Final Report & Implementation Plan May 2018 Final Report & Implementation Plan | Redwood Road Multimodal Transportation Study
PREPARED FOR: Salt Lake City Salt Lake County Sandy City South Jordan City Taylorsville City Utah Department of Transportation Utah Transit Authority Wasatch Front Regional Council West Jordan City West Valley City
PREPARED BY:
In coordination with: Avenue Consultants Jacques & Associates Leland Consulting Group Redwood Road Multimodal Transportation Study | Final Report & Implementation Plan
Contents
INTRODUCTION 1
EXISTING CONDITIONS 3
PROJECT NEED 10
CONCEPTUAL ALTERNATIVES 11
PREFERRED ALTERNATIVE 15
IMPLEMENTATION 17
REFERENCES 41
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Page ii | Contents Redwood Road Multimodal Transportation Study | Final Report & Implementation Plan
Introduction
The Redwood Road Multimodal Transportation Study build upon such efforts to identify a comprehensive has identified and analyzed options for transportation transportation recommendation from a perspective improvements along Redwood Road, from Salt Lake that would benefit the entire Redwood Road corridor City to South Jordan. The vision of the study is an and balance the needs of all modes. Representatives open, inclusive collaboration that: from each project partner met regularly to provide input on the project needs, existing conditions and • Identifies a unified vision that preserves and completed studies within their jurisdictions, conceptual enhances Redwood Road. solutions, and the Preferred Multimodal Alternative. As • Creates a Preferred Multimodal Alternative that listed in Table 1, on the following page, the steering addresses transit, roadway, bicycles, pedestrians and policy committees met regularly to achieve and land use. concurrence over the course of the project. • Lays a framework for implementation. It should be noted that while Sandy is not adjacent The study area extends along Redwood Road from to Redwood Road, Sandy City was a project partner 1700 North in Salt Lake City to 11400 South in South involved throughout the study due to the connection Jordan. The study area is focused specifically on the of transit facilities and service on Redwood Road with Redwood Road corridor—recommendations for any the planned Sandy-South Jordan Circulator. cross streets, connecting facilities, etc., have only been considered and discussed as they relate to and The Redwood Road Multimodal Transportation Study directly affect Redwood Road. consisted of the following five-step process:
The study has been led by a collaborative decision- 1. Gather, analyze existing and future conditions. making body of representatives from the following 2. Determine project need. project partners: 3. Develop and screen conceptual solutions. 4. Identify Preferred Multimodal Alternative. • Salt Lake City 5. Create implementation plan for Preferred • West Valley Multimodal Alternative. • Taylorsville • West Jordan This final report and implementation plan summarizes • South Jordan the process taken to identify a Preferred Multimodal • Sandy Alternative, describes the Preferred Multimodal • Salt Lake County Alternative, and identifies the next steps for • Utah Transit Authority (UTA) implementation. Although the Preferred Multimodal • Utah Department of Transportation (UDOT) Alternative has been identified for the full corridor, it • Wasatch Front Regional Council (WFRC) is not a one-size-fits-all solution for each jurisdiction. Portions of the Preferred Multimodal Alternative have Each project partner is at varying stages of planning been tailored to the context, needs and future plans efforts. The intent of the study was not to duplicate of each municipality and particular segments of the existing data or recommendations, but rather to corridor. As such, each project partner is responsible
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for moving forward with the next steps toward implementation for their specific jurisdiction. This report is intended to outline the next steps for each project partner to take in implementing the short-, medium- and long-term aspects of the Preferred Multimodal Alternative in their respective jurisdictions, or corridor-wide, if applicable.
Table 1. Committee Meeting Summary DATE COMMITTEE(S) MEETING TOPIC
11/1/2016 Steering, Policy Study kickoff; problems, opportunities, study vision
12/21/2016 Steering Existing conditions, concurrent studies/projects
Site tour; bus tour of Redwood Road from Salt Lake City to 1/25/2017 Steering, Policy South Jordan; representatives from each city presented a summary of their area and key points for consideration
3/1/2017 Steering Site tour follow-up, public outreach plan
4/12/2017 Steering, Policy Draft public survey results; existing conditions
Purpose and need, summary of UDOT’s Salt Lake County 6/28/2017 Steering West Side Bicycle Connectivity Study Charrette regarding conceptual alternatives; existing 7/26/2017 Steering, Policy conditions/planned improvements
8/30/2017 Steering Comments from charrette, alternative screening process
Land use, ridership; revised concepts/draft Preferred 10/4/2017 Steering, Policy Multimodal Alternative
12/6/2017 Steering Preferred Multimodal Alternative dissemination to cities
3/14/2018 Steering, Policy Implementation plan
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Existing Conditions
The study team gathered and analyzed various data about the existing conditions are included in the sets to determine the existing and future conditions study’s online Story Map at https://arcg.is/1914LD, of the corridor in terms of transit, roadway, bicycles, the Redwood Road Multimodal Transportation Study pedestrians and land use. The following sections Existing Conditions Summary (Jacobs 2017), Redwood summarize the study area characteristics, existing Road Corridor Study Land Use Analysis (Leland and future conditions, and key takeaways for each Consulting 2018), and the Redwood Road Multimodal of these categories. Data collection efforts included Study Traffic and Ridership Analysis Memo (Avenue coordination with project partners, review of more Consultants 2018). than 30 completed and concurrent studies (Table 2), site tours, a land use market analysis and interviews, It should be noted that the studies listed in Table 2 are and a public survey. not an exhaustive list of all sources, but rather the most recent, relevant studies. Additional data sets, GIS data, This data established the foundation from which the and general information were gathered from each study team and project partners identified the needs project partner and used in the analysis for the study. along the corridor, which then served as the basis for developing potential solutions. Additional details
Table 2. Relevant Studies Reviewed OWNER TITLE DATE Salt Lake City Transit Master Plan 2016
Salt Lake City Pedestrian and Bicycle Master Plan December 2015
Salt Lake City Plan Salt Lake December 2015
9Line Corridor Master Plan March 2015
The Westside Master Plan December 2014
Salt Lake County Active Transportation Implementation Plan 2017 Salt Lake County Salt Lake County Bicycle Best Practice February 2014
South Jordan Parks, Recreation, Community Arts, Trails, November 2016 and Open Space Master Plan South Jordan Redwood Road Corridor Plan Discovery and February 2016 South Jordan Analysis Report Redwood Road Corridor Market Analysis February 2016
City of South Jordan General Plan June 2010
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Table 2. Relevant Studies Reviewed (continued) OWNER TITLE DATE Center Point Master Plan – Vision Document and Small 2014/2015 Area Plan
City of Taylorsville Economic Development Plan 2012 Taylorsville 6200 South Redwood Road Urban Renewal Project Area September 2010 Plan
City of Taylorsville General Plan November 2006
November 2017 Salt Lake County West Side Bicycle Connectivity Study (Draft) 10600 South Environmental Assessment; Jordan Gateway UDOT June 2016 to Redwood
2015-2040 Long-Range Transportation Plan 2015
UTA First/Last Mile Strategies Study April 2015 UTA UTA Network Study – Next Tier Program Final Report June 2013
Sandy-South Jordan Circulator Study (Sandy, South April 2015 Jordan, UTA, UDOT) Utah Collaborative Active Transportation Study (UDOT, UTA, Mountainland Association of Governments (MAG), October 2013 Various WFRC, Salt Lake County) Utah’s Unified Transportation Plan 2011 – 2040 (WFRC, Cache Metropolitan Planning Organization, Dixie 2011 Metropolitan Planning Organization, UTA, MAG, UDOT)
Redwood Road Corridor Master Plan Report October 2015
City of West Jordan Benchmarking Study September 2013
West Jordan City Retail Market Study and Analysis August 2013 West Jordan City of West Jordan Economic Development Strategic August 2012 Plan
West Jordan Comprehensive General Plan March 2012
West Jordan Trail Gap Action Plan 2012
West Valley City West Valley City General Plan Update 2015
Regional Transportation Plan 2015 – 2040 2015 WFRC Wasatch Choice for 2040 2011
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TRANSIT Route 217 has 122 weekday trips (61 per direction / 4th most in the UTA bus system) with a bus every 15 Transit information was analyzed for existing (2016) minutes. By comparison, Route 218 has 46 weekday and future (2040) conditions, including existing and trips operating with 30-minute headways in the peaks future ridership, quality and quantity of service, and and 60-minute headways in the off peak. planned transit improvements identified in WFRC’s 2040 Regional Transportation Plan (RTP). Full details With its frequent service and long route, Route 217 of the analysis and its findings are provided in the is a top performer in multiple ridership performance Redwood Road Multimodal Study Traffic and Ridership metrics. Most notably, it is the top bus route in average Analysis Memo (Avenue Consultants 2018); excerpts weekday ridership (3,800), number 10 in riders per from that report are included or summarized below. route mile (224), and number 14 in riders per revenue hour (27). Route 218 has an average of 620 weekday The analyses performed for this study used the jointly riders, ranking 33rd for total ridership (Avenue owned and maintained WFRC/MAG travel demand Consultants 2018). model and the Vissim traffic operations evaluation software (version 8.2). The WFRC/MAG travel demand Route 217 gets consistent boardings throughout the model is a tool used to predict future travel, traffic day, whereas 218 functions more as a commuter volumes and transit ridership for the Wasatch Front route with boardings primarily in the peak periods. area. The Vissim software was selected for this study Boardings and alightings are distributed along the because it allows for the evaluation of transit, closely length of Route 217, though there are several stops spaced intersections, and the interaction between where they are concentrated. The highest activity is the two facilities. associated with the three TRAX stations, the Salt Lake Community College (SLCC) campus, and major bus Transit data was collected from UTA for all routes that transfer intersections. serve the study area—focusing on Routes 217 and 218, all routes that cross Redwood Road, and routes Key Takeaways: Ridership (average weekday that have transfer stops to either Route 217 or 218. The boardings) for Routes 217 and 218 is highest at stops data collected consisted of stop-level boardings and with connections to other transit lines (Table 3). There alightings, stop locations, service time, and frequency is no transit service south of 10400 South on Redwood of service. Road within the study area.
Routes 217 and 218 provide the primary transit Table 3. Transit Stops with Highest Ridership service in the study area. Route 217 runs on Redwood Road from 1700 North in Salt Lake City to the West STOP CONNECTIONS Jordan City Center TRAX Station at 8020 South, and Green Line, Airport to 1 operates seven days a week with 15-minute weekday North Temple Downtown SLC headways. Route 217 has connections with the TRAX Green Line at North Temple and Research Way, as 2 1700 South 900 West Shuttle (30 min.) well as TRAX Red Line at the southern end of route. Green Line, West Valley City Redwood Junction Route 217 connects with eight major and minor UTA 3 to Downtown SLC bus routes and two flex routes at cross streets. 4 3500 South MAX 3500 South BRT (15 min.)
Route 218 runs from the West Jordan City Center TRAX 5 4500 South 4700 South (30 min.) Station to the Sandy Civic Center TRAX Station, and operates on weekdays and Saturday with 30-minute 6 5400 South 5400 South (15 min.) weekday headways. Route 218 has connections Red Line, West Jordan to 7 City Center with the TRAX Red Line at the north end of the route, University of Utah FrontRunner at the South Jordan Station, and the TRAX Source: Avenue Consultants 2018 Blue Line at the Sandy Civic Center Station.
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ROADWAY Table 4. Redwood Road Failing Intersections – Existing LOS (2016) As mentioned above, the WFRC/MAG travel demand LEVEL OF SERVICE model and Vissim software were used to analyze INTERSECTION existing (2016) and future (2040) traffic conditions, (PM PEAK HOUR) including delay, queue lengths, and level of service North Temple E (LOS) for intersections and mainline Redwood Road. 3500 South F The key findings of the analysis are summarized below; full details are provided in the Redwood Road 4100 South E Multimodal Study Traffic and Ridership Analysis Memo I-215 Westbound Off-ramp E (Avenue Consultants 2018). 7000 South E Existing traffic signal timing data were obtained 7800 South F from the UDOT Traffic Operations Center; turning movement volumes were gathered from various 9000 South E sources including UDOT Automated Traffic Signal 10400 South E Performance Measures (ATSPM) data, previous studies along Redwood Road, automated traffic counts 11400 South E for freeways and ramps, and manual spot counts Source: Avenue Consultants 2018 along the corridor. The corridor was modeled in three sections based on arterial characteristics and general Safety data provided by UDOT was used to identify changes in driver behavior: a northern section from safety issues along the corridor. UDOT’s Safety Index North Temple to 3500 South, a central section from is based on a 0–10 rating scale, and is a combination 3500 South to 7000 South, and a southern section from of four equally weighted safety analysis sub-scores 7000 South to 11400 South. (based on data from 2013–2015): In 2016, most intersections along Redwood Road • Crash Rate Score perform at LOS D or better. As listed in Table 4, nine • Severe Crash Rate Score intersections are currently failing in the PM peak hour. • Crashes per Mile Score The southern section of the corridor (from 7000 South • Severe Crashes per Mile Score to 11400 South) performs the worst overall.
The Safety Index for Redwood Road has been The future 2040 model included the assumption that reported based on a statewide safety comparison of the WFRC RTP projects will be built by 2040. In 2040, other comparable roadways, taking into account the most intersections along Redwood Road perform different traffic patterns and volumes. The Safety Index at LOS E or worse, which is considered failing for this for Redwood Road is reported with a rating of good- type of corridor. The exceptions are some of the to-moderate to poor conditions. Redwood Road intersections within the central section. The southern has poor safety conditions from 9800 South in South section performs poorly, as it does under existing Jordan to 700 North in Salt Lake City, where 12 of 18 conditions. The northern section experiences the analyzed segments have a Safety Index rating higher greatest impacts of the increased volumes. than 6. Meaning, these segments are above the 76th percentile for the majority of factors that comprise the In addition to the traffic operations analysis, the Safety Index as stated above. project team evaluated UDOT-provided data sets to identify existing roadway infrastructure such as Key Takeaways: medians, driveways, curbs, signalized intersections, • Currently, 9 of the 42 major intersections, and 2 etc. Redwood Road is a major north-south corridor; it miles of southbound mainline Redwood Road, are is a state road with 18 major intersections and three operating at a failing LOS. freeway interchanges within the study area.
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• By 2040, the majority of the intersections will be Key Takeaways: operating at a failing LOS. • Lack of bicycle facilities on or near Redwood • Redwood Road has poor safety conditions from Road—along the 19-mile study area, there are 10 9800 South in South Jordan to 700 North in Salt miles of on-road bicycle facilities in Salt Lake and Lake City. 1.25 miles of on-road facilities in South Jordan, with only pockets of east-west facilities. BICYCLES • Only 10 connections to Jordan River Trail with Redwood Road on designated bike facility (9 of The project team used GIS data provided by WFRC to which in Salt Lake City). identify the existing and proposed bicycle facilities on Redwood Road and intersecting roads. Additionally, individual city plans, previous studies, and regional WALKABILITY plans were analyzed to supplement the WFRC data. The walkability analysis for the study was conducted using data from AGRC, local municipalities, UTA There are two segments of designated bike lanes and UDOT. The process analyzed locations along along Redwood Road—from approximately 1100 the corridor based on their proximity to light rail North to 2100 South in Salt Lake City (nearly 9 miles) stations, parks, schools, shared-use paths, and and 1.25 miles in South Jordan, ending at 10400 South. significant intersections. Each location received a score from 1–11 representing the potential walkability Various regional and local trails either intersect of the location (11 indicating the highest potential Redwood Road or connect nearby. Regional trails for walkability, and 1 the lowest). “Significant include the Jordan River Parkway and Utah and Salt intersections” were identified as those with a potential Lake Canal Trail; local trails include the 9 Line and high demand for pedestrian access, based primarily South Jordan Canal trails. Along the 19-mile corridor, on surrounding land uses. Details of the methodology there are only 10 connections to the Jordan River used for the walkability analysis are included in the Parkway with Redwood Road on designated bike Redwood Road Multimodal Transportation Study facilities, nine of which are in Salt Lake City. Walkability Analysis (Jacobs 2017). Based on this analysis, Salt Lake City has the highest walkability UDOT’s Salt Lake County West Side Bicycle potential of the cities within the study area, and South Connectivity Study ran concurrently with this project. Jordan has the lowest. To streamline efforts and facilitate consistency among recommendations, the project teams for both studies Data from UDOT was analyzed for existing sidewalks, coordinated regularly. The outcomes of the bicycle pedestrian amenities and crosswalks. Sidewalks exist study were incorporated into the screening process along both sides of Redwood Road for the majority and bicycle recommendations for the Redwood Road of the corridor. An approximately 1.25-mile segment Multimodal Transportation Study. in Salt Lake City is missing sidewalk, from 1100 North to the Jordan River Parkway Trail. The corridor also The purpose of UDOT’s bicycle study was to identify includes three pedestrian bridges at approximately a feasible, prioritized north-south alignment and 2600 South (across from Rosewood Elementary bikeway recommendations to provide regional School), 4400 South (across from Eisenhower Junior connectivity through Salt Lake County between 1300 High School), and approximately 7525 South. West and 2700 West. Although Redwood Road was analyzed as an alignment in the study, 1300 West This 19-mile stretch of Redwood Road has 42 signalized was identified as the preferred corridor based on its intersections, including various intersections with high levels of comfort and safety, directness, access free-right turn movements for automobiles—which to surrounding uses and transit, existing use levels, can create a challenging pedestrian crossing implementation costs and impacts. environment. Within the study area, 14 intersections are 130’ or wider (Table 5). These wide intersections increase the exposure time experienced by a
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pedestrian in the intersection, and can add to 2018). The analysis served as a guide to assist pedestrians feeling exposed or unsafe while crossing. community development patterns supportive of successful multimodal transportation projects, and identify potential for economic development in Table 5. Widest Intersections within the Study Area the study area. It included key recommendations INTERSECTION CITY WIDTH based on land use mix and an assessment of future 1 North Temple Salt Lake 148’ development potential to assist stakeholders when considering types of development. The market 2 9000 South West Jordan 148’ analysis incorporated the following information:
3 5600 South Taylorsville 143’ • Key findings from existing municipal land use, market analysis and other pertinent studies or Salt Lake 140’ 4 2100 South plans, and interviews with economic development staff from each city. 5 7000 South West Jordan 138’ • Existing land use, redevelopment areas, zoning 6 7800 South West Jordan 138’ and other municipal data. • Existing and projected demographic, employment 7 4700 South Taylorsville 138’ and economic data in the study area. • Projections of land use demand for the project 8 11400 South South Jordan 135’ study area. Where possible, the analysis defined ranges of potential development by land use, and 9 5400 South Taylorsville 134’ identified key land use types that are particularly well suited for the corridor. 10 South Jordan Pkwy South Jordan 134’ (10400 South) The market analysis identified 19 nodes along the corridor that have some potential to serve as transit- oriented development (TOD) opportunity sites based Key Takeaways: In general, walkability potential is on market conditions, designation in existing plans highest near some of the largest intersections. Within and studies, or recommendations from economic the study area, 14 intersections are 130’ or wider. development staff at each city. TOD is characterized by close proximity to transit, services, commerce, Walkability Ranking by City: employment, and entertainment. 1. Salt Lake City 2. West Valley Of the 19 nodes, key nodes were identified at: 9 Line, 3. West Jordan North Temple, Central West Valley, SLCC, Center 4. Taylorsville Pointe, West Jordan City Center, and South Jordan 5. South Jordan Towne Center (Table 6). To determine whether TOD is feasible at each node, the team prepared a financial LAND USE feasibility analysis of the recommended land use A land use market analysis was conducted to program (mix of uses), prevailing land values, lease ensure transportation improvements were informed rates, and construction costs. by an understanding of existing and future market conditions, and would adequately meet market Key Takeaways: Focus should be placed on nodes demand. Findings are summarized in this report, with the highest potential for TOD with multimodal and full details are included in the Redwood Road transportation investment. Corridor Study Land Use Analysis (Leland Consulting
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Table 6. Key Nodes with Highest Potential for TOD NODE RATIONALE 9 Line Recreation access, redevelopment area with public, private interest, underutilized land
North Temple Transit hub, higher density population and employment, redevelopment potential Strong commercial, redevelopment areas in place, higher population densities, sizable Central West Valley vacant land, WFRC Urban Center/Station Community (transit-based) Major activity center and employer, nearby amenities can be leveraged, potential future SLCC redevelopment and programming opportunities Commercial center, significant employment, existing redevelopment area; recent Center Pointe redevelopment activity, designated WFRC Town Center West Jordan City Commercial center, multiple redevelopment area incentives, near existing TRAX line, recent Center development activity, nearby amenities to be leveraged Recent development activity, multiple redevelopment areas, major underutilized sites, WFRC South Jordan Towne Center, major employment (Merit Medical), future transit connection over I-15 to downtown Center Sandy Source: Leland Consulting 2018
PUBLIC INPUT service; more frequent service • Roadway: Reduced traffic congestion; A public survey was administered to gauge the usage, improved traffic signal timing improvement priority, and satisfaction of current • Pedestrians: Better sidewalks, more visible/ conditions for each mode. The survey was available frequent crosswalks in both Spanish and English on the project website • Bicycles: More/improved areas designated for (www.redwoodroadstudy.com) from late spring bikes; improved access to trails through summer 2017. Notices about the survey were posted on each city’s website and the online Open The project website, www.redwoodroadstudy.com, UTA Forum, and flyers directing the public to the online has also been maintained throughout the study with survey were distributed at city office and other public project information, updates, and opportunities to locations along the project corridor. In addition, provide comments. project team members attended the West Valley Saturday swap meet to distribute flyers and administer the survey to attendees.
