. The 

above-mentioned traffic circle and a pedestrian underpass would result in less congestion and 

enhanced pedestrian safety. 

Regional bus service into Yosemite Valley would be expanded during the peak summer season under 

Alternative 5. The regional transit service would accommodate both employees and visitors and would 

add an additional stop at the El Portal remote day use parking area. Additionally, the Valley shuttle 

would be extended to the West Valley to serve the El Capitan crossover and Bridalveil Fall areas.

Although the total number of daily visitors to East Yosemite Valley would be only slightly reduced 

from existing peak-day numbers, the implementation of the day use capacity management system, 

additional parking spaces, and transportation system improvements would lessen traffic jams, and 

improve the chance that visitors entering Yosemite have a place to park (thus eliminating unnecessary 

circling). When combined, these actions would have segmentwide, major, long-term, beneficial impacts 

on transportation conditions within Yosemite Valley. 

Segment 2 Impact Summary: Actions to manage user capacities, land use, and facilities would have 

segmentwide, long-term, major, beneficial impacts on transportation and circulation within Segment 2. 

Segments 3 and 4: Merced River Gorge and El Portal 

Impacts of Actions to Protect and Enhance River Values 

Under Alternative 5, in Segments 3 and 4, actions to protect and enhance river values would have 

segmentwide, minor, adverse short-term transportation effects associated with restoration activities. 
AFFECTED ENVIRONMENT AND ENVIRONMENTAL CONSEQUENCES

9-1012 Merced Wild and Scenic River Comprehensive Management Plan / DEIS

Impacts of Actions to Manage User Capacity, Land Use, and Facilities 

Under Alternative 5, no significant changes to the kinds and amounts of use are proposed in 

Segment 3, and the only changes in Segment 4 would be the development of a new remote parking area 

and increased employee housing (added to replace the housing removed from the Valley). The total 

number of daily visitors to actively recreate in Segments 3 and 4 under Alternative 5 would not change 

from existing peak-day conditions. 

A new remote, 200-space visitor day parking area would be provided at the Abbieville/Trailer Court 

area in Segment 4, primarily to be used for visitor access to Yosemite Valley. The use associated with 

this parking area is accounted for in the Valley daily visitation levels reported above for Segment 2. 

Public transit options along Segments 3 and 4 would be expanded as described for Segment 2 above. 

Segment 3 is considered a “pass through” segment, and therefore, it does not contain any stops for 

passengers to enter or depart from transportation services that travel along this corridor. Regional 

transit buses in Segment 4 would stop at the new day parking area. When combined, these actions 

would have segmentwide, moderate, long-term, beneficial impacts on transportation conditions. 

Segments 3 & 4 Impact Summary: Actions to manage user capacities, land use, and facilities would 

have segmentwide, long-term, moderate, beneficial impacts on transportation and circulation within 

Segments 3 & 4. 

Segment 7: Wawona 

Impacts of Actions to Protect and Enhance River Values 

Under Alternative 5, in Segment 7, actions to protect and enhance river values would have 

segmentwide, short-term, minor, adverse transportation effects associated with restoration activities, 

but would have no long-term impacts because increased traffic would cease with completion of the 

construction work. 

Impacts of Actions to Manage User Capacity, Land Use, and Facilities 

Under Alternative 5, in Segment 7, no significant changes to the kinds and amounts of use are proposed.

The total number of daily visitors to Segment 7 under Alternative 5 would increase slightly over 

Alternative 1 peak-day levels, primarily due to increased transit use. 

Segment 7 Impact Summary: Impacts of Alternative 5 actions would be similar to those of Alternative 1 

(No Action), and result in segmentwide, long-term, minor, adverse impacts on transportation conditions 

in Segment 7. 

Summary of Impacts from Alternative 5: Enhanced Visitor Experience and Essential River 

Bank Restoration 

Under Alternative 5, the park would increase access to and the availability of parking and camping, 

and maintain the current levels of overnight lodging. Transportation conditions would be improved 
Analysis Topics: Sociocultural Resources 

Transportation – Alternative 5 

Merced Wild and Scenic River Comprehensive Management Plan / DEIS 9-1013

(reduced crowding and congestion) by better management of traffic, improved circulation patterns 

(i.e., a traffic circle) and parking, expanded regional transit and Valley shuttle service, and reduced 

vehicle-pedestrian conflicts, which would be highly detectable (by more than 20% of visitors traveling 

in the Merced River corridor) during the peak season of visitation. Overall, with implementation of 

mitigation measures MM-TRA-1 through MM-TRA-5, as applicable (see Appendix C), Alternative 5 

would have corridorwide, major, long-term, beneficial impacts on transportation conditions. 

