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1995 Statewide Long Range Transportation Plan

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1995 Statewide Long Range Transportation Plan Utah State University DigitalCommons@USU All U.S. Government Documents (Utah Regional U.S. Government Documents (Utah Regional Depository) Depository) 1995 1995 Statewide Long Range Transportation Plan UDOT Program Development Follow this and additional works at: https://digitalcommons.usu.edu/govdocs Part of the Environmental Indicators and Impact Assessment Commons Recommended Citation UDOT Program Development, "1995 Statewide Long Range Transportation Plan" (1995). All U.S. Government Documents (Utah Regional Depository). Paper 477. https://digitalcommons.usu.edu/govdocs/477 This Report is brought to you for free and open access by the U.S. Government Documents (Utah Regional Depository) at DigitalCommons@USU. It has been accepted for inclusion in All U.S. Government Documents (Utah Regional Depository) by an authorized administrator of DigitalCommons@USU. For more information, please contact [email protected]. ..- .——. ‘c c c c c c 1995 c c Statewidelong Range c c TransportationPlan c c Preparedfor Me Stateof Utah c, c c c c c c c “c c c ‘c c’ c“ c c’ c ~;. c, c“ Q c c c c ~c @ L c c. ~, .< 1995 Statewidelong Range TransportationPlan Prepared for the Sfafe of Utah by UDOTProgram Deve/optnent Table of Contents MISSION STATEMENT AND STRATEGIC GOALS . .1 EARLY TRANSPORTATION PLANNING AND CONSTRUCTION . ...1 UDOT MISSION STATEMENT 3 INTERMODAL TRANSPORTATlOti &TtiTE&”GoA~s ~~~” - ““-- “- ““ STRATEGIES 3 STATEWIDE TRANSPORTATION PUNNING PROCESS” :::::::::::::7 HIGHWAY TRANSPORTATION PLANNING . .9 TRANSIT PLANNING . ...9 AVIATION PIANNING . ...10 RAIL PLANNING. 11 SUMMARY OF STIPPROCESS ””::::::: :::: :::: :::: :::: :::: ::: :12 PUBLIC INVOLVEMENT . ...12 PUBLIC INVOLVEMENT FOR1995 . ...13 THE TRANSPORTATION SYSTEM IN UTAH .= . ...15 HIGHWAYS 17 URBAN AND SMALL URBAN”ROUTES”:: :::: :::: :::: :::: :::: ::17 RURAL ROUTES . ...18 PUBLIC TRANSPORTATION . ...19 PRIVATE NON-PROFIT TRANSPORTATION . ...21 AVIATION. ...21 RAIL TRANSPORTATION. .23 PIPELINES . ...24 NON-MOTORIZED TRANSPORTATION . ...24 PEDESTRIAN TRANSPORTATION . ...25 BICYCLE TRANSPORTATION . ...25 SOCIAL AND ECONOMIC PROFILE . 26 REVENUE PROJECTIONS FOR THE TRANSPORTATION SYSTEM . ...31 SURFACE TRANSPORTATION . ...31 FUNDING SOURCES . ...31 REVENUE PROJECTIONS. ...33 EXPENDITURE FORECAST . ...35 FuNDTmNsFERs TooTHER AGENclEs . ...35 BAND C(CITYAND COUNTY) FUNDS. ...35 UDOTPROGRAMS AND OPERATIONS . ...36 FTATRANSIT FUNDING . ...38 LOCAL TRANSIT FUNDING . ...39 AVIATION FUNDING . ...39 MANAGEMENT SYSTEMS. 40 PAVEMENT MANAGEMENT SYSTEM (PMS). .40 BRIDGE MANAGEMENT SYSTEM (BMS). ...41 SAFETY MANAGEMENT SYSTEM (SMS). 42 COngeStiOn MANAGEMENT SYSTEM (cfkj. ””:::::::::::::::::: 42 PUBLIC TRANSIT MANAGEMENT SYSTEM (PTMS). ...42 INTERMODAL MANAGEMENT SYSTEM (lMS). ...43 LOCAL PLANNING . 45 BEAR RIVER ASSOCIATION OF GOVERNMENTS . ...45 FIVE COUNTY ASSOCIATION OF GOVERNMENTS . ...47 MOUNTAIN LAND ASSOCIATION OF GOVERNMENTS . ...47 SIX COUNTY ASSOCIATION OF GOVERNMENTS . ...48 SOUTHEASTERN ASSOCIATION OF GOVERNMENTS . ...48 UINTAH BASIN ASSOCIATION OF GOVERNMENTS . ...48 WASATCH FRONT REGIONAL COUNCIL , . ...49 CACHE METROPOLITAN PLANNING ORGANIZATION . ...50 JOINT HIGHWAY COMMITTEE . ...51 STATEWIDE TRANSPORTATION SYSTEM GOALS . ...52 HIGHWAYS . ...52 PUBLIC TRANSPORTATION . ...54 AVIATION. 54 NON-MOTORiZED.TkNSPORTATiON. ::::::::::::::::::: ::::::54 BIBLIOGRAPHY . 56 APPENDIX . ...*.... 58 A. PLANNING FACTORS . ...59 B. ISTEA COORDINATION FACTORS.. ...62 C. TRANSPORTATION SYSTEM CAPACITY PROJECTS LIST. ...64 1 MISSION STATEMENT AND STWTEGIC GOALS =RLY TMNSPORZAT’YON PUNNING AND CONSTRUCTION Road planning, financing and constructionhave been instrumentalin the settlement,quality of life, and growth of Utah, and will be a leading factor to direct growthof the future. The Salt Lake Valley was settled in 1847 by Mormon Pioneers, who promptly formed the State of Deseret and began petitioningCongress for admissioninto the Union. Congress formed the Utah Territoty in 1851, which included parts of Idaho, Nevada, and into California. Utah was admitted into the Union in 1898 with its present boundaries. The first State of Deseret General Assembly passed an ordinance January 15, 1850 establishing a State Road Commissionerto decide locationsof new roads, to locate all roads by survey, and make contractsto build bridges, culverts,turnpikes and other fixturesnecessaryfor a public road. In other words, he was responsibleto plan and build a modem, state of the art (for 1850) transportationsystem. The State of Deseret General Assemblyalso passed an ordinance February 1850 authorizing constructingthe first two state roads; one runningfrom Ogden to Provo, passing Temple Block,and the second running from Temple