Section Viii Salt Lake/ West Valley and the Ogden
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Wasatch Front South Boundary Path Rating Study
Wasatch Front South Boundary Path Rating Study This study has been performed to identify Wasatch Front South boundary capacity, transmission constraints and mitigations PacifiCorp 12/18/2015 Table of Contents Executive Summary ................................................................................................. 2 1. Introduction ........................................................................................................ 3 2. Methodology ....................................................................................................... 6 2.1 Study Assumption .................................................................................... 6 2.2 Study Criteria ........................................................................................... 7 2.3 List of Resources ....................................................................................... 8 3. Simulation Setup ................................................................................................ 9 4. Conclusion and Recommendations ................................................................11 Appendix .................................................................................................................13 1 | P a g e C:\Users\p95594\AppData\Local\Microsoft\Windows\Temporary Internet Files\Content.Outlook\M8XSQ745\Wasatch Front South Boundary Capacity_Dec-2015-final.docx Executive Summary The Wasatch Front South (WFS) boundary is a critical transmission path within PacifiCorp’s transmission footprint located in -
The Wasatch Fault
The WasatchWasatchThe FaultFault UtahUtah Geological Geological Survey Survey PublicPublic Information Information Series Series 40 40 11 9 9 9 9 6 6 The WasatchWasatchThe FaultFault CONTENTS The ups and downs of the Wasatch fault . .1 What is the Wasatch fault? . .1 Where is the Wasatch fault? Globally ............................................................................................2 Regionally . .2 Locally .............................................................................................4 Surface expressions (how to recognize the fault) . .5 Land use - your fault? . .8 At a glance - geological relationships . .10 Earthquakes ..........................................................................................12 When/how often? . .14 Howbig? .........................................................................................15 Earthquake hazards . .15 Future probability of the "big one" . .16 Where to get additional information . .17 Selected bibliography . .17 Acknowledgments Text by Sandra N. Eldredge. Design and graphics by Vicky Clarke. Special thanks to: Walter Arabasz of the University of Utah Seismograph Stations for per- mission to reproduce photographs on p. 6, 9, II; Utah State University for permission to use the satellite image mosaic on the cover; Rebecca Hylland for her assistance; Gary Christenson, Kimm Harty, William Lund, Edith (Deedee) O'Brien, and Christine Wilkerson for their reviews; and James Parker for drafting. Research supported by the U.S. Geological Survey (USGS), Department -
The Greater Salt Lake Area Multifamily Market
THE GREATER SALT LAKE AREA MULTIFAMILY MARKET THE MOST COMPREHENSIVE MULTIFAMILY REPORT | 2019 REVIEW + 2020 OUTLOOK PREFACE TABLE OF CBRE is pleased to release the 2020 Greater Salt Lake Area Multifamily Market Report, the most current and comprehensive CONTENTS multifamily data available for the Salt Lake Area/Wasatch Front market. Produced by Eli Mills and Patrick Bodnar of CBRE, this report has been assembled to empower the decision making of multifamily professionals active in the Utah market. This report has been prepared with current data sourced from a survey of over half the multifamily market (60,000+ units) along the Wasatch Front Area inclusive of Salt Lake, Utah, Davis and Weber Counties. Minimum reporting requirements were identified for each city and county by class, type and size. Data contributions and validations to this publication were made by: • CBRE Research • Utah Department of Economics • CBRE Econometric Advisors • University of Utah Bureau of Economics and Business Research • Yardi Matrix • Construction Monitor • Axiometrics • CoStar • Western States Multifamily Whatever your multifamily needs may be, please reach out to us. CBRE has the most comprehensive data on the market and can provide information on a macro or micro level based on class, city, submarket, zip code, location, age, size, proximity to rail stops, and many other variations. CBRE consistently leads the market, with national multifamily investment sales totaling over $33.3 billion in 2019 (Source: Real Capital Analytics). As the leader in multifamily sales every year since 2001, the exposure of CBRE is second-to-none. With 65 locations and over 300 multifamily professionals, including direct lending services, CBRE’s unparalleled multifamily platform has a competitive presence in Utah and an enhanced investment reach into the multifamily space, providing our clients with the greatest market exposure available. -
