Draper Transit Corridor Project
Chapter 1: Purpose and Need
1.1 Introduction
The Federal Transit Administration (FTA) and the Utah Transit What is the purpose of the Authority (UTA) are considering a project that would provide fixed- Draper Transit Corridor Project? guideway, high-capacity, and higher-frequency transit service to the The purpose of the Draper Transit southernmost part of Salt Lake County. Corridor Project is to provide high- This project, called the Draper Transit Corridor Project, would quality, high-capacity rapid transit improve transportation mobility and connectivity; provide faster, service in the highly congested north- south travel corridor between Draper more-reliable public transportation services and linkages; increase and downtown Salt Lake City. The the capacity of the transportation system; and provide more travel project is intended to extend fixed- choices for residents and commuters in the project study area. The guideway public transportation service project also addresses UTA’s goal of improving operating efficiency. and benefits in the study corridor by providing faster, more-reliable transit The Draper Transit Corridor Project begins at the existing Sandy services than what can be achieved by Civic Center 10000 South Station of the UTA TRAX North-South operating buses in mixed-flow traffic. Light-Rail Transit (LRT) line and extends about 8.2 miles south to the Point of the Mountain at about 14600 South. The regional area surrounding the project is shown in Figure 1-1, Regional Area, at the end of this chapter.
The study area for the Draper Transit Corridor Project is about Where are the figures for 26.5 square miles. The study area is generally bounded on the north Chapter 1? by 10000 South, on the east by 1300 East and then by a line about The figures for Chapter 1 are at the end 1 mile east of the UTA-owned right-of-way, on the south by a line of this chapter. 1 mile south of 14600 South, and on the west by the western Draper city limit and the Jordan River. The study area was extended west of Interstate 15 (I-15) based on comments received from the public during prior local studies and from elected public officials during informal consultation before scoping for the Draper Transit Corridor Project began. The study area is located primarily in the cities of Sandy and Draper and includes parts of White City, South Jordan, and Bluffdale. The project study area is shown in Figure 1-2, Project Study Area, at the end of this chapter. This chapter explains the purpose of and need for the Draper Transit Corridor Project. The chapter describes the background of the project, including the results of related studies conducted to date; the transportation problems in the study area; and the regional and local transportation needs that led UTA and FTA to identify the Draper Transit Corridor Project as a potential solution to the existing
Draft Environmental Impact Statement Chapter 1: Purpose and Need | 1-1 Draper Transit Corridor Project transportation problems. The chapter also identifies the local and regional goals and objectives that will be used to evaluate project alternatives.
1.2 Summary of Project Purpose and Need
1.2.1 Purpose of the Project
The purpose of the Draper Transit Corridor Project is to provide high-quality, high-capacity rapid transit service in the highly congested north-south travel corridor between Draper and downtown Salt Lake City as specified in the Wasatch Front Regional Council’s (WFRC) Wasatch Front Regional Transportation Plan: 2007–2030 (2030 RTP) (WFRC 2007a). The proposed project is intended to extend fixed-guideway public transportation service and benefits in the study corridor by providing faster, more-reliable transit services than what can be achieved by operating buses in mixed-flow traffic. The proposed project would provide more-reliable mobility for transit-dependent people (such as people of limited income, students, and retirees), encourage more pedestrian access to transit and less reliance on park-and-ride access at the existing end-of-the-line station, better serve reverse-peak travel movements for employment and educational access, serve rapidly developing areas, and decrease travel times to key urban area destinations.
1.2.2 Need for the Project
The Draper Transit Corridor Project is needed because the travel What is travel demand? demands of residents and commuters in the study area in 2030 are Travel demand is the expected number expected to be greater than the capacity of the existing transportation of transportation trips in an area. Travel system due to population and employment growth in the area. demand can be met by various modes Another factor that influences increasing travel demand in the Draper of travel, such as automobile, bus, light rail, carpooling, and bicycling. Transit Corridor study area is changing land-use patterns, including the development of new activity centers and other attractions such as major employers and shopping centers. The need for the project results from the following factors:
• Increasing vehicle congestion. Past and projected increases in traffic congestion in the Draper Transit Corridor study area are due to increases in regional and corridor population and employment. Between 2005 and 2030, the amount of time that
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drivers spend in traffic in the Sandy and Draper areas is projected to increase by 115%, or more than double. As people travel more miles within an area, traffic slows down and is more likely to operate under stop-and-go conditions.