Blockto the Tooele County seat. These roads were financed by requiring every able- bodied male person over the age of eighteen to provide one day’s labor on the 1 road annually. The ordinance also providedthat all taxable property in the state would be liable for a propertytax to be used for road construction. Innovativefinancing had to be used to develop a transportationsystemfor this cash poor, growing territory. Toll franchiseswere awarded to individualswho would collect tolls on a stretch of road in a key canyon, a bridge across an otherwise impassible river, or even a ferry. The toll operatorwould assume the responsibilityto constructa facility, operate and maintain it, and eventually turn it back to the territorial government. One notable franchisee was Parley P. Pratt, who held a toll road franchise on Big Canyon, later to be called Parley’s Canyon. As railroads were constructed,interestdropped in maintainingthe transcontinentalwagon roads that had been the life blood of the western migration. The completionof the transcontinentalrailroad at PromontoryPoint in May 1869 began a new era of transportationin the Utah Territory. The main thrust of highway effort changed to maintainingroads that serviced the rapidly developing railroad transportationnetwork. Wagon roads paralleling rail servicefell into disrepair until the appearance of the automobile. The publicwanted better, smoother,high speed roads between cities, and the Utah State Road Commissionwas formed in 1909 to provide state supervisionand aid in road improvements. The need for high quality road improvementssoon exceeded what propertytaxes couldfund, so again innovativerevenue sourceswere sought. The idea of a gas tax to provide primaryfunding for road improvementswas borrowedfrom Oregon, and institutedin Utah in 1923. Providing convenient access for touristtravel to Utah’s scenic beauty has always been a challenge, especially in the less populated southern part of the state. In 1923, former Governor Maybe went so far as to seek private donations from automobile clubs in Southern Californiato help fund road construction providingvisitor access to the National Parks. Programsto promote safer travel have been part of highway development with the adoption of the UniformTrafFicCode in 1930, and requiringvehicle safety inspections in 1935. Concern over trafficsafety moved to the forefront in 1938, following a tragic school bus-trainaccident in Salt Lake Valley. 2 Improvingthe public’straveling experience became part of the highway program in 1935 with a fledgling roadside landscaping program. Highway travelers began to enjoy snapshotsof Utah’s heritage when the Highway Departmentauthorized a historicalmarker program in 1938. These programs are enjoyed by travelers today. After several years’ effortsto constructa nationwide road network, a road building programwas begun in 1938 to rebuild and upgrade the’safety of Utah’s highway infrastructure. An early pavement management systemwas developed by the “Road Life Study”in 1939 helping better this newer generation of road pavements. Long range transportationplanning effortsbegan in 1947 under the direction of Governor Maw with the development of a twenty-year highway improvement programpresented to the State Legislature. Planningfor future transportation,building a safer transportationnetwork, and maintainingthe existingsystem have long been the goals of Utah. Planning and foresight have been the pattern, while settling a new territory, developing a rail network,constructingan Interstate Highway System, and will continue to be at the forefrontas Utah develops an intermodaltransportationsystem into the Twenty-firstCentury. U.OT MISSION STATEMENT Today’s missionof the Utah Department of Transportation, like that of yesteryear, is to “Provide a quality transportation system that is safe, reliable, environmentally sensitive, and sewes the needs of the traveling public, commerce and industry.” INTERMODAL TUNSPO~AXfON STWTEGIC GOALS AND ST-TEGIES The Utah Department of Transportation has developed Strategic Goals and Strategieswhich will lead to a quality transportationsystem, and meet the 3 objectivesof the missionstatement. Eight Strategic Goals and Strategiesfor the transportationsystemdeal with many factors affectingthe transportationsystem. Safety, environmental sensitivity,intermodalism,freight transportation,public involvement,and systempreservationare all addressed. These Strategic Goals and Strategies are: 1. Presewe and develop the state highway infrastructure to provide users enhanced access to markets and services. - Preserve pavement conditions,integrityof structures,and all other roadway amenities through effective highway maintenance and restoration cycles. - Assure that state highway constructionis accomplishedwithin established quality controland environmentalspecifications.
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