Cumulative Impacts from Alternative 5: Enhanced Visitor Experience and Essential River 

Bank Restoration 

The past, present, and foreseeable projects that would affect transportation in the Merced River 

corridor under Alternative 5 would be the same as those described for Alternative 2. Alternative 5, in 

combination with these cumulative projects, would result in a local, short-term, minor, adverse impact 

on transportation during construction periods. However, the improvements realized through current 

and reasonably foreseeable project would further enhance the moderate, long-term, beneficial impacts 

on transportation that would result from the implementation of Alternative 5. 

Environmental Consequences of Alternative 6: Diversified Visitor Experiences and 

Selective Riverbank Restoration 

All River Segments 

Impacts of Actions to Protect and Enhance River Values 

Under Alternative 6, actions to protect and enhance river values would primarily have corridorwide, 

short-term, minor, adverse transportation effects associated with restoration activities (e.g., potential 

removal of Sugar Pine bridge to preserve the free-flowing condition of the Merced River). The 

transportation effects of changes to the amount of overnight accommodation (i.e., campsites and 

lodging units) as part of the restoration (protect and enhance) actions are described below under 

Impacts of Actions to Manage User Capacity, Land Use, and Facilities. 

Impacts of Actions to Manage User Capacity, Land Use, and Facilities 

Under Alternative 6, actions to manage visitor use and facilities would increase opportunities for 

camping in the river corridor and increase lodging, expand regional bus service, increase day parking, 

and improve traffic circulation with new roundabouts and a pedestrian underpass in Yosemite Valley. 

Alternative 6 also includes a traffic and parking management program, which while focused on the 

Valley, would improve transportation conditions parkwide. Alternative 6 would provide enough day 

parking in the river corridor to accommodate current peak use, and at an average 3% growth per year, 

enough parking to accommodate day use demand for the next five years. These management actions 

would have corridorwide, moderate, long-term, beneficial impacts on transportation conditions. 
AFFECTED ENVIRONMENT AND ENVIRONMENTAL CONSEQUENCES

9-1014 Merced Wild and Scenic River Comprehensive Management Plan / DEIS

Segment 2: Yosemite Valley 

Impacts of Actions to Protect and Enhance River Values 

Under Alternative 6, in Segment 2, actions to protect and enhance river values would primarily have 

segmentwide, short-term, minor, adverse transportation effects associated with restoration activities. 

Northside Drive would be retained in its current configuration, but roundabouts (at Northside Drive / 

Village Drive [Camp 6], and Sentinel Drive / Northside Drive [Bank 3-Way]) and a pedestrian 

underpass (at the Yosemite Lodge/ Yosemite Falls area) would be constructed. A three-way 

intersection would be added from Sentinel Drive to the Yosemite Village Day Use Area Parking Lot to 

improve traffic flow and to alleviate congestion at nearby intersections. The transportation effects of 

changes to the amount of overnight accommodation (i.e., campsites and lodging units) as part of the 

restoration actions are described below under Impacts of Actions to Manage User Capacity, Land Use, 

and Facilities. 

Impacts of Actions to Manage User Capacity, Land Use, and Facilities 

Under Alternative 6, in Segment 2, actions to manage visitor use and facilities include a traffic and 

parking management program, and additional parking, camping, and overnight accommodations. The 

total number of daily visitors to East Yosemite Valley under Alternative 6 would be 21,800 people, an 

approximately 4% increase from existing peak-day conditions. Overall, Alternative 6 would 

accommodate the majority of peak use demand for visitation in the Valley.

Alternative 6 would include a phased-in progressive management plan for reducing overall congestion 

and creating a visitor-friendly traffic management program. This would include the implementation of 

transportation fees at entrance stations and could ultimately lead to a day use parking permit system 

for the East Yosemite Valley if day use visitation to the East Yosemite Valley from private vehicles 

exceeds the parking availability and formal traffic diversions at El Capitan Crossover are instituted for 

14 days or more during the summer season for two consecutive years. Permits would be checked at onsite parking locations, and day use would be limited to 13,700 visitors per day. Both regional transit 

and Valley shuttle options would be expanded, the latter extended to the West Valley to serve the 

El Capitan crossover and Bridalveil Fall areas. 

The amount of overnight lodging would increase from existing conditions under Alternative 6 in 

Segment 2, from 1,034 units to 1,248 units. The number of campsites in Segment 2 would increase from 

462 to 739 sites. 

About 261 parking spaces would be added in this segment, an 11% increase over the spaces currently 

available (including new visitor parking west of Yosemite Lodge [300 spaces] and in the West Valley at 

the El Capitan crossover [250 spaces]), which would reduce vehicles circulating through the Valley 

looking for parking. The above-mentioned roundabouts and pedestrian underpasses would result in 

less congestion and enhanced pedestrian safety. 

Regional bus service into Yosemite Valley would be expanded during the peak summer season under 

Alternative 6. The regional transit service would accommodate both employees and visitors and would 
Analysis Topics: Sociocultural Resources 

Transportation – Alternative 6 

Merced Wild and Scenic River Comprehensive Management Plan / DEIS 9-1015

add an additional stop at the El Portal remote day use parking area. Additionally, the Valley shuttle 

would be extended to the West Valley to serve the El Capitan crossover and Bridalveil Fall areas.