Respondents were asked how often they use each mode on Redwood Road, their current satisfaction with each mode, and preferences for improvements for each mode. Of the 500+ responses received, the following key outcomes were identified:
• Autos and transit are by far the most used modes. • Prioritized improvements lean toward roadway operations. • Least satisfaction with existing bicycle conditions, of all modes. • Top improvements desired for each mode: • Transit: Better bus connections to other transit A public survey garnered 500+ responses.
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Project Need
The purpose of the project is to: provide improved automobile, transit, bike, and pedestrian transportation options to accommodate future population growth, projected roadway congestion and a lack of high-quality transit, bike and pedestrian facilities along the Redwood Road corridor; and to support the redevelopment of land uses and transit-oriented development (TOD).
The data described in the Existing Conditions section established the foundation from which the study team and project partners identified the project need, defined as:
• By 2040, the population along Redwood Road will increase by 24%. This will stress the existing transportation facilities, and exacerbate the identified problems for each mode.
• There is a lack of high-quality, frequent and reliable public transit.
• By 2040, the majority of major intersections along Redwood Road and the southbound mainline of Redwood Road will be operationally failing and severely congested.
• The majority of Redwood Road lacks bicycle facilities; approximately 10 miles of the 19 total miles along Redwood Road include designated bike facilities.
• Walkability potential for pedestrians along Redwood Road is highest near several of the largest intersections along Redwood Road, with crossing distances up to 148 feet and limited pedestrian safety design features.
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Conceptual Alternatives
To address the project needs, various types of screened and refined based on coordination with the improvements were identified on a conceptual level project partners, how well the conceptual options for each mode—roadway, transit, walkability, and would solve the identified problems/needs of the bicycles. The following summarizes the conceptual corridor, mode-specific screening criteria, and the solutions identified for each mode; the criteria context and constraints of specific locations along the through which the options were compared; and corridor. the improvements that were carried forward for each mode to collectively make up the Preferred Various conceptual alternatives were meant to be Multimodal Alternative. Further details about the high-level categories of options that include multiple conceptual alternatives and the screening process types of improvements. The conceptual alternatives are documented in the Redwood Road Multimodal would then be further identified and refined based on Transportation Study Alternatives Development and the needs and constraints of specific locations along Screening Report (Jacobs 2017). the corridor. It should also be noted that minimizing right-of-way impacts to adjacent parcels was an ALTERNATIVE DEVELOPMENT agreed-upon focus in both developing and carrying forward alternatives. As listed in Table 7, multiple conceptual solutions were identified for each mode—roadway, transit, walkability, and bicycles. These solutions were then
Table 7. Summary of Conceptual Alternatives by Mode MODE CONCEPTUAL OPTION DESCRIPTION Implement access management solutions to control vehicle cross- Access Management traffic; techniques may include driveway consolidation and raised medians. Add right-turn pockets to provide motorists with a dedicated lane for Turning Movement deceleration and right-turn queuing. They can be used at intersections Improvements or mid-block for adjoining roads and driveways. Adjust existing infrastructure and layout of travel lanes. May include new intersection configurations, number of intersection approaches, Intersection Improvements intersection angles, corner radius and curb ramp designs, detectable ROADWAY warnings, access control, sight distance, and vehicle/pedestrian interface. One in each direction for HOT or transit only: rededication of two Rededication of Two general purpose lanes for a managed lane (which could be transit General Purpose Lanes only, transit and right-turn lane (BAT lane), or transit and HOT (such as that proposed in the 2017 Foothill Study)).
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Table 7. Summary of Conceptual Alternatives by Mode (continued) MODE CONCEPTUAL OPTION DESCRIPTION Improve existing stations for Routes 217 and 218; recommended Existing Station amenities may include pedestrian shelters, benches, level pads, Improvements improved lighting, and wayfinding/route information. All stations should be made ADA compliant. Implement corridor-wide Core Route bus service defined by fewer, more substantial stations, rapid transit branding, 40-foot to 60-foot buses, real-time messaging, off-board fare collection, 15-minute
TRANSIT Core Route or less headways, and queue-jump and/or transit signal priority at intersections. This Core Route would be in addition to existing transit services on Redwood Road. Two Additional Lanes (One Add two additional lanes; one in each direction for transit. in Each Direction for Transit) Connect existing and planned bike paths, lanes, and routes to Connection to Planned recommended Redwood Road bike infrastructure. May include Bike Route wayfinding and/or dedicated bike turn lanes. Add/Enhance Bike Provide safe, visible crossings for bikes at intersections. This may include Crossing & Intersection bike boxes and/or green paint. Infrastructure
BICYCLE Add bike lane per UDOT’s Salt Lake County West Side Bicycle Connectivity Study; located on Redwood Road from 1700 North Add Bike Lane to 2595 South and on alternate north-south routes throughout the remainder of the corridor. Improve existing crossings to increase pedestrian safety and convenience. Possible improvement techniques include signal Enhance Existing optimization for pedestrians, improved crosswalk markings (e.g., paint, Pedestrian Crossing thermoplastic, brick), improved access, lighting, and amenities such as timers. New signalized pedestrian crossings in areas with high potential Add New Pedestrian for walkability that are currently lacking east-west connectivity. It Crossing is recommended that all north-south pedestrian movements be supported. WALKABILITY Add more substantial pedestrian infrastructure to improve pedestrian Add Pedestrian safety through traffic-calming effects. This includes the addition of Infrastructure pedestrian refuge islands and curb wedge/bulb-outs.
10’ Shared-Use Path Add a 10-foot multi-use path along both sides of Redwood Road.
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CONCEPTUAL ALTERNATIVES CHARRETTE The conceptual alternatives were presented to the project partners at an interactive charrette on July 26, 2017. Attendees included representatives from West Valley City, Sandy City, Taylorsville, WFRC, UTA, Salt Lake County, South Jordan, UDOT, West Jordan, Salt Lake City, and study team members.
Materials at the charrette included a large-scale map presenting the existing and future conditions along the corridor for each mode; maps of conceptual alternatives by city; and take-away versions of these maps for the project partners to review and provide comments. Attendees were able to comment on the materials presented by writing on the maps themselves, leaving comments on sticky notes, discussions with project team members, and providing comments via email after the charrette.
Most of the comments received focused on spot- Project partners and study team members review and specific recommendations. Input received during and comment on the conceptual alternatives. after the charrette was used to refine the conceptual alternatives and finalize the locations at which the options were recommended. The only conceptual options eliminated completely included the Rededication of Two General Purpose SCREENING & COMPARISON OF Lanes (Roadway) and Two Additional Lanes (One in ALTERNATIVES Each Direction for Transit) concepts (see Tables 7 and The criteria described in Table 8, on the following 8). The rededication of two general purpose lanes as page, were used to compare and analyze the a managed HOV/transit lane was not carried forward conceptual alternatives. A rating of positive, neutral, due to negative impacts to traffic operations. As the or negative was assigned to the conceptual planning horizon for this study is 2040, the decision to alternatives for each comparison criterion. In general, rededicate general purpose lanes can be reassessed preference was given to those options that minimized as land use and mobility change in the corridor over or avoided right-of-way impacts. Details about time. Similarly, the option to add two additional lanes the screening and comparison of the conceptual was not carried forward due to its substantial right- alternatives are documented in the Redwood of-way impacts. The addition of two lanes along Road Multimodal Transportation Study Alternatives Redwood Road could affect up to 1,000 properties. Development and Screening Report (Jacobs 2017). All other conceptual alternatives were carried forward; they were further refined based on needs All conceptual alternative options were and physical constraints of each location, input from carried forward into the Preferred Multimodal project partners, public survey responses, transit and Alternative in some capacity, except the traffic modeling results, walkability analysis results, and Rededication of Two General Purpose Lanes an overarching goal to minimize right-of-way impacts (Roadway) and Two Additional Lanes (One in to adjacent parcels. Each Direction for Transit) options.
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Table 8. Conceptual Alternatives Comparison Criteria
COMPARISON DESCRIPTION CRITERION Level of impact to adjacent properties, i.e., parcels requiring partial or full land Parcels Affected acquisitions and/or relocations. Desirability of option by the project partners; compatibility with local and regional Stakeholder Support planning documents for each entity.
Transit Ridership Does the option increase attractiveness to new riders and/or enhance connections?
Traffic Operations Does the option improve traffic operations and/or safety for automobiles?
Does the option increase the potential for walkability (i.e., provide safe and Walkability Potential accessible facilities, support first/last mile access, etc.)?
TOD Does the option support the opportunity of land use change toward TOD?
Does the option provide improved bike facilities or opportunities for bike use through Bike Accommodations design features, enhanced facilities, and/or better conditions?
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Preferred Alternative The Preferred Multimodal Alternative is a holistic TRANSIT multimodal transportation solution that addresses and Transit recommendations focus primarily on providing balances the needs of each mode, based on the high-quality, frequent service along Redwood Road unique context, needs, constraints, and opportunities from Salt Lake to South Jordan through: within each city along the corridor. The Preferred • New Core Route bus service from Salt Lake to Multimodal Alternative recommends improved South Jordan, with fast, frequent, reliable service roadway, transit, bike, and pedestrian transportation and substantial stations options to accommodate future population growth, • Connection to new Sandy-South Jordan Circulator projected roadway congestion and a lack of high- • Improved amenities at existing bus stops quality transit, bike, and pedestrian facilities along Redwood Road. In addition, it recommends areas to support transit-oriented development (or TOD). WALKABILITY Pedestrian improvements focus on supporting The Preferred Multimodal Alternative is a combination potentially walkable areas, supporting first/last mile of the various improvements identified as conceptual accessibility to transit and providing an improved, alternatives for each transportation mode. Some safer, pedestrian-friendly environment along the improvements are proposed for the full corridor (such whole corridor through: as the new Core Route bus service and 10-foot shared- • Corridor-wide connectivity through 10’ shared-use use path along both sides of the road), while other path improvements are proposed for specific locations • New crosswalks based on the context and needs of each city along • Pedestrian refuge islands the corridor. • Improved lighting, signal timing, and crosswalk markings In summary, the Preferred Multimodal Alternative includes the following improvements for each mode. BICYCLES These improvements are recommended in various combinations along the corridor. The location- Bicycle recommendations focus on the overall specific recommendations are shown on the Preferred lack of bicycle facilities along Redwood Road, and Alternative map for each city beginning on page 26. supporting the recommendations from UDOT’s Salt Lake County West Side Bicycle Connectivity Study, ROADWAY which recommended 1300 West as the prioritized corridor for north-south bicycle facilities in Salt Lake Roadway recommendations focus on improving County: congestion, safety and level of service (LOS) at • Corridor-wide connectivity through 10’ shared-use intersections and along mainline Redwood Road path through: • On-road bike lane from 2100 South to 1700 North • Intersection improvements • Improved crossings, turn lanes, signage, and • New turn pockets connections to other bike lanes, routes and trails • Access management (driveway consolidation and/or raised medians)
Preferred Alternative | Page 15 Final Report & Implementation Plan | Redwood Road Multimodal Transportation Study
LAND USE Land use recommendations focus on supporting potential TOD nodes with the presence of local economic development and redevelopment areas. Four “Focus Nodes” were selected as key catalyst sites, or areas where there was significant and sometimes unique potential for development. For the purposes of demonstrating a range of land use alternatives, sites that showed a distinct range of features, opportunities, challenges, and land uses were deliberately selected. These four nodes can broadly apply to various locations along the corridor with a diversity of contexts: • 9 Line (900 South) • Research Way (2270 South) • Taylorsville (4800 South) • West Jordan City Center (8000 South)
Detailed maps showing the Preferred Multimodal Alternative are included with the corridor-wide implementation recommendations and for each city beginning on page 21.
Page 16 | Preferred Alternative Redwood Road Multimodal Transportation Study | Final Report & Implementation Plan
Implementation
This section describes the implementation • Location-specific:All other improvements are recommendations associated with the Preferred recommended for implementation in a spot- Multimodal Alternative. These recommendations build specific manner as facility needs are determined, on planning analysis already completed by local or as spot-improvements can be incorporated into and regional bodies in an effort to group projects broader transportation projects. with similar objectives to create a “critical mass” that is more competitive and collaborative locally, In general, four considerations affecting regionally, and at the state level. The outcome is a implementation were analyzed for each snapshot of various elements of implementation to improvement. Where relevant, recommendations for aid stakeholders in determining the critical next steps each consideration are listed in the corresponding toward implementation and construction. recommendation table for each city.
SUMMARY OF IMPLEMENTATION • Timeline: Based on current STIP, RTP and city and CONSIDERATIONS regional agency priorities: • Near-Term: 0 – 5 years The implementation recommendations are described • Mid-Term: 5 – 15 years in three categories, based on how the improvement • Long-Term: 15+ years would logically be funded and constructed: • Corridor-wide: Core Route service is the • Combined Project Opportunities: The projects from only improvement with implementation the STIP and RTP with which the recommendations recommendations provided solely on a corridor- could be combined for maximum utilization, to wide level. The Core Route recommendations streamline planning efforts, and to make them are described in more detail, including needs for more competitive for funding in the mid- to long- stations and supplemental infrastructure. term outlook.
• City-wide: City-wide recommendations specifically • Land Use Connections: The active land use and include improvements to existing bus stops and transportation connections being made by local the addition of a shared-use path along both sides and regional planning agencies; includes land use of Redwood Road. The shared-use path would recommendations identified as part of the land be implemented city by city depending on the use market analysis conducted for this study. existing sidewalk design, available right-of-way, and local transportation needs and priorities. Close • Funding: Potential federal and state funding coordination with UDOT will be required to create a sources available for project implementation. uniform continuous path. Though recommendations Project partners should review the requirements for managing vehicle access are listed as location- and eligible activities to determine the most specific, they would be determined at the city level competitive funding program, and to identify or multi-block level due to the impacts on adjacent opportunities to coordinate with WFRC, UDOT, UTA intersection and mainline operations. and/or Salt Lake County.
Implementation | Page 17 Final Report & Implementation Plan | Redwood Road Multimodal Transportation Study
See Table 9 for a summary of potential funding sources by mode, and Table 10 for additional details for each funding source. This list serves as a starting point for each project partner to review as they prioritize improvements and identify appropriate next steps specific to different funding sources. This funding information is on a broad scale. Because potential funding sources play a key role in dictating next steps, level of effort, and environmental requirements, it is recommended that potential funding sources be identified as early as possible for each improvement.