• Lack of reliable travel times. Congested traffic adds more What factors support the need lengthy transit travel times and reduces the reliability of public for the Draper Transit Corridor transportation in the Draper Transit Corridor study area. The Project? average travel time for all trips originating in the Sandy and The need for the Draper Transit Draper areas is expected to increase by 13% by 2030. In Corridor Project results from the following factors: addition, travel times are expected to be less reliable, with some • Increasing vehicle congestion trips along a given route taking substantially longer than other • Lack of reliable travel times trips along the same route at different times of the day. • Lack of accessibility to the TRAX • Lack of accessibility to the TRAX rail network. Currently, the rail network closest location where residents of Sandy and Draper can access • Lack of travel choices the UTA rail transit network is the Sandy Civic Center 10000 • Need for operational efficiency South Station in Sandy. The primary means of accessing this • Need to support local plans for station are by bus or automobile. If rail transit service to stations transit-oriented development were extended into residential neighborhoods, people could • Limited highway system capacity easily walk to the stations, thus eliminating many short “cold- • Increasing adverse health effects due start” auto access trips. to air pollution
• Lack of travel choices. For people who live or work in the study area but do not live close enough to walk to an existing TRAX station, the travel choices are limited to automobiles, local bus service, or travel by auto to a TRAX light-rail station.
• Need for operational efficiency. UTA’s increasingly scarce operating resources require more-efficient transit service. Light- rail trains can carry more passengers per unit of labor cost than buses can, which improves the efficiency of the transit system.
• Need to support local plans for transit-oriented development. Sandy and Draper Cities have identified land-use and development goals and objectives for residential, commercial, retail, and industrial development that endorse extending rail transit service to help accommodate forecasted regional population and employment growth, alleviate highway congestion during peak periods, and limit the expansion of local arterial roads.
• Limited highway system capacity. There are limited opportunities for expanding highways and major roads east of I-15. Travelers on both I-15 and the arterial streets through
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Sandy and Draper are already experiencing more congestion and longer delays during peak travel times.
• Increasing adverse health effects due to air pollution. The amount of time that vehicles spend in traffic (vehicle-hours per square mile) in the Draper Transit Corridor study area is projected to increase, and this will lead to greater air pollution emissions per square mile. This more-intense exposure to air pollution can have negative health effects, even if overall air pollution levels are falling.
1.3 Needs Assessment
The following sections provide data that support the need for the Draper Transit Corridor Project.
1.3.1 Population and Employment Growth in the Study Area
The study area is located in the steadily growing southeastern part of Salt Lake County. The study area has experienced rapid growth in the past decade and is expected to continue this growth through 2030. As indicated in WFRC’s 2007–2030 Regional Transportation Plan, the population along the entire Wasatch Front is projected to increase by 42% between now and 2030 (from 955,541 to 1,357,637).
1.3.1.1 Population Growth
Table 1.3-1 presents the forecasted population for the cities of Sandy and Draper. Sandy has a more established housing base, and population is projected to modestly increase by 5% between 2005 and 2030. Draper has more available land for residential growth, and population is projected to increase by 35% between 2005 and 2030.
Table 1.3-1. Projected Population in Sandy and Draper
2005–2030
Absolute Percent Jurisdiction 2005 2010 2015 2020 2030 Growth Growth
Sandy 89,641 88,350 89,534 91,023 94,170 4,529 5% Draper 34,148 38,341 40,550 42,800 46,256 12,108 35%
Source: WFRC 2007a
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Residential and population growth are expected to grow at moderate rates between 2005 and 2030, but employment in these two suburban towns is expected to lead to increased demand for reverse-commute transit services as more employees from other areas desire to take transit to work. This growth in employment is expected to require a more robust transportation system.
1.3.1.2 Population Age Distribution
Many of the study area’s residents are young. About 17.9% of the total population in Sandy and 15.4% in Draper are between the ages of 10 and 19. There are also substantial numbers of elderly people living in the study area. About 7.3% of the total population in Sandy and 5% in Draper are over age 65. Young and elderly residents in the study area are more likely to depend on public transportation services because of their inability to drive or lack of access to an automobile. As shown in Table 1.3-2, 25.2% of the total population in Sandy and 20.4% in Draper can be considered somewhat transit dependent.