Although the total number of daily visitors to East Yosemite Valley would be slightly higher than 

existing peak-day numbers, the implementation of the day use capacity management system, 

additional parking spaces, and transportation system improvements would lessen traffic jams, and 

ensure that visitors entering the park have a place to park (thus eliminating unnecessary circling). 

These management actions would have segmentwide, moderate, long-term, beneficial impacts on 

transportation conditions. 

Segment 2 Impact Summary: Actions to manage user capacities, land use, and facilities would have 

segmentwide, long-term, moderate, beneficial impacts on transportation and circulation within 

Segment 2. 

Segments 3 and 4: Merced River Gorge and El Portal 

Impacts of Actions to Protect and Enhance River Values 

Under Alternative 6, in Segments 3 and 4, actions to protect and enhance river values would have 

segmentwide, short-term, minor, adverse transportation effects associated with restoration activities. 

Impacts of Actions to Manage User Capacity, Land Use, and Facilities 

Under Alternative 6, no significant changes to the kinds and amounts of use are proposed in 

Segment 3, and the only changes in Segment 4 would be the development of a new remote parking area 

and increased employee housing (added to replace the housing removed from the Valley). The total 

number of daily visitors to actively recreate in Segments 3 and 4 with Alternative 6 would not change 

from existing peak-day conditions. 

A new remote 200-space visitor day parking area would be provided at the Abbieville/Trailer Court 

site in Segment 4, primarily to be used for visitor access to Yosemite Valley. The use associated with 

this parking area is accounted for in the Valley daily visitation levels reported above for Segment 2. 

Public transit options along Segments 3 and 4 would be expanded as described for Segment 2. 

Segment 3 is considered a “pass through” segment, and therefore, it does not contain any stops for 

passengers to enter or depart from transportation services that travel along this corridor. Regional 

transit buses in Segment 4 would stop at the new day parking area. These management actions would 

have corridorwide, moderate, long-term, beneficial impacts on transportation conditions. 

Segments 3 & 4 Impact Summary: Actions to manage user capacities, land use, and facilities would 

have segmentwide, long-term, moderate, beneficial impacts on transportation and circulation within 

Segments 3 & 4. 
AFFECTED ENVIRONMENT AND ENVIRONMENTAL CONSEQUENCES

9-1016 Merced Wild and Scenic River Comprehensive Management Plan / DEIS

Segment 7: Wawona 

Impacts of Actions to Protect and Enhance River Values 

Under Alternative 6, in Segment 7, actions to protect and enhance river values would have 

segmentwide, short-term, minor, adverse transportation effects associated with restoration activities, 

but would have no long-term impacts because increased traffic would cease with completion of the 

construction work. 

Impacts of Actions to Manage User Capacity, Land Use, and Facilities 

Under Alternative 6, in Segment 7, no significant changes to the kinds and amounts of use are proposed.

The total number of daily visitors to Segment 7 under Alternative 6 would increase slightly over 

Alternative 1 peak-day levels, primarily due to increased transit use. 

Segment 7 Impact Summary: Impacts of Alternative6 actions would be similar to those of Alternative 1 

(No Action), and result in segmentwide, long-term, minor, adverse impacts on transportation conditions 

in Segment 7. 

Summary of Impacts from Alternative 6: Diversified Visitor Experiences and Selective 

Riverbank Restoration 

Transportation conditions under Alternative 6 would be improved (reduced crowding and 

congestion) by changes to the roadway network (i.e., roundabouts and pedestrian underpasses) to 

improve traffic flow and reduce pedestrian/vehicle conflicts), visitor and parking management 

strategies, and expanded regional transit and Valley shuttle service. Alternative 6 would provide 

enough day parking in the river corridor to accommodate current peak use, and with circulation 

changes, the improvements would be clearly detectable (by 10% to 20% of visitors traveling in the 

Merced River corridor) during the peak season of visitation. Overall, with implementation of mitigation 

measures MM-TRA-1 through MM-TRA-5, as applicable (see Appendix C), Alternative 6 would have 

corridorwide, moderate, long-term, beneficial impacts on transportation conditions. 

Cumulative Impacts from Alternative 6: Diversified Visitor Experiences and Selective 

Riverbank Restoration 

The past, present, and foreseeable projects that would affect transportation in the Merced River corridor 

under Alternative 6 would be the same as those presented above for Alternative 2. Alternative 6, in 

combination with these cumulative projects, would result in a local, short-term, minor, adverse impact 

on transportation during construction periods. However, the improvements realized through current 

and reasonably foreseeable projects would further enhance the moderate, long-term, beneficial impacts 

on transportation that would result from implementation of Alternative 6.