Table 9. Potential Funding Sources by Mode (Summary)
POTENTIAL FUNDING SOURCES BY MODE
Surface Transportation Block Grant (STBG), Transportation Alternatives Pedestrian Program (TAP), Highway Safety Improvement Program (HSIP), Federal Transit Administration (FTA) Associated Grants (5309), Better Utilizing Investments to Leverage Development (BUILD) (formerly TIGER), National Highway Performance Program (NHPP), Transportation Infrastructure Finance and Innovation Act (TIFIA), Bike Congestion Mitigation and Air Quality (CMAQ), County Active Transportation Network Improvement Program (CATNIP), Recreation Trails Program (RTP), Safe Sidewalks Fund
Surface Transportation Block Grant (STBG), Highway Safety Improvement Program (HSIP), Better Utilizing Investments to Leverage Development (BUILD) Highway (formerly TIGER), National Highway Performance Program (NHPP), Transportation Infrastructure Finance and Innovation Act (TIFIA)
Surface Transportation Block Grant (STBG), Congestion Mitigation and Air Quality (CMAQ), Highway Safety Improvement Program (HSIP), Better Utilizing Investments Transit to Leverage Development (BUILD) (formerly TIGER), FTA Associated Grants (5309, 5310), National Highway Performance Program (NHPP), Transportation Infrastructure Finance and Innovation Act (TIFIA)
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Table 10. Funding Source Details FUNDING SOURCE ELIGIBLE MODES ELIGIBILITY REQUIREMENTS LEAD AGENCY Surface Transportation Block Grant Highway, Transit, STP funds may be used for constructing new streets or widening, improving, or reconstructing existing streets classified as Federal Aid Eligible (FAE) freeways, highways, WFRC (STBG) (formerly STP) Pedestrian, Bike arterials, or collectors. In addition, STBG funds can be used for intersection improvement projects that reduce traffic demand such as capital improvements and active transportation. Congestion Mitigation and Air Transit, Pedestrian, Funds must be used for projects that improve air quality. Eligible projects include transportation activities in the State Air Quality Implementation Plan (SIP); construction/ WFRC Quality Improvement (CMAQ) Bike purchase of public transportation facilities and equipment; construction of bicycle or pedestrian facilities serving transportation needs; promotion of alternative modes, Program including ridesharing; Intelligent Transportation Systems (ITS); and certain traffic control measures, such as traffic signal coordination, intersection improvements, and incident management. The funds may not be used for major road widening. Transportation Alternatives Pedestrian, Bike Construction, planning, and design of on-road and off-road trail facilities for: WFRC or UDOT Program (TAP) • Pedestrians, bicyclists, and other non-motorized forms of transportation, including sidewalks, bicycle infrastructure, pedestrian and bicycle signals, traffic-calming techniques, lighting and other safety-related infrastructure, and transportation projects to achieve compliance with the Americans with Disabilities Act of 1990. • Construction, planning, and design of infrastructure-related projects and systems that will provide safe routes for non-drivers, including children, older adults, and individuals with disabilities to access daily needs. • Conversion and use of abandoned railroad corridors for trails for pedestrians, bicyclists, or other non-motorized transportation users. Highway Safety Improvement Highway, Transit, Projects consistent with the state’s strategic highway safety plan, infrastructure related. Can also include: installation of vehicle-to-infrastructure communication equipment, UDOT Program (HSIP) Pedestrian, Bike pedestrian hybrid beacons, roadway improvements that provide separation between pedestrians and motor vehicles, including medians and pedestrian crossing islands, and other physical infrastructure projects not enumerated in the list of eligible projects. FTA Section 5310 Enhanced Transit, Pedestrian, Transit-related information technology systems, including scheduling/routing/one-call systems, mobility management programs, acquisition of transportation services under UTA Mobility for Seniors and Individuals Bike contract, lease, or other arrangement. Non-traditional activities include: travel training, volunteer driver programs, paths to bus stops, sidewalks, pedestrian signals, signage with Disabilities and wayfinding, cost of providing same-day service, purchasing vehicles to support accessibility, and mobility management programs. FTA Section 5309 Capital Transit The discretionary Capital Investment Grant (CIG) program provides funding for fixed-guideway investments such as new and expanded rapid rail, commuter rail, light rail, UTA Investment Grants – Small Starts streetcars, BRT, and ferries, as well as corridor-based BRT investments that emulate the features of rail. There are four categories of eligible projects under the CIG program: and New Starts New Starts, Small Starts, Core Capacity, and Programs of Interrelated Projects: • New Starts projects are new fixed-guideway projects or extensions to existing fixed-guideway systems with a total estimated capital cost of $300 million or more, or that are seeking $100 million or more in Section 5309 CIG program funds. • Small Starts projects are new fixed-guideway projects, extensions to existing fixed-guideway systems, or corridor-based BRT projects with a total estimated capital cost of less than $300 million and that are seeking less than $100 million in Section 5309 CIG program funds. • Core Capacity projects are substantial corridor-based capital investments in existing fixed-guideway systems that increase capacity by not less than 10 percent in corridors that are at capacity today or will be in five years. Core Capacity projects may not include elements designed to maintain a state of good repair. • Programs of Interrelated Projects are comprised of any combination of two or more New Starts, Small Starts, or Core Capacity projects. The projects in the program must have logical connectivity to one another and all must begin construction within a reasonable timeframe. Better Utilizing Investments to Transit, Highway, Includes, but not limited to, highway or bridge projects, public transportation projects, passenger and freight rail projects, port infrastructure projects, and intermodal UTA Leverage Development (BUILD) Pedestrian, Bike projects. (formerly TIGER) National Highway Performance Highway, Transit, Only projects included in the STIP, TIP, LRP, and RTP are eligible. Eligible projects include vehicle-to-vehicle infrastructure, construction and rehabilitation of a national UDOT Program (NHPP) Pedestrian, Bike highway system segment, construction and rehabilitation of transit on a national highway system segment, and bicycle and pedestrian facilities on or associated with a national highway system segment. Transportation Infrastructure Highway, Transit, Any type of project that is eligible for federal assistance through existing surface transportation programs (highway projects and transit capital projects) is eligible for the UDOT Finance and Innovation Act (TIFIA) Pedestrian, Bike TIFIA credit program, including ITS. In addition, the following types of projects are eligible: private facilities providing public benefit for highway users and projects that provide access to such facilities; service improvements on or adjacent to the national highway system. An eligible project must be included in the applicable STIP. Major requirements include a capital cost of at least $50 million (or 33.3 percent of a state’s annual apportionment of federal-aid funds, whichever is less) or $15 million in the case of ITS. County Active Transportation Pedestrian, Bike Grants assist communities with implementing pedestrian and bicycle improvements within non-state-owned right-of-way that are not in their own rights-of-way (e.g., Salt Lake County Network Improvement Program Jordan River Trail). Funding will be given to projects identified on the County’s Active Transportation Implementation Plan (ATIP). Trails or pathways within their own rights-of- (CATNIP) way are not eligible for funding. Intersection improvements, however, where trails cross street rights-of-way ARE eligible. Funds may be used for construction or for design activities that are expected to result in eventual construction. Grants cannot be used for solely planning purposes such as city bicycle master plans. Project sponsors must be municipal entities with jurisdictional authority over the proposed project location. Recreation Trails Program (RTP) Pedestrian, Bike Eligible uses for RTP funds include trail maintenance and restoration, trailside and trailhead facilities, equipment for construction and maintenance, construction of new Department of recreational trails, acquisition of trail corridors, assessment of trail corridors, education for safety and environmental protection, and administration. Natural Resources Safe Sidewalks Fund Pedestrian, Bike For a proposed sidewalk location to be considered for the Safe Sidewalks Program, it must first meet the following criteria: located adjacent to a state highway; located UDOT within an urban area or an area where the immediate environment of the project is of an urban nature; significant pedestrian traffic; and 25 percent local government match.
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CORE ROUTE IMPLEMENTATION The recommended Core Route concept is a new, high-quality transit service Table 11. Core Route Implementation Considerations (similar to bus rapid transit (BRT) or enhanced bus). The new Core Route service CORE ROUTE IMPLEMENTATION is recommended for approximately 17 miles along the Redwood Road corridor, Miles Core Route with a southern terminus at South Jordan Parkway (connecting to the Sandy Civic Opportunities to Center TRAX Station via the planned Sandy-South Jordan Circulator), and a northern Potential Funding Timeline Land Use Connections Service Combine Projects 17 terminus in downtown Salt Lake City, traveling east-west along 600 North, then down and through downtown Salt Lake City. Core Route includes high-frequency service • Small Starts/New Mid-Term N/A • North Temple TOD Node with fewer stops; substantial infrastructure like stations with shelters, seating, real-time Starts • 9 Line Recreational Node messaging, off-board payment, and advanced transit technologies like transit signal • State and Local • Research Way TOD Node New Core Route priority and queue jumps at select intersections; and unique Core Route branding. Funding • 4800 South Student/Senior TOD Node Stations • West Jordan City Center 18 Figures 1 and 2, on the following pages, show the Core Route and recommended TOD Node station locations. It is assumed that the Core Route will include continuation of underlying local bus service by Routes 217 and 218; upon implementation of the Core Route, UTA will make a final decision on the need to keep underlying service.
Table 11 summarizes the aforementioned implementation considerations specific Projected Ridership: The conceptual route used for the projected ridership analysis connects to the Core Route. This information is derived from existing funding programs, long-term to Salt Lake Central Station via 600 North. Socioeconomic growth, and traffic operations plans, and analysis done for this study. This is not a comprehensive list; rather, implementing including LOS, intersection queue length, and density of vehicles per mile all factored into agencies are advised to seek additional resources as the recommended projects move the projections. forward. Land Use Connections: What active land use and transportation connections are being Core Route station and advanced transit infrastructure locations were determined by an in- made by local and regional planning agencies? This includes land use recommendations depth analysis of existing conditions throughout the corridor, as described below and listed identified as part of the land use market analysis conducted for this study. in Table 12 (on page 23). Figures 3 and 4 show the Core Route recommendation with the data used to recommend the different components of the Core Route; the data includes Connectivity to Other Transit: Where do existing bus or TRAX lines intersect Redwood Road, Signal Priority existing transit conditions, projected ridership, and walkability. Not shown on this map, but and where are the major connections? A premium is placed on connections to high-quality Locations included in Table 12, is intersection level of service (LOS). transit like enhanced bus, BRT, and TRAX. The analysis for the study indicates these stations 9 within the study area tend to have the highest ridership as well. Existing ridership on Routes 217 and 218, connectivity to other transit lines, intersection and mainline LOS, surrounding land use, walkability, and projected ridership for a BRT system Intersection & Mainline LOS: Poorly performing highway mainline and intersection operations on Redwood Road were all considered. Due to the projected ridership of the route along impair transit reliability. Failing intersections (LOS E or F) adjacent to failing mainline segments Redwood Road, Core Route service is being recommended, even though the RTP describes were recommended for transit-expediting infrastructure like signal priority or queue jumps to the Phase 1 and Phase 2 projects along Redwood Road as either BRT or enhanced bus. All maintain Core Route reliability. recommendations address a local transit need and are supported by at least one part of the whole equation for a feasible high-quality bus line. Walkability: Walkability scores were determined by a location’s proximity to light rail stations, parks, schools, shared-use paths, and significant intersections. Generally, walkability within Existing Ridership for Routes 217 & 218: Total weekday boardings and alightings at individual the study area is highest near large intersections. Similarly, the highest transit ridership is Queue Jump stops for Routes 217 and 218 were used for the ridership analysis (see Table 12). Capture near large intersections. Stations were recommended at locations with low walkability, Locations areas, rather than one individual station, were used to determine high and low ridership. necessitating additional infrastructure to overcome station accessibility barriers. The top 8 For example, stations one-tenth of a mile in either direction could have factored in to the half of walkability scores were used in the analysis. The bottom half were on the fringe of determination of a high or low ridership area. The distance used to include adjacent stations the half-mile study area and did not come into consideration when analyzing walkability on in the ridership analysis varied due to the difference between accessibility to stations, land Redwood Road. uses, and other existing infrastructure at each station.
Page 20 | Implementation Redwood Road Multimodal Transportation Study | Final Report & Implementation Plan 3200 W 3200 W 3200 W 3200 W
VALLEY Figure 1. Preferred Alternative - Core Route (Salt Lake to Taylorsville) VALLEY REGIONAL REGIONAL PARK ×201 PARK ×201 2700 W 2700 W 2700 W Á" 2700 W !Á" ! 2700 W !Á" !Á" 2700 W SOUTH JORDAN SOUTH JORDAN 80 80 WEST JORDAN TAYLORSVILLE WEST JORDAN ¥ TAYLORSVILLE ¥ WEST VALLEY CITY North Temple SALT LAKE CITY WEST VALLEY CITY SALT LAKE CITY 215 215 California Avenue 2200 W 215 215 2200 W ¥ ¥ Indiana Avenue ¥ 2200 W 2200 W Research Way ¥ 3800 South 2200 W 3500 South
4100 South 2200 W EQUESTRIAN EQUESTRIAN Á" 1700 South 215 Á" 215
! 400 South
700 North ! CENTER CENTER ¥ 215 ¥ 215 VETRANS VETRANS MEMORIAL ¥ MEMORIAL ¥ PARK PARK !Á" !Á"
!Á" !Á"
!Á" !Á" Research Way Research RDAN RIVER Way Research N RIVER
Shields Lane Shields JO DA Indiana Avenue Indiana
1000 N 6200 S 6200 7800 7800 S
9000 9000 S R
South South Jordan Pkwy
3800 3800 S
Shields Lane Shields
5400 S 5400 O
7000 7000 S 11400 11400 S
3500 3500 S
California Avenue California J
1700 1700 S Indiana Avenue Indiana
1000 N 6200 S 6200 7800 7800 S 9000 9000 S
4700 4700 S South Jordan Pkwy
3800 3800 S
5400 S 5400
3100 3100 S
4100 4100 S 7000 S 11400 11400 S
3500 3500 S California Avenue California
1700 1700 S
400 400 S
4700 4700 S
SLCC
3100 3100 S 4100 4100 S
2300 2300 N
400 400 S
SLCC 2300 2300 N !Á" See Core Route Connection !Á" 1300 W 1300 W to Downtown Inset 1300 W 1300 W !
215 REDWOOD North Temple
215 REDWOOD North Temple NATURE NATURE ¥ AREA ×201 GLENDALE GLENDALE ¥ AREA ×201 PARK PARK
!Á" !Á" !
JORDAN R 600 N IVER Á" JORDAN RIVE 600 N ! !Á" R !Á" !Á" IVER 1200 W DAN R L E G E N D L E G E N D N RIVER JOR 1200 W RDA ROSEWOOD ROSEWOOD JO PARK WALKABILITY INDEX TRANSIT RIDERSHIP 15 PARK 15 GERMANIA TRANSIT Avg. Weekday Boardings/Alights JORDAN PARK 80 GERMANIA ¥ PARK JORDAN PARK 80 ¥ Core Route PARK High Walkability Core Route AND PEACE AND PEACE L E G E N D BRT Projected L E G E N D GARDENS ¥ GARDENS ¥ RIDERSHIP Bus Routes ! Ridership 900 W TRANSIT MIDVALE Bus Routes TRANSIT RIDERSHIP MIDVALE 900 W Avg. Weekday Boardings/Alights UTA Red Line Avg. Weekday Boardings/Alights WALKABILITY INDEX Core Route WALKABILITYUTA INDEX Red Line Core Route BRT Projected BRT Projected 900 W High Walkability Bus Routes ! Ridership* " ! Core Route Connection to DowntownCONSTITUTION via 600 North (not to scale) 900 W Á PARK ! UTA Green Line Bus Stops High UTAWalkability Green Line Bus Routes Ridership* !Á" *Symbols placed exactly ! Existing Ridership *Symbols placed exactly Á" Á" UTA Red Line at proposed BRT station locations Low Walkability ! UTA Red Line at proposed BRT station locations ! Á" JORDAN RIVER 700 W ! UTA Station !Á" UTA Station 700 W UTA Green Line ! Bus Stops 700 W UTA Green Line ! Bus Stops 700 W RIVERExisting Ridership* Proposed RIVERExisting Ridership* *Symbols placed in the general Á" UTA Station FRONT TEMPLE NORTH ! SANDY Core Route Station!Á" UTA Station FRONT*Symbols placed in the general !Á" Low Walkability areaPARK where bus stops are located area where bus stops are located SANDY for visualization purposes. Low Walkability PARK for visualization purposes. N 600 ° ° 0 1,250 2,500 5,000 0 1,250 2,500 5,000 Feet Feet !Á" Á" ¥80 ! !Á" Á" SOUTH JORDAN GATEWAY !
!Á"
¥15 400 S 400 !Á" !Á" !Á" !Á" PIONEER PARK !Á" 400 W
WARM SPRINGS PARK
!Á"
!Á" !Á" !Á"
WASHINGTON SQUARE STATE ST
!Á" MEMORY GROVE PARK
Implementation | Page 21 Final Report & Implementation Plan | Redwood Road Multimodal Transportation Study 3200 W 3200 W 3200 W 3200 W
VALLEY VALLEY Figure 2. Preferred Alternative - Core Route (Taylorsville to South Jordan) REGIONAL REGIONAL PARK ×201 PARK ×201 2700 W 2700 W 2700 W " 2700 W !Á" !Á !Á" 2700 W !Á" 2700 W 80 80
SOUTH JORDANSouth Jordan Pkwy SOUTH JORDAN WEST JORDAN TAYLORSVILLE WEST JORDAN TAYLORSVILLE¥ ¥ WEST VALLEY CITY SALT LAKE CITY WEST VALLEY CITY SALT LAKE CITY
(9800 South) 215 215 215 2200 W 215 2200 W Shields Lane ¥ ¥ ¥ ¥ 2200 W 9000 South 2200 W 8000 South 7000 South 5600 South 2200 W 4700 South 2200 W EQUESTRIAN EQUESTRIAN !Á" 215 !Á" 215 CENTER CENTER ¥ 215 ¥ 215 VETRANS VETRANS MEMORIAL MEMORIAL ¥ ¥ PARK SLCC PARK !Á" !Á"
!Á" !Á"
See Core Route Connection !Á" !Á" Research Way Research
to Sandy Civic Center Inset RDAN RIVER Way Research RDAN RIVER Shields Lane Shields O
Shields Lane Shields J O
Indiana Avenue Indiana J
1000 N Avenue Indiana 6200 S 6200
9000 9000 S 7800 S
1000 N
6200 S 6200
7800 7800 S
South South Jordan Pkwy 9000 S
South South Jordan Pkwy 3800 S
5400 S 5400
7000 7000 S 3800 S 11400 11400 S
5400 S 5400
3500 3500 S 7000 S 11400 11400 S California Avenue California
1700 1700 S 3500 S California Avenue California
1700 1700 S
4700 4700 S
4700 4700 S
3100 3100 S 4100 4100 S
3100 3100 S 4100 4100 S
400 400 S
400 400 S
SLCC
SLCC
2300 2300 N 2300 2300 N !Á" !Á" 1300 W 1300 W
1300 W 1300 W North Temple North Temple 215 REDWOOD 215 REDWOOD North Temple NATURE NATURE ¥ AREA ×201 GLENDALE ¥ AREA ×201 GLENDALE PARK PARK
SHIELDS LANE TRAILHEAD !Á" !Á" 600 600 N JORDAN RIVER !Á" !Á" JORDAN RIVER !Á" !Á" 600 N RIVER IVER 1200 W DAN L E G E N D L E G E N D 1200 W DAN R JOR JOR ROSEWOOD ROSEWOOD PARK PARK WALKABILITY INDEX TRANSIT RIDERSHIP 15 15 GERMANIA TRANSIT GERMANIA Avg. Weekday Boardings/Alights JORDAN PARK 80 ¥ JORDAN PARK 80 ¥ PARK PARK High Walkability Core Route Core Route AND PEACE AND PEACE L E G E N D Core Route Connection to Sandy Civic Center L E GBRT E NProjected D GARDENS ¥ GARDENS ¥ Bus Routes ! TRANSIT RIDERSHIP MIDVALE Ridership TRANSIT BusRIDERSHIP Routes 900 W MIDVALE 900 W Avg. WeekdayTRAX Boardings/Alights Station (not to scale) Avg. Weekday Boardings/Alights WALKABILITY INDEX Core Route UTA Red Line WALKABILITY INDEX Core Route UTA Red Line BRT Projected ER BRT Projected AN RIV ! ORD SANDY ! 900 W 900 W High Walkability Bus Routes Ridership* J Á" UTA Green Line HighBus WalkabilityStops Bus Routes Ridership* Á" RIVER ! UTA Green Line ! FRONT *Symbols placed exactly ! *Symbols placed exactly Á" Á" UTA Red LinePARK at proposed BRT station locations Existing Ridership UTA Red Line ! Low Walkability Á" at proposed BRT station locations ! 700 W ! UTA Station !Á" UTA Station 700 W UTA Green Line ! Bus Stops 700 W UTA Green Line ! Bus Stops 700 W RIVERExisting Ridership* ProposedRIVER Existing Ridership* Á" UTA Station FRONT*Symbols placed in the general Á" UTA Station FRONT*Symbols placed in the general ! SANDY ! Core Route Station SANDY Low Walkability areaPARK where bus stops are located Low Walkability areaPARK where bus stops are located for visualization purposes. for visualization purposes.