Table 1.3-2. Population Age Distribution in Sandy and Draper in 2000
Number Percent Age Age Age Transit Transit Jurisdiction 10–14 15–19 65+ All Ages Dependent Dependent
Sandy 7,840 8,408 6,668 90,766 22,916 25.2% Draper 2,930 2,401 1,716 34,552 7,047 20.4% Wasatch Front 112,449 120,001 110,500 1,333,914 342,950 25.7% region
Source: U.S. Census Bureau 2000c
1.3.1.3 Public Transportation Ridership and Vehicle Accessibility
Many of the households in the study area have no car and rely on public transit for their commuting needs. About 42.7% of households in the study area had either one vehicle or no vehicle available in 2000. (This includes residents living in downtown and inner Salt Lake City neighborhoods as well as those living in Sandy and Draper.) Table 1.3-3 below summarizes the vehicle accessibility characteristics in the study area relative to the Wasatch Front region.
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Table 1.3-3. Automobile Availability in the Project Study Area in 2000
Study Area Wasatch Front Region
Characteristic Sandy Draper Salt Lake City Total Percent Total Percent
Households 25,701 6,319 71,402 103,422 100.0% 621,000 100.0% Zero cars 608 80 9,076 9,764 9.4% 31,050 5.0% One car 4,656 1,091 28,680 34,427 33.3% 167,670 27.0% Two cars 11,984 3,316 24,168 39,468 38.2% 260,820 42.0% Three or more cars 8,453 1,832 9,478 19,763 19.1% 161,460 26.0%
Source: U.S. Census Bureau 2000e
1.3.1.4 Employment Growth
Table 1.3-4 presents the forecasted employment for Sandy and Draper. Employment in Draper is projected to increase by 78% between 2005 and 2030, and employment in Sandy is projected to increase by 66% during the same period. As a comparison, WFRC projects that employment for Salt Lake County as a whole will increase by 56% between 2005 and 2030 (from 616,395 to 964,626). The largest employers in the Draper and Sandy areas are Discover Financial Services, Becton, ACS Business Processing, Alta View Hospital, Jordan Commons, the Utah Department of Corrections, eBay, 1-800 Contacts, Coca-Cola, and IKEA. Though these current employers are expected to grow somewhat over the next few decades, new businesses are expected to provide the largest increase in employment.
Table 1.3-4. Projected Number of Jobs in Sandy and Draper
2005–2030
Absolute Percent Jurisdiction 2005 2010 2015 2020 2030 Growth Growth
Sandy 41,479 48,279 54,228 60,339 69,016 27,537 66% Draper 19,332 22,607 25,660 28,647 34,324 14,992 78%
Source: WFRC 2007b
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The expected increases in population and employment, combined with the current and proposed land-use patterns in the study area, will substantially increase travel demand. This increase in future traffic will lead to congestion on roads in the study area if the roadway capacity does not keep up with the demand. The Draper Transit Corridor Project would reduce traffic congestion or limit the growth of congestion, particularly on congested north-south roads in the study area.
1.3.2 Travel Demand and Markets
Current travel demand to and from the study area was estimated to be over 722,000 daily trips in 2005. This is forecasted to increase by about 59% to 1,151,500 average daily trips in 2030 in the project study area. Table 1.3-5 shows the growth percentages for both work trips and total trips.
Table 1.3-5. Increase in Person-Trips from 2005 to 2030
2005 Base Year 2030 Projection Growth Rate
Area Work Trips Total Trips Work Trips Total Trips Work Trips Total Trips
Project study area 87,700 722,400 217,000 1,151,500 147% 59% (Sandy and Draper) Utah County to CBD 66,800 198,000 135,000 471,600 102% 138% and University of Utah
Source: UTA 2009 CBD = Downtown Salt Lake City central business district
The growth in trips from Utah County to areas to the north is more robust. This travel demand growth feeds the growing congestion on the inner part of the I-15 north-south corridor between Draper and downtown Salt Lake City, making travel in this part of the corridor unreliable during peak travel periods. The growth in this travel corridor also adds congestion and will likely increase demand for parking at the current end-of-the-line station (Sandy Civic Center 10000 South Station). The other market potentially of interest is work trips in the project study area. The area around the current end of the line in Sandy has substantial office space and a growing retail component. That trend is expected to continue into Draper, which shows a 147% increase in work trips between 2005 and 2030.