Light Rail Transit (LRT)
Transit Strategies Light Rail Transit (LRT) Light rail transit (LRT) is electrified rail service that operates in urban environments in completely exclusive rights‐of‐way, in exclusive lanes on roadways, and in some cases in mixed traffic. Most often, it uses one to three car trains and serves high volume corridors at higher speeds than local bus and streetcar service. Design and operational elements of LRT include level boarding, off‐board fare payment, and traffic signal priority. Stations are typically spaced farther apart than those of local transit services and are usually situated where there are higher population and employment densities. MAX Light Rail (Portland, OR) The T Light Rail (Pittsburgh, PA) Characteristics of LRT Service LRT is popular with passengers for a number of reasons, the most important of which are that service is fast, frequent, direct, and operates from early morning to late night. These attributes make service more convenient—much more convenient than regular bus service—and more competitive with travel by automobile. Characteristics of LRT service include: . Frequent service, typically every 10 minutes or better . Long spans of service, often 18 hours a day or more . Direct service along major corridors . Fast service Keys reasons that service is fast are the use of exclusive rights‐of‐way—exclusive lanes in the medians of roadways, in former rail rights‐of‐way, and in subways—and that stations are spaced further apart than with bus service, typically every half mile (although stations are often spaced more closely within downtown areas). Rhode Island Transit Master Plan | 1 Differences between LRT and Streetcar Light rail and streetcar service are often confused, largely because they share many similarities. -
Caltrain Fare Study Draft Research and Peer Comparison Report
Caltrain Fare Study Draft Research and Peer Comparison Report Public Review Draft October 2017 Caltrain Fare Study Draft Research and Peer Comparison October 2017 Research and Peer Review Research and Peer Review .................................................................................................... 1 Introduction ......................................................................................................................... 2 A Note on TCRP Sources ........................................................................................................................................... 2 Elasticity of Demand for Commuter Rail ............................................................................... 3 Definition ........................................................................................................................................................................ 3 Commuter Rail Elasticity ......................................................................................................................................... 3 Comparison with Peer Systems ............................................................................................ 4 Fares ................................................................................................................................................................................. 5 Employer Programs .................................................................................................................................................. -
Metrorail/Coconut Grove Connection Study Phase II Technical
METRORAILICOCONUT GROVE CONNECTION STUDY DRAFT BACKGROUND RESEARCH Technical Memorandum Number 2 & TECHNICAL DATA DEVELOPMENT Technical Memorandum Number 3 Prepared for Prepared by IIStB Reynolds, Smith and Hills, Inc. 6161 Blue Lagoon Drive, Suite 200 Miami, Florida 33126 December 2004 METRORAIUCOCONUT GROVE CONNECTION STUDY DRAFT BACKGROUND RESEARCH Technical Memorandum Number 2 Prepared for Prepared by BS'R Reynolds, Smith and Hills, Inc. 6161 Blue Lagoon Drive, Suite 200 Miami, Florida 33126 December 2004 TABLE OF CONTENTS 1.0 INTRODUCTION .................................................................................................. 1 2.0 STUDY DESCRiPTION ........................................................................................ 1 3.0 TRANSIT MODES DESCRIPTION ...................................................................... 4 3.1 ENHANCED BUS SERViCES ................................................................... 4 3.2 BUS RAPID TRANSIT .............................................................................. 5 3.3 TROLLEY BUS SERVICES ...................................................................... 6 3.4 SUSPENDED/CABLEWAY TRANSIT ...................................................... 7 3.5 AUTOMATED GUIDEWAY TRANSiT ....................................................... 7 3.6 LIGHT RAIL TRANSIT .............................................................................. 8 3.7 HEAVY RAIL ............................................................................................. 8 3.8 MONORAIL -
Traffic Volumes