° SOUTH JORDAN GATEWAY ° 0 1,250 2,500 5,000 0 1,250 2,500 5,000 Feet Feet !Á" !Á" !Á" !Á" SEGO LILLY DR LILLY SEGO ¥15 9400 S 9400
STATE ST 10600 S 10600
!Á" !Á"
DIMPLE DELL PARK
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Table 12. Summary of Core Route Implementation Considerations
CORE ROUTE
EXISTING RIDERSHIP – TOTAL WEEKDAY INTERSECTION LEVEL OF SERVICE (PM) RECOMMENDED CONNECTIVITY TO OTHER LOCATION (STOPS INCLUDED FOR ROUTES 217 & SURROUNDING LAND USE WALKABILITY INFRASTRUCTURE TRANSIT 218) EXISTING (2016) FUTURE (2040)
SALT LAKE CITY High-density residential and schools 700 North Bus Station High in both directions – 147 (2 stops) 519 and 919 Not measured Not measured High within close proximity TRAX Green Line, 453, 454, 456 Commercial, service, North Temple Bus Station (1950 West) High in both directions – 436 (2 stops) Regional-Connectors, 5600 E F Medium North Temple RDA and TOD node West Core Route Moderate southbound South Temple Transit Signal Priority Commercial, industrial None B D Low Low northbound – 74 (2 stops) High in both directions when combined High-density residential, commercial, 400 South Bus Station None B F Medium with 500 South – 204 (4 stops) civic—schools and social centers
Bus Station Mid-density residential with small Indiana Avenue Transit Signal Priority Moderate in both directions – 44 (2 stops) blocks, near 9 Line RDA recreational None B F Low Queue Jump node
Bus Station California Avenue High in both directions – 150 (2 stops) Commercial 513 C F Low Queue Jump 509, RTP 2700 West Enhanced 1700 South Bus Station High in both directions – 343 (2 stops) Commercial C F Low Bus WEST VALLEY CITY
Bus Station Low and mid-density employment, Research Way Transit Signal Priority High in both directions – 470 (2 stops) Research Way node, start of TRAX Green Line B F High Queue Jump Redwood Boulevard Community
3100 South Transit Signal Priority Low in both directions – 90 (2 stops) Residential, commercial None D F High
Bus Station Commercial, industrial, Granger 3500 South Transit Signal Priority High in both directions – 453 (2 stops) 33, 35M F F Low Crossing RDA Queue Jump
High-density apartments and High on west side of 3800 South Bus Station Low in both directions – 131 (4 stops) None A A commercial Redwood
High in both directions at stations on both Commercial, high-density residential 41, planned 4100 South 4100 South Bus Station E F Low sides of the street – 393 (4 stops) one block to the east Enhanced Bus
Source: Redwood Road Multimodal Study Traffic and Ridership Analysis Memo (Avenue Consultants 2018); Redwood Road Multimodal Transportation Study Walkability Analysis (Jacobs 2017); see also project Story Map athttps://arcg.is/1914LD
Implementation | Page 23 Final Report & Implementation Plan | Redwood Road Multimodal Transportation Study
Table 12. Summary of Core Route Implementation Considerations (continued)
CORE ROUTE
RIDERSHIP – TOTAL WEEKDAY INTERSECTION LEVEL OF SERVICE (PM) RECOMMENDED CONNECTIVITY TO OTHER LOCATION (STOPS INCLUDED FOR ROUTES 217 & SURROUNDING LAND USE WALKABILITY INFRASTRUCTURE TRANSIT 218) EXISTING (2016) FUTURE (2040)
TAYLORSVILLE
Commercial, high-density residential 4200 South Transit Signal Priority High at stations closer to 4100 South None B C Medium on southeast corner
Unique student and senior-oriented High in and around SLCC Bus Station High in both directions – 483 (4 stops) 41, 47, SLCC Shuttle Bus A A services and housing SLCC
Bus Station Moderate in both directions – 125 (3 Major Activity Center, commercial, 47, planned Midvalley 4700 South C E High Transit Signal Priority stops) unique student and senior population Connector BRT
Transit Signal Priority High in both directions between 5400 5400 South Commercial Center 54 D D High to the southwest Queue Jump South and 5600 South – 581 (4 stops)
High in both directions between 5400 5600 South Bus Station Commercial Center 54 C D High to the west South and 5600 South – 581 (4 stops)
WEST JORDAN
Commercial Center, high-density 7000 South Bus Station High in both directions – 241 (5 stops) F570 Flex E F High apartments to the northeast
Transit Signal Priority Low in both directions – 64 (3 stops) Adjacent government center, high 7800 South F578 Flex F F High Queue Jump attributed to TRAX commercial usage Center of government and High in both directions – 853 commerce, opportunities for TOD, 8000 South Bus Station TRAX Red Line A F High (5 stops, 218 included) significant public properties and under-utilized land
8200 South Queue Jump Low in both directions – 10 (2 stops) Residential, vacant parcels None A F High
Commercial with medium-density Bus Station 9000 South Low in both directions – 52 (3 stops) residential to the southwest and F590 Flex E F High to the south Queue Jump southeast SOUTH JORDAN
Shields Lane (9800 South) Bus Station Low in both directions – 12 (4 stops) Large employment center None C F Low
Planned Sandy-South Jordan South Jordan Parkway Moderate in both directions – 64 Commercial, high-density residential Bus Station Circulator, Sandy Daybreak E F High to the east (10400 South) (2 stops) to the northwest Enhanced Bus
Source: Redwood Road Multimodal Study Traffic and Ridership Analysis Memo (Avenue Consultants 2018); Redwood Road Multimodal Transportation Study Walkability Analysis (Jacobs 2017); see also project Story Map athttps://arcg.is/1914LD
Page 24 | Implementation 3200 W 3200 W
VALLEY REGIONAL PARK ×201 3200 W Redwood Road Multimodal Transportation Study | Final Report & Implementation Plan 2700 W 3200 W 2700 W !Á" !Á" 2700 W SOUTH JORDAN 80 VALLEY WEST JORDAN ¥ REGIONAL TAYLORSVILLE PARK Figure 3. Core Route Recommendations & Implementation Considerations (Salt Lake to Taylorsville)×201 WEST VALLEY CITY SALT LAKE CITY 2700 W 2700 W " 215 215 2200 W !Á" !Á 2700 W ¥ ¥ 80 2200 W SOUTH JORDAN WEST JORDAN ¥ 2200 W TAYLORSVILLE EQUESTRIAN !Á" 215 WEST VALLEY CITY SALT LAKE CITYCENTER ¥ 215 VETRANS 215 215 2200 W MEMORIAL 192 ¥ PARK Á" 2200 W ¥ ¥ ! 300 244 2200 W 105 283 EQUESTRIAN 215 30 !Á" 4 14 14 10 CENTER 7 26 30 77 30 126 156 3 320 249 ¥ 215 100 290 15 56 1400 85 78 50 VETRANS 34 3 50 180 115 16 43 78 51 170 4 9 250 !Á" 150 51 75 55 54 15 3 80 66 MEMORIAL 192 ¥ 16 18 26 12 70 370 130 100 140 72 70 96 90 140 320 60 240 42 29 50 78 PARK 268 20 86 89 36 29 20 70 !Á" 213 54 141 47 74 110 80 300 59 60 20 20 120 !Á" 260 219 234 221 75 24 59 75 52 870 24 173 117 130
244 Way Research 300 126 RDAN RIVER
105 Lane Shields JO Indiana Avenue Indiana
1000 N 6200 S 6200 9000 9000 S 7800 S
South South Jordan Pkwy
3800 3800 S
7000 7000 S S 5400 11400 11400 S
3500 3500 S California Avenue California
1700 S 1700
4700 4700 S
3100 3100 S 4100 4100 S 400 400 S
283 150 SLCC 30 2300 N 4 14 14 10 94 7 26 30 77 30 126 156 3 320 249 100 15 56 1400 85 78 50 34 3 290 50 180 115 16 43 78 51 170 50 4 9 250 !Á" 150 51 75 55 54 Á" 15 3 80 70 66 ! 16 18 130 100 140 72 70 26 96 12 370 320 60 240 42 29 50 78 268 86 90 140 36 29 20 20 213 54 89 47 70 110 80 300 1300 W 141 74 59 60 20 20 120 80 133 !Á" 260 219 234 221 75 24 59 75 52 1300 W 870 24 173 117 130 126 Way Research RDAN RIVER
Shields Lane Shields JO Indiana Avenue Indiana
1000 N 6200 S 6200 9000 9000 S 7800 S
South South Jordan Pkwy
3800 3800 S
7000 7000 S S 5400 11400 11400 S
North Temple North Temple
3500 3500 S California Avenue California
1700 S 1700 215 REDWOOD
4700 4700 S
3100 3100 S 4100 4100 S 400 400 S
150 SLCC 94 2300 N NATURE ¥ AREA ×201 GLENDALE Á" 50 PARK ! Á" 80 1300 W ! 200 1300 W 133 JORDAN RIVER !Á" !Á" 600 N N RIVER 1200 W RDA ROSEWOOD 215 REDWOOD North Temple JO NATURE 100 PARK 15 ¥ AREA ×201 GLENDALE GERMANIA PARK JORDAN PARK 80 ¥ PARK L ESee G E FigureN D 1 Inset for Core AND PEACE !Á" LEGENDL E G E N D L E G E N D GARDENS ¥ 200 TRANSIT RIDERSHIP MIDVALE 900 W RIDERSHIPJORDAN RIVER 600 N Route Connection to WALKABILITY INDEX TRANSIT CORE ROUTE FEATURES !Á" Á" Avg. Weekday Boardings/Alights TRANSIT ! WALKABILITY INDEX Core Route 460 N RIVER Avg. Weekday Boardings/Alights BRT Projected 1200 W RDA Core Route Downtown via 600 North!ROSEWOOD 900 W JO High Walkability Core CoreRoute Route Station High Walkability Bus Routes Ridership* !Á" PARK 100 BRT Projected *Symbols placed exactly 15 ! UTA Red Line Á" at proposed BRT station locations ! GERMANIA Bus Routes Ridership Bus Routes JORDAN PARK 80 ¥ 700 W PARK 3200 W UTA Red Line Transit Signal Priority AND PEACE UTA Green Line ! Bus Stops 10 700 W L E G E N D UTA Red Line GARDENS ¥ RIVERExisting Ridership* 3200 W " *Symbols placed in the general TRANSIT RIDERSHIP 900 W !Á UTA Station FRONT MIDVALE UTA Green Line Bus Stops Low Walkability areaPARK where bus stops are located SANDY Avg. Weekday Boardings/Alights ! UTA Green Line for visualization purposes. Queue Jump ° WALKABILITY INDEX Core Route Low Walkability Existing Ridership 460 BRT Projected Á" UTA Station 0 1,250 2,500 5,000 VALLEY Bus Routes ! ! Á" 900 W High Walkability Ridership* !Á" ! UTA Station Feet REGIONAL " *Symbols placed exactly Á" PARK ×201 !Á UTA Red Line at proposed BRT station locations ! 700 W 2700 W UTA Green Line ! Bus Stops 10 700 W 2700 W !Á" RIVERExisting Ridership* !Á" !Á" UTA Station FRONT*Symbols placed in the general !Á" 2700 W Low Walkability areaPARK where bus stops are located SANDY 3200 W for visualization purposes. 80 ° SOUTH JORDAN 3200 W 0 1,250 2,500 5,000 ¥ Feet WEST JORDAN TAYLORSVILLE Figure 4. Core Route Recommendations & Implementation Considerations (Taylorsville to South Jordan) !Á" WEST VALLEY CITY SALT LAKE CITY VALLEY !Á" REGIONAL 215 2200 W PARK ×201 215 2700 W 2200 W ¥ ¥ 2700 W !Á" !Á" 2700 W 2200 W EQUESTRIAN 80 !Á" 215 SOUTH JORDAN CENTER ¥ ¥ 215 WEST JORDAN TAYLORSVILLE VETRANS WEST VALLEY CITY MEMORIAL 192 ¥ PARK SALT LAKE CITY !Á" 215 215 2200 W 300 244 ¥ ¥ 105 283 2200 W 30 4 14 14 10 2200 W 7 26 30 77 30 126 156 3 320 249 100 15 56 1400 85 78 50 34 3 290 50 180 115 16 43 78 51 170 4 9 250 !Á" 150 51 75 55 54 EQUESTRIAN 15 3 18 215 80 70 66 !Á" 16 26 12 370 130 100 140 240 72 50 78 96 320 42 CENTER 70 268 90 140 60 20 29 ¥ 20 213 86 54 215 89 36 29 70 110 80 300 141 47 VETRANS 74 59 60 20 20 120 !Á" 260 219 234 221 75 24 59 75 52 MEMORIAL 870 192 ¥ 24 173 PARK 117 130 126 Á" Way Research RDAN RIVER
Shields Lane Shields JO ! Avenue Indiana
1000 N 6200 S 6200 9000 9000 S 7800 S
South South Jordan Pkwy
3800 3800 S
7000 7000 S S 5400 11400 11400 S
3500 3500 S California Avenue California
1700 S 1700
4700 4700 S
3100 3100 S 4100 4100 S 400 400 S
150 SLCC 94 2300 N 300 244 105 50 283 30 !Á" 4 14 14 10 7 26 30 77 30 126 156 3 320 249 100 15 56 1400 85 78 50 1300 W 34 3 290 50 180 115 80 16 43 78 51 170 133 4 9 250 !Á" 150 51 75 55 54 15 3 80 66 1300 W 16 18 26 12 70 370 130 100 140 72 70 96 90 140 320 60 240 42 29 50 78 268 20 213 86 54 89 36 29 20 70 110 300 141 47 74 59 80 60 20 215 20 120 REDWOOD North Temple !Á" 260 219 234 221 75 24 59 75 52 870 24 NATURE 173 117 130 201 GLENDALE
Research Way Research ¥ AREA × 126 RDAN RIVER PARK
Shields Lane Shields JO Indiana Avenue Indiana
1000 N 6200 S 6200 9000 9000 S 7800 S
South South Jordan Pkwy
3800 3800 S
7000 7000 S S 5400 11400 11400 S
3500 3500 S California Avenue California
1700 S 1700
4700 4700 S
3100 3100 S 4100 4100 S 400 400 S
150 SLCC !Á" 94 2300 N 50 200
Á" JORDAN RI 600 N ! VER !Á" !Á" 1300 W IVER 80 1200 W DAN R JOR 133 ROSEWOOD 1300100 W PARK 15 GERMANIA
JORDAN PARK 80 North Temple North Temple ¥ 215 REDWOOD PARK NATURE AND PEACE L E G E N D 201 GLENDALE GARDENS ¥ ¥ AREA × TRANSIT RIDERSHIP MIDVALE PARK 900 W Avg. Weekday Boardings/Alights Á" WALKABILITY INDEX Core Route ! ! BRT Projected 200 900 W 460 High Walkability Bus Routes Ridership* JORDAN RIVER Á" !Á" 600 N *Symbols placed exactly ! !Á" Á" UTA Red Line at proposed BRT station locations ! IVER See Figure 2 Inset for 1200 W DAN R JOR 700 W ROSEWOOD 100 UTA Green Line ! Bus Stops 10 700 W PARK 15 Core Route Connection RIVERExisting Ridership* GERMANIA Á" UTA Station FRONT*Symbols placed in the general ! SANDY JORDAN PARK 80 ¥ PARK Low Walkability areaPARK where bus stops are located to Sandy Civic Center for visualization purposes. AND PEACE L E G E N D ° GARDENS ¥ TRANSIT RIDERSHIP 0 1,250 2,500 5,000 900 W TRAX Station MIDVALE Feet Avg. Weekday Boardings/Alights !Á" WALKABILITY INDEX Core Route ! BRT Projected 900 W 460 High Walkability Bus Routes Ridership* !Á" !Á" *Symbols placed exactly Á" UTA Red Line at proposed BRT station locations ! 700 W UTA Green Line ! Bus Stops 10 700 W Implementation | Page 25 RIVERExisting Ridership* !Á" UTA Station FRONT*Symbols placed in the general SANDY Low Walkability areaPARK where bus stops are located for visualization purposes. ° 0 1,250 2,500 5,000 Feet !Á" !Á" Final Report & Implementation Plan | Redwood Road Multimodal Transportation Study
SALT LAKE CITY IMPLEMENTATION
Figure 5. Salt Lake City Preferred Multimodal Alternative CORRIDORWIDE NORTH TEMPLE (SALT LAKE CITY – SOUTH JORDAN) 1700 SOUTH INDIANA AVENUE 500 SOUTH Add Core Route Bus Station Add Core Route Bus Station Improve Intersection Improve Intersections 2 1 Improve Existing Bus Stops 3 2 Add Transit Signal Priority 3 Core Route Bus Queue Jumps Enhance Existing Add Pedestrian Refuge Add Core Route Bus Stations 3 Add Core Route Bus System / Stations 2 1 Pedestrian Crossing 2 Add Curb Bulb-out Connect to Existing North Enhance Existing Pedestrian 3 1 Temple Bike Lane Add Shared-Use Path 1 Crossing Connect to Existing Indiana 4 Support Recommended TOD & 1 Avenue Bike Lane Connect to Existing Bike Lane Planned Land Development at Add Bike Facilities and/or Connections 1 Add Bike Crossing 1 Potential North Temple Node 2 Infrastructure 3 per UDOT’s Salt Lake County West Side Bicycle Connectivity Study CALIFORNIA AVE – I-80 SOUTH TEMPLE 1 Manage Vehicle Access 2 Add Transit Signal Priority 4 Add Shared-Use Path
1940 W (TRAX) NORTH TEMPLE – 1000 NORTH JOUST CT I-80 1 Manage Vehicle Access 2 Add New Pedestrian Crossing SR-201 2100 South California Ave 900 South 500 South Indiana Avenue Indiana 400 South 1700 South South Temple North Temple
SR-201 OFF-RAMPS Add Bike Crossing 2 Infrastructure across Exits 900 SOUTH 400 SOUTH 700 North 1000 North 2 Add Pedestrian Crossing 3 Improve Intersection 1700 North CALIFORNIA AVENUE Connect to Existing 9 Line Path 2300 North Add Core Route Bus Station 700 NORTH & 1000 NORTH 1700 NORTH Add Core Route Bus Stations 1 and Planned Expansion 2 Add Core Route Bus Station Connect to Existing Bike Lane 2 Core Route Queue Jumps Add Bike Crossing Connect Existing 400 South 2 (700 North) 1 Connect to Planned California 2 Infrastructure 1 Bike Lane Enhance Existing Pedestrian 1 Avenue Bike Lane Support Recommended TOD & Add Bike Crossing 1 Crossing Add Bike Crossing Planned Land Development at 2 Infrastructure 1 Connect to Existing 700 North 2 Infrastructure Potential 9 Line Node 1 and 1000 North Bike Lanes
N
Roadway Recommendations Transit Recommendations Walkability Recommendations Bicycle Recommendations Land Use Recommendations Recommended Access Management Area Planned Bus Rapid Transit / Core Route Recommended Shared-Use Path Planned Bike Lane Planned Redevelopment / Economic Development Areas Recommended Core Route Recommended Shared-Use Path Access Management Enhance Existing Pedestrian Crossing Transit-Oriented Development (TOD) 1 Implement access management solutions to control vehicle Recommended Bike Lane Existing Bus Stop Improvements 1 Improve existing crossings to increase pedestrian safety and 1 Potential TOD nodes with the presence of local economic cross-traffic, thereby improving level of service (LOS) and safety. 1 Improve existing stops to provide bus route 217 and 218 riders convenience. Possible improvements include signal optimization for development and redevelopment areas. TOD is characterized by Techniques may include driveway consolidation, strategic use of Connect Bike Paths/Lanes/Routes with a more enjoyable transit experience and increase the visibility pedestrians, improved crosswalk markings (e.g., paint, thermoplastic, close proximity to transit, services, commerce, employment, and medians, and modifications to setback distance. brick), improved access, lighting, and amenities such as timers. 1 Connect existing and planned bike paths, lanes and routes to recommended Redwood Road bike entertainment. and allure of transit in the community. Recommended amenities infrastructure. May include wayfinding signage and/or dedicated bike turn lanes. 1300 W ALTERNATIVE CROSS-SECTIONS Turn Movement Improvements may include pedestrian shelters, level pads, improved lighting, and Add New Pedestrian Crossing 2 Add turn pockets to provide motorists with a dedicated lane for wayfinding/route information. Benches and shelters should be installed 2 Add new signalized pedestrian crossings in areas with Add/Enhance Bike Crossing & Intersection Infrastructure SaltA. Salt Lake Lake City, City, Redwood Road. Road Bike Bike Lanes Lanes at 1400 at North 1400 North 4B. West Valley, 1300 West. Bu ered Bike Lanes at Chickadee Street deceleration and right-turn queuing, which improves LOS and safety. at all stops, and all improvements must be ADA compliant. high potential for walkability that are currently lacking east-west 2 Provide safe, visible crossings for bike lanes at intersections. This may include bike boxes and/or Pavement 46 ft Pavement 56 ft ROW green paint. ROW Could be used at intersections or mid-block for adjoining roads and connectivity. It is recommended that all north-south pedestrian 80 ft Core Route Bus System / Stations 72 ft driveways. 2 Implement corridor-wide core route bus system defined by movements be supported. Add Bike Lane Intersection Improvements fewer, more substantial stations in strategic locations, frequent service, Add Pedestrian Infrastructure 3 Maintain existing bike lane on Redwood Road from 2100 S to 1000 N and extend to 1700 N. 3 Adjust existing infrastructure and layout of travel lanes to faster travel times, queue-jump infrastructure, and transit signal priority. 3 Add more substantial pedestrian infrastructure to improve Determine the best practice of implementing buffered or protected bike facilities based on posted speed, better serve current and future needs. Improvements may include It is recommended that this core route initially be in addition to existing pedestrian safety through traffic-calming effects. This includes the traffic volumes, and number of lanes. UDOT’s Salt Lake County West Side Bicycle Connectivity Study modifications to channelization principles, number of intersection local bus service on Redwood Road. The final decision of keeping addition of pedestrian refuge islands or curb bulb-outs. recommends the typical section to the right for the Redwood Road route through Salt Lake City. approaches, intersection angles, corner radius and curb ramp designs, or replacing the existing underlying bus service will be analyzed and Add Shared-Use Path Add Shared-Use Path detectable warnings, access control, sight distance, and vehicle/ determined upon final design and implementation of the core route 4 Add a shared-use path with a minimum width of 10’ along both sides of the entire Redwood Road Sidewalk Park Strip Bike Lane Travel Lane Travel Lane Travel Lane Travel Lane Bike Lane Park Strip Sidewalk 4 Add a shared-use path with a minimum width of 10’ along both Bike Lane Travel Lane Center Turn Lane/Median Travel Lane Bike Lane 5 ft 5 ft 4.5 ft 11 ft 11 ft 11 ft 11 ft 4.5 ft 5 ft 5 ft 6 ft 11 ft 12 ft 11 ft 6 ft pedestrian interface. service. corridor. The path will serve both pedestrians and bicyclists. Curb & Painted Painted Curb & Gutter sides of the entire Redwood Road corridor. The path will serve both Gutter Bu er Bu er 2 ft 2 ft 1.5 ft 1.5 ft pedestrians and bicyclists. Source: UDOT Salt Lake County West Side Bicycle Connectivity Study 4C. Taylorsville Expressway/4700 South. Shared Use Sidepath at 1400 West 4D. Taylorsville, 1300 West. Bu ered Bike Lanes at 5115 South
Pavement 35 ft Pavement 35 ft Pavement 44 ft
ROW ROW 146 ft 62 ft Page 26 | Implementation
Typical Neighborhood Byway
Soft Shoulder Shoulder Travel Lane Travel Lane Bu er Median Bu er Travel Lane Travel Lane Shoulder Park Strip Shared Use Park Strip Sidewalk Park Strip Parking Bike Lane Travel Lane Travel Lane Bike Lane Sidewalk 22 ft 8 ft 12 ft 12 ft 3 ft 32 ft 3 ft 12 ft 12 ft 8 ft 5 (min.)-10 ft Sidepath Varies 5 ft 5 ft 7 ft 6 ft 11 ft 11 ft 5 ft 5 ft 10 ft Curb & Curb & Curb & * Future BRT alignment will use some of the Gutter Gutter Gutter green space shown in this cross section. 2 ft 2 ft 2 ft
4E. West Jordan, 1300 West. Bu ered Bike Lanes at 9220 South 4F. Riverton, 1300 West.Bu ered Bike Lanes at Bison Dr Typical Neighborhood Byway
Pavement 56 ft Pavement Varies Proposed Pavement 40 ft (Existing 22 ft) ROW ROW 76 ft Varies ROW Varies
Sidewalk Bike Lane Travel Lane Center Turn Lane/Median Travel Lane Bike Lane Parking Park Strip Sidewalk 6 ft 5 ft 11 ft 12 ft 11 ft 5 ft 5 ft Curb & Painted Painted 5 ft 8 ft Curb & Shoulder Bike Lane Travel Lane Travel Lane Bike Lane Shoulder Sidewalk Parking or Parking or Sidewalk Gutter Bu er Bu er Gutter Width 7 ft Painted 11 ft 11 ft Painted 7 ft Width Varies Tra c Tra c Varies 2 ft 2 ft 2 ft 2 ft Varies Bu er Bu er Varies Calming Calming 2 ft 2 ft Varies Varies Curb & Gutter Curb & Gutter Varies Varies Redwood Road Multimodal Transportation Study | Final Report & Implementation Plan
Table 13. Salt Lake City Implementation Recommendations
CORRIDOR-WIDE
Timeline: Mid-Term | Combined Project Opportunities: N/A | Land Use Connections: North Temple TOD Node, 9 Line Recreational Node, Research Way TOD Node, 4800 South Student/Senior TOD Node, West Core Route Jordan City Center TOD Node Potential funding sources include FTA Small Starts/New Starts, with state and local funding. See discussion regarding Core Route Implementation on pages 20–25.