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Downtown Salt Lake City is growing as a center of commerce and retail for the entire region. There are no plans to expand the downtown street grid or add substantial parking facilities to the existing inventory. The Master Plan describes a more sustainable development pattern that emphasizes transit and pedestrian modes of travel to accommodate travel needs. Table 1.3-6 shows the distribution of trips between major origin and destination points in the study area in 2005. Total trips and percent of total trips relate to the total trips taken in the region, and the percent of total trips in the study area relates to total trips in the region. Major trip origins and destinations in Table 1.3-6 are the downtown Salt Lake City central business district, the University of Utah campus, the Salt Lake City International Airport, and Sandy and Draper (Southeast). More information on existing and future travel patterns is provided in Chapter 4, Transportation.
Table 1.3-6. Distribution of Trips in 2005
Trips Attracted To Total
Trip Purpose Trips Produced Downtown University Airport Southeast Trips Percent
Home-based Downtown 2,233 1,612 1,185 205 5,235 2.4% work (HBW) University 12,144 19,837 11,659 2,695 46,335 21% Airport 13,963 16,228 56,648 8,465 95,304 44% Southeast 8,521 13,043 19,306 42,896 72,206 33%
Home-based Downtown 7,956 5,781 3,723 572 18,032 2.0% other (HBO) University 40,786 84,655 20,328 6,783 152,512 17% Airport 45,587 35,561 261,968 22,869 365,985 41% Southeast 15,099 18,225 27,814 285,703 346,841 39%
Non–home- Downtown 33,617 32,864 23,707 5,779 95,967 14% based (NHB) University 29,931 72,389 24,387 9,261 135,968 20% Airport 22,793 24,459 168,995 18,321 234,568 35% Southeast 6,006 9,573 17,776 167,044 200,399 30%
All purposes Downtown 43,836 41,304 28,726 6,569 120,435 6.7% University 83,104 188,363 57,221 18,858 347,546 19% Airport 82,739 80,865 490,505 49,905 704,074 39% Southeast 29,891 46,531 66,823 496,078 638,323 35%
Total all trips 716,762 1,025,517 1,918,267 1,712,596 5,349,082
Source: UTA 2009
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1.4 Potential Travel Markets
This section identifies the travel markets for the Draper Transit Corridor Project. The travel market information takes into account activity centers, areas under development, and travel patterns. These data will be used to develop ridership for the project study area. The data described below characterize the types of trips that could be served by transit investments, such as trips to work, school, shopping, recreation, entertainment, regional destinations, and so on. By analyzing land uses and origin and destination data, potential travel markets that would benefit from an extension of the North- South TRAX Line to Draper begin to emerge.
1.4.1 Activity Centers and Attractions
Activity centers and attractions are important destinations for trips in the Salt Lake Valley. Downtown Salt Lake City and the University of Utah are the major destinations for employment and special events. However, the other main activity centers and attractions listed in Table 1.4-1 below also draw a significant number of people throughout the valley, including residents of Sandy and Draper. The existing North-South TRAX Line extends from the Sandy Civic Center 10000 South Station to the downtown Salt Lake City intermodal hub (Salt Lake Central Station) at 600 West 200 South, and the stations along this route serve most of the attractions listed below. The University TRAX Line provides additional service to the major east-west commercial corridor in Salt Lake City with stations for the Salt Lake City Main Library, the University of Utah campus, and the University of Utah Hospital. There is currently no transit (bus or light rail) serving downtown Draper. Residents of Draper and south Sandy must either travel by car to the Sandy Civic Center 10000 South Station to access the TRAX line or travel by car directly to the attractions listed below. The Draper Transit Corridor Project would provide another mode of travel from Draper and south Sandy to downtown Salt Lake City and the other attractions listed above.