Sandy Downtown 2020 2021 Contents 1– INTRODUCTION �������������������������������������������������� 6 2– GOALS AND POLICIES ���������������������������������������������� 8 3– SAFETY ANALYSIS ������������������������������������������������ 14 4– DOWNTOWN TRAFFIC ANALYSIS ������������������������������������� 36 5– ACTIVE TRANSPORTATION ������������������������������������������ 62 6– TRANSIT ������������������������������������������������������� 74 7– TRAVEL DEMAND MANAGEMENT & PARKING ��������������������������� 84 8– CONCLUSION ��������������������������������������������������� 86 2 | SANDY DOWNTOWN TRANSPORTATION MASTER PLAN | 2020 List of Figures Figure 1–1 Sandy Downtown Study Area ���������������������������������������������������������������7 Figure 3–1 Sandy Downtown Crash Rate per Million Vehicle Miles Travelled ����������������������������������16 Figure 3–2 Sandy Downtown All Crashes Heatmap (2016-2018) �������������������������������������������17 Figure 3–3 Sandy Downtown Fatal and Serious Injury Crashes (2016-2018) ����������������������������������18 Figure 3–4 Sandy Downtown Bicycle Crashes (2016-2018) ������������������������������������������������20 Figure 3–5 Sandy Downtown Pedestrian Crashes (2016-2018) ���������������������������������������������21 Figure 3–6 Sandy Downtown Non-State Route Crashes Heatmap (2016-2018) ��������������������������������23 Figure 3–7 Centennial Parkway and 10080 South Crashes by Crash Type (2016-2018) ��������������������������24 Figure 3–8 Centennial Parkway and 10080 South Crash -
Avalanche Hazard Investigations, Zoning, and Ordinances, Utah, Part 2
International Snow Science Workshop Avalanche Hazard Investigations, Zoning, and Ordinances, Utah, Part 2 David A. Scroggin, Jack Johnson Company L. Darlene Batatian, P.G., Mountain Land Development ABSTRACT: The Wasatch Mountains of Utah are known as home to the 2002 Winter Olympics as well as having an abundance of avalanche history and avalanche hazard terrain that threatens ski areas, highways, and backcountry. Avalanche professionals historically have been drawn to and/or produced from this region resulting in an abundance of publications and research. Still, the subject of avalanche zoning continues to be neglected by developers and governmental approval agencies at communities encroaching on the foothills of the Bonneville Shoreline into avalanche terrain not previously developed. The first and only avalanche hazard ordinance adopted by a county (Scroggin/Batatian, ISSW 2004) is now being challenged by developers. While geologists continue to improve natural hazards mapping for earthquakes, landslides, and debris flows, avalanche hazards have not been included. This presentation will present a slide show and computer terrain analysis of recent large avalanches that have dropped over 5000 vertical feet to existing and proposed development areas as well as inspire a discussion on ways to address the problem both physically and politically. Potential solutions and ways to identify how to assist developers and governmental agencies will be presented. KEYWORDS: Avalanche Zoning, Ordinance, Governmental Approvals, Utah, 1. INTRODUCTION Salt Lake County ski areas (Alta, Snowbird, In 2002 the first avalanche zoning guidelines for Brighton, Solitude) and Utah Department of a county in Utah was taken into state ordinance Transportation (UDOT) highways of Big (www.avalanche.org/~issw2004/issw_previous/ Cottonwood Canyon, Little Cottonwood Canyon 2004/proceedings/pdffiles/papers/073.pdf). -
Clearfield City 3 Millcreek 5 North Ogden 8 North Salt Lake 11 Perry City 14 West Valley City 17 March 2021 Local Progress Case Studies
LOCAL PROGRESS CASE STUDIES MARCH 2021 CONTENTS LOCAL PROGRESS CASE STUDIES. 2 CLEARFIELD CITY 3 MILLCREEK 5 NORTH OGDEN 8 NORTH SALT LAKE 11 PERRY CITY 14 WEST VALLEY CITY 17 MARCH 2021 LOCAL PROGRESS CASE STUDIES. The case studies in this document highlight a cross section of communities in their efforts to address the challenges of a growing Utah. As you will see, these stories demonstrate the time and complexity it takes to work with the broader community to change planning and zoning. Change takes some time and yet progress is being made. The case studies should be useful to communities to get ideas about how to address growth. • How are communities working with their residents? • What are the technical approaches used? • Ultimately, what are some of the key lessons learned? This information should serve as a springboard to further dive into the plans and policies that are emerging across the greater Wasatch Front. The Growth Challenge: For the past decade, Utah has been the fastest growing state in the nation. This creates challenges for housing, transportation, air quality, etc.. The local process to address these issues starts with a community’s general plan. The general plan is the opportunity to coordinate a variety of physical changes to a community. You will see general plan updates highlighted in most of these progress stories. Wasatch Choice Regional Vision: As communities update their plans, they are exploring implementation of the Wasatch Choice Regional Vision, which focuses on coordinating the planning and location of land use, housing, transportation, economic development, and open space to achieve a higher quality of life. -