CITY-WIDE
Timeline: Near- to Mid-Term| Combined Project Opportunities: Any projects altering the existing sidewalk and/or existing bus stop location | Land Use Connections: 9 Line, North Temple Existing bus stops along Redwood Road are recommended for improvement along the length of the corridor. These stops could be improved to meet Core Route design elements as ancillary projects are Improve Existing Bus Stops implemented or as funding options are available. Any projects that alter the sidewalk should include considerations for improving the existing bus stop. Cities should pursue station improvements outside of Core Route implementation, as Core Route will retain underlying service. Federal funds are available for a variety of transit projects. The City should review the requirements and eligible activities for each program and determine the most competitive option.
Timeline: Mid- to Long-Term | Combined Project Opportunities: Any projects altering the existing sidewalk and/or including roadway widening | Land Use Connections: 9 Line, North Temple Shared-Use Path Similar to existing station improvements, any projects that alter the sidewalk should include considerations for the shared-use path. Availability of right-of-way may constrain improvements in certain locations.
1700 NORTH
Timeline: Near- to Mid-Term | Combined Project Opportunities: Phase 2 Redwood Widening 2-4 Lanes 1000 North to Davis County Line, Phase 2 North Redwood Enhanced Bus | Land Use Connections: N/A Connect to Existing Bike Lane Planned widening on Redwood Road from 1000 North to the Davis County Line provides an opportunity for implementation of recommendation. The planned transit improvements on this segment of Redwood Road would qualify recommendations that improve transit accessibility for FTA funding.
JOUST COURT (1375 SOUTH)
Timeline: Mid-Term | Combined Project Opportunities: Phase 2 Redwood Widening 2-4 Lanes 1000 North to Davis County Line, Phase 2 North Redwood Enhanced Bus | Land Use Connections: N/A Add New Pedestrian Crossing Planned widening on Redwood Road from 1000 North to the Davis County Line provides an opportunity for implementation of recommendation. The planned transit improvement on this segment of Redwood Road would qualify recommendations that improve transit accessibility for FTA funding.
1000 NORTH
Enhance Existing Pedestrian Crossing Timeline: Mid-Term (funding dependent) | Combined Project Opportunities: Phase 2 Redwood Widening 2-4 Lanes 1000 North to Davis County Line, Phase 2 North Redwood Enhanced Bus Land Use Connections: N/A Planned widening on Redwood Road from 1000 North to the Davis County Line provides an opportunity for implementation of recommendation. The planned transit improvements on this segment of Redwood Connect to Existing Bike Lane Road would qualify recommendations that improve transit accessibility for FTA funding.
700 NORTH
Connect to Existing Bike Lane Timeline: Near- to Mid-Term (funding dependent) | Combined Project Opportunities: Phase 2 North Redwood Enhanced Bus, ATIP Recommended Buffered Bike Lane | Land Use Connections: N/A The Salt Lake County Active Transportation Network Improvement Program (CATNIP) would provide an opportunity for stand-alone bike and pedestrian recommendations. Planned transit improvements to this segment of Redwood Road qualify recommendations that improve transit accessibility for FTA funding. Other general funds are available through different Federal Highway Administration (FHWA) programs Enhance Pedestrian Crossing that require interagency coordination. The city should review the requirements and eligible activities for each program and determine the most competitive option.
NORTH TEMPLE
Add Turn Pockets Timeline: Near- to Mid-Term | Combined Project Opportunities: Phase 1 5600 West Core Route, Phase 2 North Redwood Enhanced Bus 1950 West Stop Land Use Connections: Wasatch Choice 2050 Village Center and Station Community, Transit Node and North Temple RDA Add Pedestrian Refuge Multiple planned transit projects provide opportunities for implementation of recommendations. Recommendations that improve accessibility to transit could be highly competitive as they are concentrated near a transit node with impacts to multiple lines and projects. Other general funds are available through different FHWA programs that require interagency coordination. Active connections between land use Connect to Existing Bike Lane and transportation in the area are evident with the creation of the North Temple RDA and planned TOD development.
Implementation | Page 27 Final Report & Implementation Plan | Redwood Road Multimodal Transportation Study
Table 13. Salt Lake City Implementation Recommendations (continued)
400 SOUTH
Improve Intersection Timeline: Near- to Mid-Term | Combined Project Opportunities: ATIP Recommended Buffered Bike Lane, Local Bicycle Connections and Multi-Use Path from 300-400 South | Land Use Connections: N/A The Salt Lake County Active Transportation Network Improvement Program (CATNIP) would provide a near-term opportunity for standalone bike and pedestrian recommendations. Additionally, funds for auto- Add Crossing Infrastructure, Connect to Bike specific recommendations are highly competitive. The city should review the requirements and eligible activities for each program and determine the most competitive option. Lane
500 SOUTH
Improve Intersection Timeline: Long-Term | Combined Project Opportunities: None | Land Use Connections: N/A Funds for auto-specific recommendations are highly competitive. Recommendations that improve transit accessibility could qualify for competitive FTA funding. Other general funds are available through FHWA. Enhance Pedestrian Crossing The city should review the requirements and eligible activities for each program and determine the most competitive option.
INDIANA AVENUE
Add Crossing Infrastructure and Connect to Bike Lane Timeline: Mid-Term | Combined Project Opportunities: Phase 2 2700 West Corridor Enhanced Bus | Land Use Connections: N/A East-west transit projects provide opportunities for implementation of recommendations on Redwood Road. Additionally, recommendations that improve transit accessibility could be implemented as stand- Add Curb Bulb-Out alone projects using FTA funds. Pursuit of FTA funds could move the recommendation into a near-term outlook. Other general funding sources are available through FHWA.
900 SOUTH
Connect to 9 Line, Add Crossing Timeline: Near- to Mid-Term | Combined Project Opportunities: ATIP Recommended Shared-Use Path Extension, Locally Identified Bike Improvement Location |Land Use Connections: Unique Recreational Node, Infrastructure 9 Line RDA The Salt Lake County Active Transportation Network Improvement Program (CATNIP) would provide a near-term opportunity for stand-alone bike and pedestrian recommendations. Active connections between Add Pedestrian Refuge land use and transportation in the area are evident with the creation of the 9 Line RDA and planned development along the 9 Line shard-use path.
CALIFORNIA AVENUE
Timeline: Near- to Mid-Term | Combined Project Opportunities: ATIP Recommended Buffered Bike Lane | Land Use Connections: N/A Connect to Planned Bike Lane, Add Crossing The Salt Lake County Active Transportation Network Improvement Program (CATNIP) would provide a near-term opportunity for stand-alone bike and pedestrian recommendations. Other general funds are Infrastructure available through different FHWA programs that require interagency coordination. The city should review the requirements and eligible activities for each program and determine the most competitive option.
SR-201 OFF-RAMPS
Timeline: Long-Term | Combined Project Opportunities: N/A | Land Use Connections: N/A Add Bike Crossing Infrastructure Recommendations that improve transit accessibility could qualify for competitive FTA funding. Other funds are available through FHWA that require interagency coordination. The city should review the requirements for each program and determine the most competitive option.
NORTH TEMPLE – 1000 NORTH & CALIFORNIA AVENUE – I-80
Timeline: Long-Term | Combined Project Opportunities: N/A | Land Use Connections: N/A Funds for auto-specific recommendations are highly competitive. Managing vehicle access provides safety improvement opportunities for pedestrians and bikers, as conflict points between modes are reduced. Manage Vehicle Access The city should review the requirements and eligible activities for each program and determine the most competitive option and work to develop a purpose for the project that demonstrates a multimodal need.
Page 28 | Implementation Redwood Road Multimodal Transportation Study | Final Report & Implementation Plan
WEST VALLEY IMPLEMENTATION Figure 6. West Valley Preferred Multimodal Alternative CORRIDORWIDE (SALT LAKE CITY – SOUTH JORDAN)
2700 West 1 Improve Existing Bus Stops Add Core Route Bus System / Stations 4100 SOUTH 3500 SOUTH RESEARCH WAY 2 2 Add Right- & Left-Turn Pockets 2 Add Right-Turn Pockets 2 Add Right-Turn Pockets 4 Add Shared-Use Path Add Core Route Bus Stations Add Core Route Bus Stations Add Core Route Bus Stations Add Bike Facilities and/or Connections 2 2 Add Transit Signal Priority 2 Add Transit Signal Priority Core Route Bus Queue Jumps Core Route Bus Queue Jumps 3 per UDOT’s Salt Lake County West Side 3 Add Pedestrian Refuge Add Pedestrian Refuge Add Pedestrian Refuge Bicycle Connectivity Study Connect to Planned 3 3 1 4100 South Bike Lane Connect to Existing Research Add Shared-Use Path 1 Way Shared-Use Path 4
4100 SOUTH – 2270 SOUTH 3100 SOUTH STRATFORD AVE – PRINTERS ROW 1 Manage Vehicle Access 2 Add Transit Signal Priority 1 Manage Vehicle Access 1 Connect to Planned Bike Lane 2 Add Right-Turn Pockets 3800 South 4100 South 3500 South Research Way 3100 South SR-201 Parkway Blvd. Stratford Ave
3800 SOUTH PARKWAY BLVD PRINTERS ROW, 2200 SOUTH, SR-201 INTERCHANGE 2 Add Core Route Bus Station 3 Add Pedestrian Refuge 3 Improve Intersections Add Bike Crossing Infrastructure 1300 West 3500 SOUTH & RESEARCH WAY 2 Support Recommended TOD & Planned Land Development 1 at Potential Research Way and 1300 WEST 3500 South Nodes Add Protected Bike Lane 3 N
Roadway Recommendations Transit Recommendations Walkability Recommendations Bicycle Recommendations Land Use Recommendations Recommended Access Management Area Planned Bus Rapid Transit / Core Route Recommended Shared-Use Path Planned Bike Lane Planned Redevelopment / Economic Development Areas Recommended Core Route Recommended Shared-Use Path Access Management Enhance Existing Pedestrian Crossing Transit-Oriented Development (TOD) 1 Implement access management solutions to control vehicle Recommended Bike Lane Existing Bus Stop Improvements 1 Improve existing crossings to increase pedestrian safety and 1 Potential TOD nodes with the presence of local economic cross-traffic, thereby improving level of service (LOS) and safety. 1 Improve existing stops to provide bus route 217 and 218 riders convenience. Possible improvements include signal optimization for development and redevelopment areas. TOD is characterized by Techniques may include driveway consolidation, strategic use of pedestrians, improved crosswalk markings (e.g., paint, thermoplastic, Connect Bike Paths/Lanes/Routes close proximity to transit, services, commerce, employment, and with a more enjoyable transit experience and increase the visibility 1 Connect existing and planned bike paths, lanes and routes to recommended Redwood Road bike medians, and modifications to setback distance. and allure of transit in the community. Recommended amenities brick), improved access, lighting, and amenities such as timers. entertainment. infrastructure. May include wayfinding signage and/or dedicated bike turn lanes. 1300 W ALTERNATIVE CROSS-SECTIONS Turn Movement Improvements may include pedestrian shelters, level pads, improved lighting, and Add New Pedestrian Crossing 4B. West Valley, 1300 West. Bu ered Bike Lanes at Chickadee Street Add/Enhance Bike Crossing & Intersection Infrastructure SaltA. Salt Lake City, City, Redwood Redwood Road. Bike Lanes Road. at 1400 North Bike Lanes at 1400 North 2 Add turn pockets to provide motorists with a dedicated lane for 2 Add new signalized pedestrian crossings in areas with Pavement 46 ft wayfinding/route information. Benches and shelters should be installed Pavement 56 ft 2 Provide safe, visible crossings for bike lanes at intersections. This may include bike boxes and/or ROW ROW 80 ft deceleration and right-turn queuing, which improves LOS and safety. at all stops, and all improvements must be ADA compliant. high potential for walkability that are currently lacking east-west 72 ft green paint. Could be used at intersections or mid-block for adjoining roads and Core Route Bus System / Stations connectivity. It is recommended that all north-south pedestrian driveways. 2 Implement corridor-wide core route bus system defined by movements be supported. Add Bike Lane Intersection Improvements fewer, more substantial stations in strategic locations, frequent service, Add Pedestrian Infrastructure 3 Add bike lane on 1300 W Corridor Route per UDOT’s Salt Lake County West Side Bicycle 3 Adjust existing infrastructure and layout of travel lanes to faster travel times, queue-jump infrastructure, and transit signal priority. 3 Add more substantial pedestrian infrastructure to improve Connectivity Study. Add bike lane on Redwood Road from approximately Parkway Boulevard to existing
bike lane at 2100 S. Determine the best practice of implementing buffered or protected bike facilities Sidewalk Park Strip Bike Lane Travel Lane Travel Lane Travel Lane Travel Lane Bike Lane Park Strip Sidewalk Bike Lane Travel Lane Center Turn Lane/Median Travel Lane Bike Lane better serve current and future needs. Improvements may include It is recommended that this core route initially be in addition to existing pedestrian safety through traffic-calming effects. This includes the 1300 W ALTERNATIVE CROSS-SECTIONS 5 ft 5 ft 4.5 ft 11 ft 11 ft 11 ft 11 ft 4.5 ft 5 ft 5 ft 6 ft 11 ft 12 ft 11 ft 6 ft Curb & Painted Painted Curb & Gutter based on posted speed, traffic volumes, and number of lanes. UDOT’s study recommends the typical Gutter Bu er Bu er 2 ft A. Salt Lake City, Redwood Road. Bike Lanes at 1400 North 4B. West Valley, 1300 West. Bu ered Bike Lanes at Chickadee Street 2 ft 1.5 ft 1.5 ft modifications to channelization principles, number of intersection local bus service on Redwood Road. The final decision of keeping addition of pedestrian refuge islands or curb bulb-outs. West Valley, 1300 West. Buffered Bike Lanes at Chickadee Street or replacing the existing underlying bus service will be analyzed and sections to the right for the route. Pavement 46 ft 4C. Taylorsville Expressway/4700 South. SharedPavement Use Sidepath56 ft at 1400 West 4D. Taylorsville, 1300 West. Bu ered Bike Lanes at 5115 South approaches, intersection angles, corner radius and curb ramp designs, ROW Add Shared-Use Path ROW 80 ft 72 ft detectable warnings, access control, sight distance, and vehicle/ determined upon final design and implementation of the core route Add Shared-Use Path Pavement 35 ft Pavement 35 ft Pavement 44 ft 4 Add a shared-use path with a minimum width of 10’ along both ROW ROW 146 ft 62 ft pedestrian interface. service. sides of the entire Redwood Road corridor. The path will serve both 4 Add a shared-use path with a minimum width of 10’ along both sides of the entire Redwood Road pedestrians and bicyclists. corridor. The path will serve both pedestrians and bicyclists.