Sounder Commuter Rail (Seattle)
Public Use of Rail Right-of-Way in Urban Areas Final Report PRC 14-12 F Public Use of Rail Right-of-Way in Urban Areas Texas A&M Transportation Institute PRC 14-12 F December 2014 Authors Jolanda Prozzi Rydell Walthall Megan Kenney Jeff Warner Curtis Morgan Table of Contents List of Figures ................................................................................................................................ 8 List of Tables ................................................................................................................................. 9 Executive Summary .................................................................................................................... 10 Sharing Rail Infrastructure ........................................................................................................ 10 Three Scenarios for Sharing Rail Infrastructure ................................................................... 10 Shared-Use Agreement Components .................................................................................... 12 Freight Railroad Company Perspectives ............................................................................... 12 Keys to Negotiating Successful Shared-Use Agreements .................................................... 13 Rail Infrastructure Relocation ................................................................................................... 15 Benefits of Infrastructure Relocation ................................................................................... -
Bus Rapid Transit (BRT) and Light Rail Transit
Bus Rapid Transit (BRT) and Light Rail Transit (LRT) Performance Characteristics Stations Mixed Traffic Lanes* Service Characteristics Newest Corridor End‐to‐End Travel Departures Every 'X' Travel Speed (MPH) City Corridor Segment Open length (mi) # Spacing (mi) Miles % Time Minutes BRT Systems Boston Silver Line Washington Street ‐ SL5 2002 2.40 13 0.18 1.03 42.93% 19 7 7.58 Oakland San Pablo Rapid ‐ 72R 2003 14.79 52 0.28 14.79 100.00% 60 12 14.79 Albuquerque The Red Line (766) 2004 11.00 17 0.65 10.32 93.79% 44 18 15.00 Kansas City Main Street ‐ MAX "Orange Line" 2005 8.95 22 0.41 4.29 47.92% 40 10 13.42 Eugene Green Line 2007 3.98 10 0.40 1.59 40.00% 29 10 8.23 New York Bx12 SBS (Fordham Road ‐ Pelham Pkwy) 2008 9.00 18 0.50 5.20 57.73% 52 3 10.38 Cleveland HealthLine 2008 6.80 39 0.17 2.33 34.19% 38 8 10.74 Snohomish County Swift BRT ‐ Blue Line 2009 16.72 31 0.54 6.77 40.52% 43 12 23.33 Eugene Gateway Line 2011 7.76 14 0.55 2.59 33.33% 29 10 16.05 Kansas City Troost Avenue ‐ "Green Line" 2011 12.93 22 0.59 12.93 100.00% 50 10 15.51 New York M34 SBS (34th Street) 2011 2.00 13 0.15 2.00 100.00% 23 9 5.22 Stockton Route #44 ‐ Airport Corridor 2011 5.50 8 0.69 5.50 100.00% 23 20 14.35 Stockton Route #43 ‐ Hammer Corridor 2012 5.30 14 0.38 5.30 100.00% 28 12 11.35 Alexandria ‐ Arlington Metroway 2014 6.80 15 0.45 6.12 89.95% 24 12 17.00 Fort Collins Mason Corridor 2014 4.97 12 0.41 1.99 40.00% 24 10 12.43 San Bernardino sbX ‐ "Green Line" 2014 15.70 16 0.98 9.86 62.79% 56 10 16.82 Minneapolis A Line 2016 9.90 20 0.50 9.90 100.00% 28 10 21.21 Minneapolis Red Line 2013 13.00 5 2.60 2.00 15.38% 55 15 14.18 Chapel Hill N‐S Corridor Proposed 8.20 16 0.51 1.34 16.34% 30 7.5 16.40 LRT Systems St. -
Director of Capital Development $146,000 - $160,000 Annually
UTAH TRANSIT AUTHORITY Director of Capital Development $146,000 - $160,000 annually Utah Transit Authority provides integrated mobility solutions to service life’s connection, improve public health and enhance quality of life. • Central Corridor improvements: Expansion of the Utah Valley Express (UVX) Bus Rapid Transit (BRT) line to Salt Lake City; addition of a Davis County to Salt Lake City BRT line; construction of a BRT line in Ogden; and the pursuit of world class transit-oriented developments at the Point of the Mountain during the repurposing of 600 acres of the Utah State Prison after its future relocation. To learn more go to: rideuta.com VISION Provide an integrated system of innovative, accessible and efficient public transportation services that increase access to opportunities and contribute to a healthy environment for the people of the Wasatch region. THE POSITION The Director of Capital Development plays a critical ABOUT UTA role in getting things done at Utah Transit Authority UTA was founded on March 3, 1970 after residents from (UTA). This is a senior-level position reporting to the Salt Lake City and the surrounding communities of Chief Service Development Officer and is responsible Murray, Midvale, Sandy, and Bingham voted to form a for cultivating projects that improve the connectivity, public transit district. For the next 30 years, UTA provided frequency, reliability, and quality of UTA’s transit residents in the Wasatch Front with transportation in the offerings. This person oversees and manages corridor form of bus service. During this time, UTA also expanded and facility projects through environmental analysis, its operations to include express bus routes, paratransit grant funding, and design processes, then consults with service, and carpool and vanpool programs.