Sidewalk Park Strip Bike Lane Travel Lane Travel Lane Travel Lane Travel Lane Bike Lane Park StripTypicalSidewalk Neighborhood Byway Bike Lane Travel Lane Center Turn Lane/Median Travel Lane Bike Lane 5 ft 5 ft 4.5 ft 11 ft 11 ft 11 ft 11 ft 4.5 ft 5 ft 5 ft 6 ft 11 ft 12 ft 11 ft 6 ft Curb & Painted Painted Curb & Gutter Gutter Bu er Bu er 2 ft 2 ft 1.5 ft 1.5 ft Soft Shoulder Shoulder Travel Lane Travel Lane Bu er Median Bu er Travel Lane Travel Lane Shoulder Park Strip Shared Use Park Strip Sidewalk Park Strip Parking Bike Lane Travel Lane Travel Lane Bike Lane Sidewalk 22 ft 8 ft 12 ft 12 ft 3 ft 32 ft 3 ft 12 ft 12 ft 8 ft 5 (min.)-10 ft Sidepath Varies 5 ft 5 ft 7 ft 6 ft 11 ft 11 ft 5 ft 5 ft 10 ft 4C. Taylorsville Expressway/4700 South. Shared Use Sidepath at 1400 West Source: UDOT Salt Lake County West Side Bicycle Connectivity Study4D. Taylorsville, 1300 West. Bu ered Bike Lanes at 5115 SouthCurb & Curb & Curb & * Future BRT alignment will use some of the Gutter Gutter Gutter green space shown in this cross section. 2 ft 2 ft 2 ft
Pavement 35 ft Pavement 35 ft Pavement 44 ft 4E. West Jordan, 1300 West. Bu ered Bike Lanes at 9220 South Typical Neighborhood Byway ROW 4F. Riverton,ROW 1300 West.Bu ered Bike Lanes at Bison Dr 146 ft 62 ft Pavement 56 ft Implementation | PagePavement Varies 29 Proposed Pavement 40 ft (Existing 22 ft) ROW ROW 76 ft Varies ROW Varies
Typical Neighborhood Byway
Soft Shoulder Shoulder Travel Lane Travel Lane Bu er Median Bu er Travel Lane Travel Lane Shoulder Park Strip Shared Use Park Strip Sidewalk Park Strip Parking Bike Lane Travel Lane Travel Lane Bike Lane Sidewalk 22 ft 8 ft 12 ft 12 ft 3 ft 32 ft 3 ft 12 ft 12 ft 8 ft 5 (min.)-10 ft Sidepath Varies 5 ft 5 ft 7 ft 6 ft 11 ft 11 ft 5 ft 5 ft 10 ft Curb & Curb & Curb & * Future BRT alignment will use some of the Gutter Gutter Gutter 2 ft 2 ft Sidewalk greenBike Lanespace shown in thisTravel cross Lane section. Center Turn Lane/Median 2 Travelft Lane Bike Lane Parking Park Strip Sidewalk 6 ft 5 ft 11 ft 12 ft 11 ft 5 ft 5 ft Curb & Painted Painted 5 ft 8 ft Curb & Shoulder Bike Lane Travel Lane Travel Lane Bike Lane Shoulder Sidewalk Parking or Parking or Sidewalk Gutter Bu er Bu er Gutter Width 7 ft Painted 11 ft 11 ft Painted 7 ft Width Varies Tra c Tra c Varies 4E. West Jordan, 1300 West. Bu ered Bike Lanes at 9220 South 2 ft 2 ft 2 ft 2 ft Varies Bu er Bu er Varies Calming Calming 4F. Riverton, 1300 West.Bu ered Bike Lanes at Bison Dr Typical Neighborhood Byway2 ft 2 ft Varies Varies Curb & Gutter Curb & Gutter Varies Varies Pavement 56 ft Pavement Varies Proposed Pavement 40 ft (Existing 22 ft) ROW ROW 76 ft Varies ROW Varies
Sidewalk Bike Lane Travel Lane Center Turn Lane/Median Travel Lane Bike Lane Parking Park Strip Sidewalk 6 ft 5 ft 11 ft 12 ft 11 ft 5 ft 5 ft Curb & Painted Painted 5 ft 8 ft Curb & Shoulder Bike Lane Travel Lane Travel Lane Bike Lane Shoulder Sidewalk Parking or Parking or Sidewalk Gutter Bu er Bu er Gutter Width 7 ft Painted 11 ft 11 ft Painted 7 ft Width Varies Tra c Tra c Varies 2 ft 2 ft 2 ft 2 ft Varies Bu er Bu er Varies Calming Calming 2 ft 2 ft Varies Varies Curb & Gutter Curb & Gutter Varies Varies Final Report & Implementation Plan | Redwood Road Multimodal Transportation Study
Table 14. West Valley Implementation Recommendations
CORRIDOR-WIDE
Timeline: Mid-Term | Combined Project Opportunities: N/A | Land Use Connections: North Temple TOD Node, 9 Line Recreational Node, Research Way TOD Node, 4800 South Student/Senior TOD Node, West Core Route Jordan City Center TOD Node Potential funding sources include FTA Small Starts/New Starts, with state and local funding. See discussion regarding Core Route Implementation on pages 20–25.
CITY-WIDE
Timeline: Near- to Mid-Term| Combined Project Opportunities: Any projects altering the existing sidewalk and/or existing bus stop location | Land Use Connections: Research Way TOD Node Existing bus stops along Redwood Road are recommended for improvement along the length of the corridor. These stops could be improved to meet Core Route design elements as ancillary projects are Improve Existing Bus Stops implemented or as funding options are available. Any projects that alter the sidewalk should include considerations for improving the existing bus stop. Cities should pursue station improvements outside of Core Route implementation, as Core Route will retain underlying service. Federal funds are available for a variety of transit projects. The city should review the requirements and eligible activities for each program and determine the most competitive option.
Timeline: Mid- to Long-Term | Combined Project Opportunities: Any projects altering the existing sidewalk and/or including roadway widening | Land Use Connections: Research TOD Node Shared-Use Path Similar to existing station improvements, any projects that alter the sidewalk should include considerations for the shared-use path. Availability of right-of-way may constrain improvements in certain locations.
SR-201, PRINTERS ROW, 2200 SOUTH
Improve Intersection Timeline: Mid-Term | Combined Project Opportunities: Phase 2 SR-201 Widening | Land Use Connections: N/A Widening at the SR-201 off-ramps provides an opportunity to fill a bicycle transportation gap. Other funds are available through different FHWA programs that require interagency coordination. The city should Add Bike Crossing Infrastructure review the requirements and eligible activities for each program and determine the most competitive option.
STRATFORD AVENUE-PRINTERS ROW
Timeline: Long-Term | Combined Project Opportunities: N/A | Land Use Connections: N/A Manage Vehicle Access Funds for auto-specific recommendations are limited and are highly competitive. Managing vehicle access provides safety improvement opportunities for pedestrians and bikers, as conflict points between modes are reduced. The city should review the requirements and eligible activities for each program and determine the most competitive option and work to develop a purpose for the project that Add Right-Turn Pockets demonstrates a multimodal need.
PARKWAY BOULEVARD
Timeline: Long-Term | Combined Project Opportunities: N/A | Land Use Connections: Wasatch Choice Redwood Road Boulevard Community, Local RDA, Near Transit Node Add Pedestrian Refuge Recommendations that improve transit accessibility could qualify for competitive FTA funding. Other funds are available through FHWA that require interagency coordination. The city should review the requirements and eligible activities for each program and determine the most competitive option.
RESEARCH WAY
Add Pedestrian Refuge Timeline: Near- to Mid-Term (funding dependent) | Combined Project Opportunities: ATIP Recommended Shared Use Path | Land Use Connections: Local RDA, Wasatch Choice 2050 Boulevard Community, STIP Transportation Land Use Connection, TOD Potential The Salt Lake County Active Transportation Network Improvement Program (CATNIP) would provide a near-term opportunity for stand-alone bike and pedestrian recommendations. Additionally, Connect to Shared-Use Path recommendations that improve transit accessibility could be implemented as stand-alone projects using FTA funds. Pursuit of FTA funds could move the recommendation into a near-term outlook. Other bicycle and pedestrian funds are available through FHWA. Active connections between land use and transportation in the area are evident with close proximity to TRAX and an established local RDA.
3100 SOUTH
Timeline: Near- to Mid-Term | Combined Project Opportunities: ATIP Recommended Buffered Bike Lane | Land Use Connections: Wasatch Choice 2050 Boulevard Community Connect to Planned Bike Lane The Salt Lake County Active Transportation Network Improvement Program (CATNIP) would provide a near-term opportunity for stand-alone bike and pedestrian recommendations. Other bicycle funds are available through different FHWA programs that require interagency coordination. The city should review the requirements and eligible activities for each program and determine the most competitive option.
Page 30 | Implementation Redwood Road Multimodal Transportation Study | Final Report & Implementation Plan
Table 14. West Valley Implementation Recommendations (continued)
3500 SOUTH
Add Right-Turn Pockets Timeline: Mid-Term | Combined Project Opportunities: Phase 2 3500 South I-215 to Highland Drive Operational Improvements, Phase 2 R 35MAX Expansion/Optimization Land Use Connections: Wasatch Choice 2050 Boulevard Community, STIP Transportation Land Use Connection, Local RDA East-west transit projects provide opportunities for implementation of recommendations on Redwood Road. Additionally, recommendations that improve transit accessibility could be implemented as stand- Add Pedestrian Refuge alone projects using FTA funds. Pursuit of FTA funds could move the recommendation into a near-term outlook. Other funds are available through FHWA that require interagency coordination. The city should review the requirements and eligible activities for each program and determine the most competitive option.
4100 SOUTH
Add Right- and Left-Turn Pockets Timeline: Near- to Mid-Term | Combined Project Opportunities: Phase 2 4100 South Enhanced Bus, STIP 4100 South – 4700 South Intersection Improvements, ATIP Recommended Buffered Bike Lane Land Use Connections: Wasatch Choice 2050 Boulevard Community Add Pedestrian Refuge East-west transit projects provide opportunities for implementation of recommendations on Redwood Road. The Salt Lake County Active Transportation Network Improvement Program (CATNIP) would provide a near-term opportunity for stand-alone bike and pedestrian recommendations. In addition, near-term intersection improvement projects provide opportunities for improvements for all modes. This location is a Connect to Planned Bike Lane high-opportunity location for recommendation implementation and should be pursued with strong interagency collaboration.
4100 SOUTH – 2270 WEST
Timeline: Long-Term | Combined Project Opportunities: N/A| Land Use Connections: Wasatch Choice 2050 Boulevard Community Funds for auto-specific recommendations are highly competitive. Managing vehicle access provides safety improvement opportunities for pedestrians and bikers, as conflict points between modes are Manage Vehicle Access reduced. The city should review the requirements and eligible activities for each program and determine the most competitive option and work to develop a purpose for the project that demonstrates a multimodal need. 1300 WEST
Timeline: Near- to Mid-Term (funding dependent) | Combined Project Opportunities: ATIP Recommended Buffered Bike Lane | Land Use Connections: N/A The Salt Lake County Active Transportation Network Improvement Program (CATNIP) would provide a near-term opportunity for stand-alone bike and pedestrian recommendations. Other funds are available Add Buffered Bike Lane through FHWA that require interagency coordination. Recommendations that improve transit accessibility could qualify for competitive FTA funding. The city should review the requirements and eligible activities for each program and determine the most competitive option.
Implementation | Page 31 Final Report & Implementation Plan | Redwood Road Multimodal Transportation Study
TAYLORSVILLE IMPLEMENTATION Figure 7. Taylorsville Preferred Multimodal Alternative CORRIDORWIDE (SALT LAKE CITY – SOUTH JORDAN) Improve Existing Bus Stops 2700 West 1 5600 SOUTH 2 Add Core Route Bus System / Stations 4700 SOUTH 3 Improve Intersection 2 Add Right-Turn Pockets 4 Add Shared-Use Path Add Core Route Bus Station 2 Add Core Route Bus Stations Add Bike Facilities and/or Connections 5400 SOUTH 2 Add Transit Signal Priority Add Pedestrian Refuge Add Transit Signal Priority 3 per UDOT’s Salt Lake County West Side 3 Add Pedestrian Refuge Support Recommended TOD & 2 Core Route Bus Queue Jumps 3 Bicycle Connectivity Study Connect to Planned 1 Planned Land Development at Add Pedestrian Refuge Potential 5600 South Node 3 1 4700 South Shared-Use Path 4 Add Shared-Use Path SLCC 4100 SOUTH 2 Add Right-Turn Pockets 2 Add Right- & Left-Turn Pockets 6200 SOUTH 6420 SOUTH – 4100 SOUTH 2 Add Core Route Bus Station 2 Add Core Route Bus Stations 3 Improve Intersection 1 Manage Vehicle Access South Jordan Canal Trail 3 Add Pedestrian Refuge 3 Add Pedestrian Refuge Connect to Planned 1 4100 South Bike Lane SLCC I-215 6200 South 5600 South 5400 South 4700 South 4100 South
SOUTH JORDAN CANAL 5500 SOUTH 4800 SOUTH 4200 SOUTH Connect to Planned South Add Pedestrian Crossing with
4450 South Add Transit Signal Priority 1 Jordan Canal Shared-Use Path 3 Refuge 3 Add Pedestrian Refuge 2 Support Recommended TOD & Enhance Existing Pedestrian 1 Planned Land Development at 1 Crossing Potential 4800 South Node 1300 West 1300 West 1300 WEST 3 Add Buffered Bike Lane 4800 South 1300 W ALTERNATIVE CROSS-SECTIONS A. Salt Lake City, Redwood Road. Bike Lanes at 1400 North 4B. West Valley, 1300 West. Bu ered Bike Lanes at Chickadee Street N Pavement 46 ft Pavement 56 ft
ROW ROW 80 ft 72 ft Roadway Recommendations Transit Recommendations Walkability Recommendations Bicycle Recommendations Land Use Recommendations Recommended Access Management Area Planned Bus Rapid Transit / Core Route Recommended Shared-Use Path Planned Bike Lane Planned Redevelopment / Economic Development Areas Recommended Core Route Recommended Shared-Use Path Access Management Enhance Existing Pedestrian Crossing Transit-Oriented Development (TOD) 1 Implement access management solutions to control vehicle Recommended Bike Lane Existing Bus Stop Improvements 1 Improve existing crossings to increase pedestrian safety and 1 Potential TOD nodes with the presence of local economic cross-traffic, thereby improving level of service (LOS) and safety. convenience. Possible improvements include signal optimization for development and redevelopment areas. TOD is characterized by Sidewalk Park Strip Bike Lane Travel Lane Travel Lane Travel Lane Travel Lane Bike Lane Park Strip Sidewalk 1 Improve existing stops to provide bus route 217 and 218 riders Bike Lane Travel Lane Center Turn Lane/Median Travel Lane Bike Lane 5 ft 5 ft 4.5 ft 11 ft 11 ft 11 ft 11 ft 4.5 ft 5 ft 5 ft Techniques may include driveway consolidation, strategic use of 6 ft 11 ft 12 ft 11 ft 6 ft pedestrians, improved crosswalk markings (e.g., paint, thermoplastic, Connect Bike Paths/Lanes/RoutesCurb & Painted Painted Curb & Gutterclose proximity to transit, services, commerce, employment, and with a more enjoyable transit experience and increase the visibility Gutter Bu er Bu er 2 ft 1 Connect existing and planned bike paths, lanes2 ft and1.5 ft routes to recommended Redwood Road1.5 ft medians, and modifications to setback distance. and allure of transit in the community. Recommended amenities brick), improved access, lighting, and amenities such as timers. entertainment. bike infrastructure. May include wayfinding signage and/or dedicated bike turn lanes. Turn Movement Improvements may include pedestrian shelters, level pads, improved lighting, and Add New Pedestrian Crossing4C. Taylorsville Expressway/4700 South. Shared Use Sidepath at 1400 West 4D. Taylorsville, 1300 West. Bu ered Bike Lanes at 5115 South 2 Add turn pockets to provide motorists with a dedicated lane for 2 Add new signalized pedestrian crossings in areas with Add/Enhance Bike Crossing & Intersection Infrastructure Taylorsville, 1300 West. Buffered Bike Lanes at 5115 South wayfinding/route information. Benches and shelters should be installed Pavement 35 ft Pavement 35 ft Pavement 44 ft deceleration and right-turn queuing, which improves LOS and safety. at all stops, and all improvements must be ADA compliant. high potential for walkability that are currently lacking east-west 2 Provide safe, visible crossings for bike lanes at intersections. May include bike boxes and/or ROW ROW 62 ft Could be used at intersections or mid-block for adjoining roads and Core Route Bus System / Stations connectivity. It is recommended that all north-south pedestrian green paint. 146 ft driveways. 2 Implement corridor-wide core route bus system defined by movements be supported. Add Bike Lane Intersection Improvements fewer, more substantial stations in strategic locations, frequent service, Add Pedestrian Infrastructure 3 Add bike lane on 1300 W Corridor Route per UDOT’s Salt Lake County West Side Bicycle 3 Adjust existing infrastructure and layout of travel lanes to faster travel times, queue-jump infrastructure, and transit signal priority. 3 Add more substantial pedestrian infrastructure to improve Connectivity Study. Determine the best practice of implementing buffered or protected bike facilities better serve current and future needs. Improvements may include It is recommended that this core route initially be in addition to existing pedestrian safety through traffic-calming effects. This includes the based on posted speed, traffic volumes, and number of lanes. UDOT’s study recommends the typical modifications to channelization principles, number of intersection local bus service on Redwood Road. The final decision of keeping addition of pedestrian refuge islands or curb bulb-outs. section to the right for the route. Typical Neighborhood Byway approaches, intersection angles, corner radius and curb ramp designs, or replacing the existing underlying bus service will be analyzed and Add Shared-Use Path Add Shared-Use Path detectable warnings, access control, sight distance, and vehicle/ determined upon final design and implementation of the core route Soft Shoulder Shoulder Travel Lane Travel Lane Bu er Median Bu er Travel Lane Travel Lane Shoulder Park Strip Shared Use Park Strip Sidewalk Park Strip Parking Bike Lane Travel Lane Travel Lane Bike Lane Sidewalk 4 Add a shared-use path with a minimum width22 of ft 10’ along both8 ft 12 ft 4 Add12 ft a shared-use3 ft path with32 ft a minimum3 widthft 12of ft 10’ along12 both ft sides8 ft of the5 (min.)-10 entire ft Sidepath RedwoodVaries 5 ft 5 ft 7 ft 6 ft 11 ft 11 ft 5 ft 5 ft 10 ft pedestrian interface. service. Curb & Curb & Curb & sides of the entire Redwood Road corridor. The path will serve both Road corridor. The path will serve both pedestrians* Future BRT and alignment bicyclists. will use some of the Gutter Gutter Gutter green space shown in this cross section. 2 ft 2 ft 2 ft pedestrians and bicyclists. 4E. West Jordan, 1300 West. Bu ered Bike Lanes at 9220 South Source: UDOT Salt Lake County West Side Bicycle Connectivity Study 4F. Riverton, 1300 West.Bu ered Bike Lanes at Bison Dr Typical Neighborhood Byway
Pavement 56 ft Pavement Varies Proposed Pavement 40 ft (Existing 22 ft) ROW ROW 76 ft Varies ROW Varies Page 32 | Implementation
Sidewalk Bike Lane Travel Lane Center Turn Lane/Median Travel Lane Bike Lane Parking Park Strip Sidewalk 6 ft 5 ft 11 ft 12 ft 11 ft 5 ft 5 ft Curb & Painted Painted 5 ft 8 ft Curb & Shoulder Bike Lane Travel Lane Travel Lane Bike Lane Shoulder Sidewalk Parking or Parking or Sidewalk Gutter Bu er Bu er Gutter Width 7 ft Painted 11 ft 11 ft Painted 7 ft Width Varies Tra c Tra c Varies 2 ft 2 ft 2 ft 2 ft Varies Bu er Bu er Varies Calming Calming 2 ft 2 ft Varies Varies Curb & Gutter Curb & Gutter Varies Varies Redwood Road Multimodal Transportation Study | Final Report & Implementation Plan
Table 15. Taylorsville Implementation Recommendations
CORRIDOR-WIDE
Timeline: Mid-Term | Combined Project Opportunities: N/A | Land Use Connections: North Temple TOD Node, 9 Line Recreational Node, Research Way TOD Node, 4800 South Student/Senior TOD Node, West Core Route Jordan City Center TOD Node Potential funding sources include FTA Small Starts/New Starts, with state and local funding. See discussion regarding Core Route Implementation on pages 20–25.
CITY-WIDE
Timeline: Near- to Mid-Term | Combined Project Opportunities: Any projects altering the existing sidewalk and/or existing bus stop location | Land Use Connections: SLCC, Center Point Existing bus stops along Redwood Road are recommended for improvement along the length of the corridor. These stops could be improved to meet Core Route design elements as ancillary projects are Improve Existing Bus Stops implemented or as funding options are available. Any projects that alter the sidewalk should include considerations for improving the existing bus stop. Cities should pursue station improvements outside of Core Route implementation, as Core Route will retain underlying service. Federal funds are available for a variety of transit projects. The city should review the requirements and eligible activities for each program and determine the most competitive option.
Timeline: Mid- to Long-Term | Combined Project Opportunities: Any projects altering the existing sidewalk and/or including roadway widening | Land Use Connections: SLCC, Center Point Shared-Use Path Similar to existing station improvements, any projects that alter the sidewalk should include considerations for the shared-use path. Availability of right-of-way may constrain improvements in certain locations.
4100 SOUTH
Add Right- and Left-Turn Pockets Timeline: Near- to Mid-Term | Combined Project Opportunities: Phase 2 4100 South Enhanced Bus, STIP 4100 South – 4700 South Intersection Improvements, ATIP Recommended Buffered Bike Lane Land Use Connection: Wasatch Choice 2050 Boulevard Community Add Pedestrian Refuge East-west transit projects provide opportunities for implementation of recommendations on Redwood Road. The Salt Lake County Active Transportation Network Improvement Program (CATNIP) would provide a near-term opportunity for stand-alone bike and pedestrian recommendations. In addition, near-term STIP intersection improvement projects provide opportunities for improvements for all modes. Connect to Planned 4100 South Bike Lane This location is a high-opportunity location for recommendation implementation and should be pursued with strong interagency collaboration.
6420 SOUTH – 4100 SOUTH
Timeline: Near-Term | Combined Project Opportunities: STIP 4100 South – 4700 South Intersection Improvements, STIP 4700 South to 5400 South Mobility and Access Management Land Use Connections: Wasatch Choice 2050 Boulevard Community Manage Vehicle Access Funds for auto-specific recommendations are highly competitive. Managing vehicle access provides safety improvement opportunities for pedestrians and bikers, as conflict points between modes are reduced. The city should review the requirements and eligible activities for each program and determine the most competitive option and work to develop a purpose for the project that is supported by a multimodal need.
4200 SOUTH
Timeline: Near-Term | Combined Project Opportunities: STIP 4100 South – 4700 South Intersection Improvements | Land Use Connections: Wasatch Choice 2050 Boulevard Community Enhance Existing Pedestrian Crossing Near-term STIP intersection improvement projects provide opportunities for improvements for all modes.
SLCC
Timeline: Near-Term | Combined Project Opportunities: STIP 4100 South – 4700 South Intersection Improvements | Land Use Connections: Wasatch Choice 2050 Boulevard Community, STIP Land Use and Add Right-Turn Pockets Transportation Connection Near-term STIP intersection improvement projects provide opportunities for improvements for all modes. Additionally, recommendations that improve transit accessibility could be implemented as stand-alone Add Pedestrian Refuge projects using FTA funds. Other funds are available through FHWA that require interagency coordination. The city should review the requirements and eligible activities for each program and determine the most competitive option.
4700 SOUTH
Add Right-Turn Pockets Timeline: Near- to Mid-Term | Combined Project Opportunities: Phase 2 4700 South Enhanced Bus, Phase 2 Widening 4-6 Lanes, STIP 4100 South to 4700 South Intersection Improvements, ATIP Recommended Shared-Use Path | Land Use Connections: Wasatch Choice 2050 Boulevard Community Add Pedestrian Refuge East-west transit projects provide opportunities for recommendation implementation on Redwood Road. The Salt Lake County Active Transportation Network Improvement Program (CATNIP) would provide a near-term opportunity for stand-alone bike and pedestrian recommendations. In addition, near-term STIP intersection improvement projects provide opportunities for all modes. This location is a high-opportunity Connect to Planned 4700 South Shared-Use location for recommendation implementation and should be pursued with strong interagency collaboration. Path
Implementation | Page 33 Final Report & Implementation Plan | Redwood Road Multimodal Transportation Study
Table 15. Taylorsville Implementation Recommendations (continued)
4800 SOUTH
Timeline: Near-Term | Combined Project Opportunities: STIP 4700 South – 5400 South Mobility and Access Management | Land Use Connections: Wasatch Choice 2050 Boulevard Community, Land Use Market Analysis Major Activity Center Add Pedestrian Refuge Near-term STIP mobility improvement projects provide opportunities for pedestrian and bicycle recommendations. Active connections between land use and transportation in the area are evident with the creation of a Local RDA and feasible TOD development. SLCC and surrounding Senior-Oriented housing create a unique opportunity for transit and walkable development.
5400 SOUTH
Add Pedestrian Refuge Timeline: Near-Term | Combined Project Opportunities: STIP 4700 South – 5400 South Mobility and Access Management, ATIP Recommended Buffered Bike Lane | Land Use Connections: Wasatch Choice 2050 Boulevard Community Near-term STIP mobility improvement projects provide opportunities for pedestrian and bicycle recommendations. The Salt Lake County Active Transportation Network Improvement Program (CATNIP) would Connect to Planned Bike Lane provide a near-term opportunity for stand-alone bike and pedestrian recommendations.
5500 SOUTH
Timeline: Long-Term | Combined Project Opportunities: N/A | Land Use Connections: Local RDA at Major Activity Center, STIP Transportation and Land Use Connection Add Pedestrian Refuge Recommendations that improve transit accessibility could qualify for competitive FTA funding. Other funds are available through FHWA that require interagency coordination. The city should review the requirements and eligible activities for each program and determine the most competitive option.
5600 SOUTH
Improve Intersection Timeline: Near- to Mid-Term (funding dependent) | Combined Project Opportunities: N/A | Land Use Connections: Local RDA at Major Activity Center Funds for auto-specific recommendations are highly competitive. Recommendations that improve transit accessibility could qualify for competitive FTA funding. Other funds are available through FHWA that Add Pedestrian Refuge require interagency coordination. The city should review the requirements and eligible activities for each program and determine the most competitive option.
6200 SOUTH
Timeline: Mid-Term | Combined Project Opportunities: Phase 2 I-215 Interchange Upgrade | Land Use Connections: N/A Improve Intersection Funds for auto-specific recommendations are highly competitive. The city should review the requirements and eligible activities for each program and determine the most competitive option.
SOUTH JORDAN CANAL/1300 WEST Connect to Planned South Jordan Canal Timeline: Near- to Mid-Term (funding dependent) | Combined Project Opportunities: ATIP Recommended Shared-Use Path, Phase 3 1300 West Widening | Land Use Connections: N/A Shared-Use Path The Salt Lake County Active Transportation Network Improvement Program (CATNIP) would provide a near-term opportunity for stand-alone bike and pedestrian recommendations. Other funds are available through FHWA that require interagency coordination. The city should review the requirements and eligible activities for each program and determine the most competitive option. Add Buffered Bike Lane on 1300 West
Page 34 | Implementation Redwood Road Multimodal Transportation Study | Final Report & Implementation Plan
WEST JORDAN IMPLEMENTATION Figure 8. West Jordan Preferred Multimodal Alternative CORRIDORWIDE 2700 West (SALT LAKE CITY – SOUTH JORDAN) 1 Improve Existing Bus Stops 2 Add Core Route Bus System / Stations 4 Add Shared-Use Path 9000 SOUTH 8200 SOUTH 7800 SOUTH Add Bike Facilities and/or Connections 3 Improve Intersection 2 Add Right-Turn Pockets 2 Core Route Bus Queue Jumps 3 per UDOT’s Salt Lake County West Side Add Core Route Bus Station Core Route Bus Queue Jumps Add Pedestrian Refuge Bicycle Connectivity Study 2 Core Route Bus Queue Jumps 2 3 Connect to Existing 7800 South Add Pedestrian Refuge Add Pedestrian Refuge Add Shared-Use Path 3 3 1 Bike Lane 4 Connect to Bike Lane 1 6720 SOUTH Add Signalized Pedestrian 2 Crossing 9100 SOUTH – 7100 SOUTH 1 Manage Vehicle Access 9000 South Gardner Lane 8000 South 7800 South 7000 South 8200 South
GARDNER LANE 8000 SOUTH 7000 SOUTH Add Signalized Pedestrian Add Core Route Bus Station Improve Intersection 2 Crossing 2 3 3 Add Pedestrian Refuge 2 Add Core Route Bus Station 1300 W ALTERNATIVE CROSS-SECTIONS Support Recommended TOD & A. Salt Lake City, Redwood Road. Bike Lanes at 1400 North 4B. West Valley, 1300 West. Bu ered Bike Lanes at Chickadee Street Add Pedestrian Refuge Pavement 46 ft Planned Land Development at 3 Pavement 56 ft 1 ROW ROW 80 ft Potential 8000 South Node 72 ft
1300 West
1300 WEST
Add Buffered Bike Lane Sidewalk Park Strip Bike Lane Travel Lane Travel Lane Travel Lane Travel Lane Bike Lane Park Strip Sidewalk Bike Lane Travel Lane Center Turn Lane/Median Travel Lane Bike Lane 5 ft 5 ft 4.5 ft 11 ft 11 ft 11 ft 11 ft 4.5 ft 5 ft 5 ft 3 6 ft 11 ft 12 ft 11 ft 6 ft Curb & Painted Painted Curb & Gutter Gutter Bu er Bu er 2 ft 2 ft 1.5 ft 1.5 ft 4C. Taylorsville Expressway/4700 South. Shared Use Sidepath at 1400 West N 4D. Taylorsville, 1300 West. Bu ered Bike Lanes at 5115 South Pavement 35 ft Pavement 35 ft Pavement 44 ft
ROW ROW 146 ft 62 ft Roadway Recommendations Transit Recommendations Walkability Recommendations Bicycle Recommendations Land Use Recommendations Recommended Access Management Area Planned Bus Rapid Transit / Core Route Recommended Shared-Use Path Planned Bike Lane Planned Redevelopment / Economic Development Areas Recommended Core Route Recommended Shared-Use Path Access Management Enhance Existing Pedestrian Crossing Transit-Oriented Development (TOD) 1 Implement access management solutions to control vehicle Recommended Bike Lane Existing Bus Stop Improvements 1 Improve existing crossings to increase pedestrian safety and 1 Potential TOD nodes with the presence of local economic Typical Neighborhood Byway cross-traffic, thereby improving level of service (LOS) and safety. 1 Improve existing stops to provide bus route 217 and 218 riders convenience. Possible improvements include signal optimization for development and redevelopment areas. TOD is characterized by Techniques may include driveway consolidation, strategic use of medians, pedestrians, improved crosswalk markings (e.g., paint, thermoplastic, Connect Bike Paths/Lanes/Routes closeSoft proximity Shoulder to transit,Shoulder services,Travel Lane commerce,Travel Lane employment,Bu er andMedian Bu er Travel Lane Travel Lane Shoulder Park Strip Shared Use Park Strip Sidewalk Park Strip Parking Bike Lane Travel Lane Travel Lane Bike Lane Sidewalk 22 ft 8 ft 12 ft 12 ft 3 ft 32 ft 3 ft 12 ft 12 ft 8 ft 5 (min.)-10 ft Sidepath Varies 5 ft 5 ft 7 ft 6 ft 11 ft 11 ft 5 ft 5 ft with a more enjoyable transit experience and increase the visibility and 10 ft and modifications to setback distance. brick), improved access, lighting, and amenities such as timers. 1 Connect existing and planned bike paths, lanes and routes to recommended entertainment. Curb & Curb & Curb & allure of transit in the community. Recommended amenities may include * Future BRT alignment will use some of the Gutter Gutter Gutter Redwood Road bike infrastructure. May include wayfinding signage and/or dedicated bike green space shown in this cross section. 2 ft 2 ft 2 ft Turn Movement Improvements pedestrian shelters, level pads, improved lighting, and wayfinding/route Add New Pedestrian Crossing turn lanes. 4E. West Jordan, 1300 West. Bu ered Bike Lanes at 9220 South 2 Add turn pockets to provide motorists with a dedicated lane for information. Benches and shelters should be installed at all stops, and 2 Add new signalized pedestrian crossings in areas with high 4F. Riverton, 1300 West.Bu ered Bike Lanes at Bison Dr Typical Neighborhood Byway West Jordan, 1300 West. Buffered Bike Lanes at 9220 South deceleration and right-turn queuing, which improves LOS and safety. all improvements must be ADA compliant. potential for walkability that are currently lacking east-west connectivity. Add/Enhance Bike Crossing & Intersection Infrastructure Pavement 56 ft Pavement Varies Proposed Pavement 40 ft (Existing 22 ft) Could be used at intersections or mid-block for adjoining roads and It is recommended that all north-south pedestrian movements be 2 Provide safe, visible crossings for bike lanes at intersections. This may include bike ROW ROW Core Route Bus System / Stations 76 ft Varies ROW boxes and/or green paint. Varies driveways. 2 Implement corridor-wide core route bus system defined by fewer, supported. Intersection Improvements more substantial stations in strategic locations, frequent service, faster Add Pedestrian Infrastructure Add Bike Lane 3 Adjust existing infrastructure and layout of travel lanes to travel times, queue-jump infrastructure, and transit signal priority. It is 3 Add more substantial pedestrian infrastructure to improve 3 Add bike lane on 1300 W Corridor Route per UDOT’s Salt Lake County West Side better serve current and future needs. Improvements may include recommended that this core route initially be in addition to existing local pedestrian safety through traffic-calming effects. This includes the Bicycle Connectivity Study. Determine the best practice of implementing buffered or protected modifications to channelization principles, number of intersection bus service on Redwood Road. The final decision of keeping or replacing addition of pedestrian refuge islands or curb bulb-outs. bike facilities based on posted speed, traffic volumes, and number of lanes. UDOT’s study approaches, intersection angles, corner radius and curb ramp designs, the existing underlying bus service will be analyzed and determined upon Add Shared-Use Path recommends the typical section to the right for the route. detectable warnings, access control, sight distance, and vehicle/ final design and implementation of the core route service. 4 Add a shared-use path with a minimum width of 10’ along both Sidewalk Bike Lane Travel Lane Center Turn Lane/Median Travel Lane Park Strip Sidewalk Add Shared-Use Path Bike Lane Parking 6 ft 5 ft 11 ft 12 ft 11 ft 5 ft 5 ft pedestrian interface. Curb & Painted Painted 5 ft 8 ft Curb & Shoulder Bike Lane Travel Lane Travel Lane Bike Lane Shoulder Sidewalk Parking or Parking or Sidewalk sides of the entire Redwood Road corridor. The path will serve both 4 Add a shared-use path with a minimum width of 10’ along both sides of the entire Gutter Bu er Bu er Gutter Width 7 ft Painted 11 ft 11 ft Painted 7 ft Width Varies Tra c Tra c Varies 2 ft 2 ft 2 ft 2 ft Varies Bu er Bu er Varies Calming Calming 2 ft 2 ft Varies Varies pedestrians and bicyclists. Redwood Road corridor. The path will serve both pedestrians and bicyclists. Curb & Gutter Curb & Gutter Source: UDOT Salt Lake County West Side Bicycle Connectivity Study Varies Varies
Implementation | Page 35 Final Report & Implementation Plan | Redwood Road Multimodal Transportation Study
Table 16. West Jordan Implementation Recommendations
CORRIDOR-WIDE
Timeline: Mid-Term | Combined Project Opportunities: N/A | Land Use Connections: North Temple TOD Node, 9 Line Recreational Node, Research Way TOD Node, 4800 South Student/Senior TOD Node, West Core Route Jordan City Center TOD Node Potential funding sources include FTA Small Starts/New Starts, with state and local funding. See discussion regarding Core Route Implementation on pages 20–25.
CITY-WIDE
Timeline: Near- to Mid-Term| Combined Project Opportunities: Any projects altering the existing sidewalk and/or existing bus stop location| Land Use Connections: City Center (8000 South) Existing bus stops along Redwood Road are recommended for improvement along the length of the corridor. These stops could be improved to meet Core Route design elements as ancillary projects are Improve Existing Bus Stops implemented or as funding options are available. Any projects that alter the sidewalk should include considerations for improving the existing bus stop. Cities should pursue station improvements outside of Core Route implementation, as Core Route will retain underlying service. Federal funds are available for a variety of transit projects. The city should review the requirements and eligible activities for each program and determine the most competitive option.
Timeline: Mid- to Long-Term | Combined Project Opportunities: Any projects altering the existing sidewalk and/or including roadway widening| Land Use Connections: City Center (8000 South) Shared-Use Path Similar to existing stop improvements, any projects that alter the sidewalk should include considerations for the shared-use path. Availability of right-of-way may constrain improvements in certain locations.
6800 SOUTH
Timeline: Long-Term | Combined Project Opportunities: N/A | Land Use Connections: Local RDA Add Pedestrian Refuge Recommendations that improve transit accessibility could qualify for competitive FTA funding. Other funds are available through FHWA that require interagency coordination. The city should review the requirements and eligible activities for each program and determine the most competitive option.
7000 SOUTH
Improve Intersection Timeline: Near- to Long-Term | Combined Project Opportunities: Unfunded Cottonwood – Kearns Corridor BRT, STIP Redwood Corridor Preservation | Land Use Connections: N/A Federal funds are available for altering the hard infrastructure within the right-of-way such as installation of a pedestrian refuge. Funds for auto-specific recommendations are highly competitive. The city should Add Pedestrian Refuge review the requirements and eligible activities for each program and determine the most competitive option. Combining multimodal needs into one project could make it more competitive for federal funds.
7800 SOUTH
Add Pedestrian Refuge Timeline: Near- to Mid-Term | Combined Project Opportunities: ATIP Recommended Buffered Bike Lane | Land Use Connections: Wasatch Choice 2050 Town Center, Adjacent Civic and Transit Node The Salt Lake County Active Transportation Network Improvement Program (CATNIP) would provide a near-term opportunity for stand-alone bike and pedestrian recommendations. Recommendations that improve transit accessibility could qualify for competitive FTA funding. Other funds are available through FHWA that require interagency coordination. The city should review the requirements and eligible Connect to Existing Bike Lane activities for each program and determine the most competitive option.
8000 SOUTH
Add Pedestrian Refuge Timeline: Long-Term | Combined Project Opportunities: Significant publicly owned land near high-quality transit connection; STIP TOD Infrastructure | Land Use Connections: Wasatch Choice 2050 Town Center A land use market analysis has identified this location as having high feasibility for TOD. State funds allocated for planning support should be pursued to create the best possible development that supports Support Recommended TOD & Planned Land transit use. Additional pedestrian improvement recommendations should be sought to create internal and external connectivity between TOD development and the transit infrastructure. Development
8200 SOUTH
Add Right-Turn Pocket Timeline: Long-Term | Combined Project Opportunities: N/A | Land Use Connections: N/A Federal funds are available for projects that demonstrate improved accessibility and connectivity to transit. Additionally, funds for auto-specific projects are highly competitive and should be sought with Add Pedestrian Refuge interagency coordination and multimodal need. The city should review the requirements and eligible activities for each program and determine the most competitive option.
GARDNER LANE
Timeline: Near-Term | Combined Project Opportunities: STIP Redwood Corridor Preservation Signal Construction | Land Use Connections: N/A Add Pedestrian Refuge or Curb Bulb-Out Two new signals are being constructed near the recommended pedestrian refuge. Recommendations that improve transit accessibility could qualify for competitive FTA funding. Other funds are available through FHWA that require interagency coordination. The city should review the requirements and eligible activities for each program and determine the most competitive option.
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Table 16. West Jordan Implementation Recommendations (continued)
9000 SOUTH
Improve Intersection Timeline: Near-Term | Combined Project Opportunities: Phase 1 Widening I-15 to Redwood, Redwood Widening 9000 South-11400 South; STIP Redwood Corridor Preservation; ATIP Recommended Buffered Bike Lane | Land Use Connections: N/A Add Pedestrian Refuge East-west highway improvement projects provide opportunities for implementation of recommendations on Redwood Road. When coupled with active operational improvements, hard infrastructure to improve pedestrian and bicycle travel becomes more competitive for federal funding. The Salt Lake County Active Transportation Network Improvement Program (CATNIP) would provide a near-term Connect to Existing Bike Lane opportunity for stand-alone bike and pedestrian recommendations.
9100 SOUTH – 7100 SOUTH
Timeline: Near- to Long-Term | Combined Project Opportunities: Phase 1 Widening I-15 to Redwood, Redwood Widening 9000 South-11400 South, STIP Redwood Corridor Preservation Land Use Connections: N/A Manage Vehicle Access Widening on Redwood Road is a prime opportunity for managing vehicle access. Managing vehicle access provides safety improvement opportunities for pedestrians and bikers as conflict points between modes are reduced. The city should review the requirements and eligible activities for each program and determine the most competitive option and work to develop a purpose for the project that has a multimodal need.
SOUTH JORDAN CANAL/1300 WEST
Timeline: Near- to Mid-Term | Combined Project Opportunities: Phase 3 1300 West Widening, ATIP Recommended Buffered Bike Lane | Land Use Connections: N/A The Salt Lake County Active Transportation Network Improvement Program (CATNIP) would provide a near-term opportunity for stand-alone bike and pedestrian recommendations. Recommendations that Add Buffered Bike Lane on 1300 West improve transit accessibility could qualify for competitive FTA funding. Other funds are available through FHWA that require interagency coordination. The city should review the requirements and eligible activities for each program and determine the most competitive option.
Implementation | Page 37 Final Report & Implementation Plan | Redwood Road Multimodal Transportation Study
SOUTH JORDAN IMPLEMENTATION Figure 9. South Jordan Preferred Multimodal Alternative
2700 West CORRIDORWIDE (SALT LAKE CITY – SOUTH JORDAN) SOUTH JORDAN PKWY 1 Improve Existing Bus Stops 3 Improve Intersection 2 Add Core Route Bus System / Stations 1 Improve Existing Bus System Add Shared-Use Path Add Core Route Bus Station 4 2 (Future Connection to Sandy Circulator) Add Bike Facilities and/or Connections 3 Add Pedestrian Refuge 3 per UDOT’s Salt Lake County West Side Connect to Existing South Jordan Pkwy MERIT MEDICAL Bicycle Connectivity Study 1 Bike Lane 11400 SOUTH 2 Add Mid-block Crossing Support Recommended TOD & Add Shared-Use Path Planned Land Development at 4 Add Pedestrian Refuge 1 3 Potential South Jordan Pkwy Node
11400 SOUTH – SOUTH SHIELDS LANE – 9400 SOUTH JORDAN PKWY 1 Manage Vehicle Access Improve Existing Bus System Pkwy 1 South Jordan Canal Trail South Jordan 9800 South 11400 South 11400 10610 South
Merit Medical Systems
10610 SOUTH 9800 SOUTH / SHIELDS LANE Enhance Existing Pedestrian 1 Crossing 2 Add Core Route Bus Station 9400 South Connect to Existing Shields Lane 1 Bike Lane 1300 West
1300 WEST 3 Add Buffered Bike Lane
1300 W ALTERNATIVE CROSS-SECTIONS N
A. Salt Lake City, Redwood Road. Bike Lanes at 1400 North 4B. West Valley, 1300 West. Bu ered Bike Lanes at Chickadee Street
Pavement 46 ft Pavement 56 ft
ROW ROW 80 ft Roadway Recommendations Transit Recommendations Walkability Recommendations 72 ft Bicycle Recommendations Land Use Recommendations Recommended Access Management Area Planned Bus Rapid Transit / Core Route Recommended Shared-Use Path Planned Bike Lane Planned Redevelopment / Economic Development Areas Recommended Core Route Recommended Shared-Use Path Access Management Enhance Existing Pedestrian Crossing Transit-Oriented Development (TOD) 1 Implement access management solutions to control vehicle Recommended Bike Lane Existing Bus Stop Improvements 1 Improve existing crossings to increase pedestrian safety and 1 Potential TOD nodes with the presence of local economic cross-traffic, thereby improving level of service (LOS) and safety. 1 Improve existing stops to provide bus route 217 and 218 riders convenience. Possible improvements include signal optimization for development and redevelopment areas. TOD is characterized by Techniques may include driveway consolidation, strategic use of Connect Bike Paths/Lanes/Routes pedestrians, improved crosswalk markings (e.g., paint, thermoplastic, Sidewalk Park Strip Bike Lane Travel Lane Travel Lane Travel Lane Travel Lane Bike Lane closePark Strip Sidewalk proximity to transit, services, commerce, employment, and Bike Lane Travel Lane Center Turn Lane/Median Travel Lane Bike Lane with a more enjoyable transit experience and increase the visibility 5 ft 5 ft 4.5 ft 11 ft 11 ft 11 ft 11 ft 4.5 ft 5 ft 5 ft 6 ft 11 ft 12 ft 1 11 Connectft 6 existingft and planned bike paths, lanes and routes to recommended Redwood Road medians, and modifications to setback distance. brick), improved access, lighting, and amenities such as timers. Curb & Painted Painted Curb & Gutterentertainment. and allure of transit in the community. Recommended amenities Gutter Bu er Bu er 2 ft bike infrastructure. May include wayfinding signage2 ftand/or1.5 ftdedicated bike turn lanes. 1.5 ft Turn Movement Improvements may include pedestrian shelters, level pads, improved lighting, and Add New Pedestrian Crossing 2 Add turn pockets to provide motorists with a dedicated lane for wayfinding/route information. Benches and shelters should be installed 2 Add new signalized pedestrian crossings4C. Taylorsvillein areas Expressway/4700with South. Shared Use SidepathAdd/Enhance at 1400 West Bike Crossing & Intersection Infrastructure 4D. Taylorsville, 1300 West. Bu ered Bike Lanes at 5115 South 2 Provide safe, visible crossings for bike lanes at intersections. May include bike boxes and/or Example of 1300 West Buffered Bike Lanes deceleration and right-turn queuing, which improves LOS and safety. at all stops, and all improvements must be ADA compliant. high potential for walkability that are currently lacking east-west Pavement 35 ft Pavement 35 ft Pavement 44 ft Could be used at intersections or mid-block for adjoining roads and connectivity. It is recommended that all north-south pedestrian green paint. Core Route Bus System / Stations ROW ROW 146 ft 62 ft driveways. 2 Implement corridor-wide core route bus system defined by movements be supported. Add Bike Lane Intersection Improvements fewer, more substantial stations in strategic locations, frequent service, Add Pedestrian Infrastructure 3 Add bike lane on 1300 W Corridor Route per UDOT’s Salt Lake County West Side Bicycle 3 Adjust existing infrastructure and layout of travel lanes to faster travel times, queue-jump infrastructure, and transit signal priority. 3 Add more substantial pedestrian infrastructure to improve Connectivity Study. Determine the best practice of implementing buffered or protected bike facilities better serve current and future needs. Improvements may include At the South Jordan Parkway station, there are future plans to connect pedestrian safety through traffic-calming effects. This includes the based on posted speed, traffic volumes, and number of lanes. UDOT’s study recommends the typical modifications to channelization principles, number of intersection the Redwood Road core route to South Jordan FrontRunner, which will addition of pedestrian refuge islands or curb bulb-outs. section to the right for the route. approaches, intersection angles, corner radius and curb ramp designs, then connect to the Sandy downtown area via the Sandy Circulator. Add Shared-Use Path Add Shared-Use Path Typical Neighborhood Byway detectable warnings, access control, sight distance, and vehicle/ It is recommended that this core route initially be in addition to existing 4 Add a shared-use path with a minimum width of 10’ along both 4 Add a shared-use path with a minimum width of 10’ along both sides of the entire Redwood pedestrian interface. Soft Shoulder Shoulder Travel Lane Travel Lane Bu er Median Bu er Travel Lane Travel Lane Shoulder Park Strip Shared Use Park Strip Sidewalk Park Strip Parking Bike Lane Travel Lane Travel Lane Bike Lane Sidewalk local bus service on Redwood Road. The final decision of keeping 22 ft 8 ft 12 ft 12 ft 3 ft 32 ft 3 ft 12 ft 12 ft 8 ft 5 (min.)-10 ft Sidepath Varies 5 ft 5 ft 7 ft 6 ft 11 ft 11 ft 5 ft 5 ft sides of the entire Redwood Road corridor. The path will serve both Road corridor. The path will serve both pedestrians and bicyclists. 10 ft Curb & Curb & Curb & or replacing the existing underlying bus service will be analyzed and pedestrians and bicyclists. * Future BRT alignment will use some of the Gutter Gutter Gutter green space shown in this cross section. 2 ft 2 ft 2 ft determined upon final design and implementation of the core route Source: UDOT Salt Lake County West Side Bicycle Connectivity Study 4E. West Jordan, 1300 West. Bu ered Bike Lanes at 9220 South service. 4F. Riverton, 1300 West.Bu ered Bike Lanes at Bison Dr Typical Neighborhood Byway
Pavement 56 ft Pavement Varies Proposed Pavement 40 ft (Existing 22 ft) ROW ROW 76 ft Varies ROW Page 38 | Implementation Varies
Sidewalk Bike Lane Travel Lane Center Turn Lane/Median Travel Lane Bike Lane Parking Park Strip Sidewalk 6 ft 5 ft 11 ft 12 ft 11 ft 5 ft 5 ft Curb & Painted Painted 5 ft 8 ft Curb & Shoulder Bike Lane Travel Lane Travel Lane Bike Lane Shoulder Sidewalk Parking or Parking or Sidewalk Gutter Bu er Bu er Gutter Width 7 ft Painted 11 ft 11 ft Painted 7 ft Width Varies Tra c Tra c Varies 2 ft 2 ft 2 ft 2 ft Varies Bu er Bu er Varies Calming Calming 2 ft 2 ft Varies Varies Curb & Gutter Curb & Gutter Varies Varies Redwood Road Multimodal Transportation Study | Final Report & Implementation Plan
Table 17. South Jordan Implementation Recommendations
CORRIDOR-WIDE
Timeline: Mid-Term | Combined Project Opportunities: N/A | Land Use Connections: North Temple TOD Node, 9 Line Recreational Node, Research Way TOD Node, 4800 South Student/Senior TOD Node, West Core Route Jordan City Center TOD Node Potential funding sources include FTA Small Starts/New Starts, with state and local funding. See discussion regarding Core Route Implementation on pages 20–25.
CITY-WIDE
Timeline: Near- to Mid-Term| Combined Project Opportunities: Any projects altering the existing sidewalk and/or existing bus stop location | Land Use Connections: South Jordan Town Center (10400 South) Existing bus stops along Redwood Road are recommended for improvement along the length of the corridor. These stops could be improved to meet Core Route design elements as ancillary projects are Improve Existing Bus Stops implemented or as funding options are available. Any projects that alter the sidewalk should include considerations for improving the existing bus stop. Cities should pursue station improvements outside of Core Route implementation, as Core Route will retain underlying service. Federal funds are available for a variety of transit projects. The city should review the requirements and eligible activities for each program and determine the most competitive option.
Timeline: Mid- to Long-Term | Combined Project Opportunities: Any projects altering the existing sidewalk and/or including roadway widening| Land Use Connections: South Jordan Town Center (10400 South) Shared-Use Path Similar to existing stop improvements, any projects that alter the sidewalk should include considerations for the shared-use path. Availability of right-of-way may constrain improvements in certain locations.
SHIELDS LANE (9800 SOUTH)
Timeline: Near- to Mid-Term | Combined Project Opportunities: ATIP Recommended Buffered Bike Lane | Land Use Connections: N/A The Salt Lake County Active Transportation Network Improvement Program (CATNIP) would provide a near-term opportunity for stand-alone bike and pedestrian recommendations. Recommendations that Connect to Existing Bike Lane improve transit accessibility could qualify for competitive FTA funding. Other funds are available through FHWA that require interagency coordination. The city should review the requirements and eligible activities for each program and determine the most competitive option.
MERIT MEDICAL
Improve Intersection Timeline: Near- to Mid-Term | Combined Project Opportunities: Phase 1 Redwood Widening 4-6 Lanes, Phase 2 Redwood Road BRT | Land Use Connections: N/A Widening on Redwood Road is a prime near-term opportunity for improving intersection operations and pedestrian facilities. Recommendations that improve transit accessibility could qualify for competitive FTA funding. Other funds are available through FHWA that require interagency coordination. The city should review the requirements and eligible activities for each program and determine the most competitive Add Mid-Block Crosswalk option.
SOUTH JORDAN PARKWAY
Improve Intersection Timeline: Near- to Long-Term | Combined Project Opportunities: Phase 1 South Jordan Parkway Widening I-15 to Redwood, Phase 1 Redwood Widening 4-6 Lanes, Phase 2 Sandy Circulator Enhanced Bus, Unfunded Sandy Daybreak Corridor Enhanced Bus | Land Use Connections: Wasatch Choice 2050 Town Center, Local RDA, Civic Retail Node Multiple projects including transit, east-west highway, and Redwood Road improvement projects provide prime opportunities for implementation of the recommendations on Redwood Road. The number of Add Pedestrian Refuge projects planned for this location creates a highly competitive opportunity to improve the highway functionality and the possibility for pedestrian connectivity to transit and local land uses. Recommendations that improve transit accessibility could qualify for competitive FTA funding. Other funds are available through FHWA that require interagency coordination. The city should review the requirements and eligible activities for each program and determine the most competitive option. The Salt Lake County Active Transportation Network Improvement Program (CATNIP) would provide a near-term opportunity for stand- Improve Existing Bus System alone bike and pedestrian recommendations.
10610 SOUTH
Timeline: Near-Term | Combined Project Opportunities: Phase 1 Redwood Widening | Land Use Connections: Wasatch Choice 2050 Town Center, Local RDA Civic and Retail Node Widening on Redwood Road is a prime near-term opportunity for improving pedestrian facilities. Pedestrian recommendations should be considered when altering and expanding the hard infrastructure within Enhance Existing Pedestrian Refuge the public right-of-way. Recommendations that improve transit accessibility could qualify for competitive FTA funding. Other funds are available through FHWA that require interagency coordination. The city should review the requirements and eligible activities for each program and determine the most competitive option.
11400 SOUTH
Timeline: Mid-Term | Combined Project Opportunities: STIP Bus Rote Service Expansion Subsidy, STIP Locally Funded Transit Enhancements | Land Use Connections: N/A Widening on Redwood Road is a prime near-term opportunity for improving pedestrian facilities. Pedestrian recommendations should be considered when altering and expanding the hard infrastructure within Add Pedestrian Refuge the public right-of-way. Recommendations that improve transit accessibility could qualify for competitive FTA funding. Other funds are available through FHWA that require interagency coordination. The city should review the requirements and eligible activities for each program and determine the most competitive option.
Implementation | Page 39 Final Report & Implementation Plan | Redwood Road Multimodal Transportation Study
Table 17. South Jordan Implementation Recommendations (continued)
11400 SOUTH – SOUTH JORDAN PARKWAY
Timeline: Mid-Term | Combined Project Opportunities: STIP Bus Rote Service Expansion Subsidy, STIP Locally Funded Transit Enhancements | Land Use Connections: N/A Improve Existing Bus Service FTA and state funding should be pursued to extend service south of South Jordan Parkway. Other recommendations between South Jordan Parkway and 11400 South that improve transit accessibility could make the extension more competitive for funding.
1300 WEST
Timeline: Near- to Mid-Term | Combined Project Opportunities: Phase 3 1300 West Widening, ATIP Recommended Buffered Bike Lane | Land Use Connections: N/A The Salt Lake County Active Transportation Network Improvement Program (CATNIP) would provide a near-term opportunity for stand-alone bike and pedestrian recommendations. Recommendations that Add Buffered Bike Lane on 1300 West improve transit accessibility could qualify for competitive FTA funding. Other funds are available through FHWA that require interagency coordination. The city should review the requirements and eligible activities for each program and determine the most competitive option.
Page 40 | Implementation Redwood Road Multimodal Transportation Study | Final Report & Implementation Plan
References
Avenue Consultants. 2018. Redwood Road Multimodal Study Traffic and Ridership Analysis. April.
Jacobs Engineering. 2017. Redwood Road Multimodal Transportation Study Walkability Analysis. July.
Jacobs Engineering. 2017. Redwood Road Multimodal Transportation Study Existing Conditions Summary. September.
Jacobs Engineering. 2017. Redwood Road Multimodal Transportation Study Alternatives Development and Screening Report. December.
Leland Consulting. 2018. Redwood Road Corridor Study Land Use Analysis.
Utah Department of Transportation (UDOT). 2017. Safety Index Data for Years 2013–2015.
Utah Department of Transportation (UDOT). 2017. Salt Lake County West Side Bicycle Connectivity Study. November.
Wasatch Front Regional Council (WFRC). Regional Transportation Plan 2015–2040.
Wasatch Front Regional Council (WFRC). Wasatch Choice for 2040.
Wasatch Front Regional Council (WFRC). Draft Wasatch Choice 2050 Vision.
References | Page 41