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Table 1.4-1. Activity Centers and Attractions
Activity Center or Attraction Description
Downtown Salt Lake City Downtown Salt Lake City provides business, retail, commercial, and social attractions for Salt Lake County. The downtown area employed 294,000 people in 2005 and is projected to employ 419,000 people in 2030. Gateway Complex The Gateway Complex is one of the major attractions in the downtown Salt Lake City area. The Gateway has a mix of high-density, multifamily units with commercial and retail businesses on the ground floor. Energy Solutions Center The Energy Solutions Center in downtown Salt Lake City is the home of the Utah Jazz basketball team and can accommodate over 20,000 spectators at games and special events. Historic Temple Square Historic Temple Square, located between North Temple and South Temple in downtown Salt Lake City, attracts thousands of visitors each day. Salt Lake City Main Library The Salt Lake City Main Library at 400 South 200 East in downtown Salt Lake City is used for many special events.
University of Utah The University of Utah, located at the east end of the University TRAX Line, has 29,000 students and employs 16,500 people, not including students.
Spring Mobile Ballpark Spring Mobile Ballpark, located one block from the Ball Park 1300 South light-rail station, is the home of the Salt Lake Bees minor-league baseball team. The Bees play 70 home games between April and August that attract thousands of spectators.
Intermountain Medical Intermountain Medical Center is a newly constructed medical center on a 100-acre campus Center near 5400 S. State Street. The center is served by the Murray Central 5200 South light-rail station and will be served by the future FrontRunner commuter-rail multimodal transit station.
Jordan Commons The Jordan Commons Complex at 9400 S. State Street is a mixed-use development of Complex business offices, restaurants, and a 16-screen movie complex that attracts visitors from the south end of the valley.
Real Soccer Stadium The Real Soccer Stadium includes a redevelopment project for the area from 9000 South to 9400 South and from State Street to I-15 in which commercial and retail, including the 20,000-seat stadium, are the dominant features.
Sandy City Convention The Sandy City Convention Center at 9400 S. State Street hosts several special events Center throughout the year.
South Towne Mall South Towne Mall provides 150 retail shops, not including the major retail complex north of the mall. The area is supported by several restaurants and other retail businesses.
Hospital Corporation of A future Hospital Corporation of America (HCA) hospital is proposed to be built at 11800 America South and Factory Outlet Drive in Draper.
Skaggs Catholic Center The Skaggs Catholic Center is located at 300 East 11800 South in Draper and is within walking distance of the proposed 11800 South Station. The center includes several educational institutions including Juan Diego Catholic High School, St. John the Baptist Elementary School, and St. John the Baptist Middle School along with Guardian Angel Day Care Center and an array of supporting facilities.
Draper Town Center In the future, the Intermountain Farmers Association (IFA) property and City Hall will be focal points for the Draper Town Center.
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1.4.2 Land-Use Patterns
The current land uses in the study area are shown on each city’s zoning and land-use maps. Draper City also includes land-use plans as part of its General Plan. Both Draper and Sandy have maintained the steady development of public infrastructure such as streets, trails, paths, and multiple modes of transportation to support vibrant communities with diverse land uses. Table 1.4-2 lists the types of current land uses in Sandy and Draper according to the cities’ zoning maps expressed as a percentage of total land area available.
Table 1.4-2. Land Use in Sandy and Draper
Percent of Land Use
Land-Use Category Sandy Draper
Residential 70% 68% Open Space 10% 10% Commercial 15% 8% Cultural/Institutional 1% 3% Employment/Manufacturing 2% 5% Office 2% 1% Other (streets, easements, etc.) NAa 5%
Sources: Draper City 2003; Sandy City 2007c a NA = not applicable. Sandy City includes streets and easements in its other land-use categories.
The information in Table 1.4-2 above indicates that Sandy and Draper have both experienced considerable growth in residential housing over the past decade, since the percentage of residential land use in these cities has increased to 70% and 68% of land area available, respectively. Higher percentages of residential land use result in higher trip generation. To sustain the increase in population and housing, retail and commercial land uses began to develop along the major arterials in the study area, which in turn gave a boost to the employment trends. As these patterns continued, Sandy and Draper have grown into extensions of the Salt Lake City metropolitan region.
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1.5 Peak-Hour Congestion, Air Quality, and Roadway Infrastructure
Peak-hour congestion on the roadway and highway network is a pressing concern in the Salt Lake Valley. Major highways in the region are already close to capacity. Spillover from these congested highways causes significant congestion on the local roadway networks, which during peak hours are operating at low levels of service (LOS). Peak-hour traffic estimates are used to approximate the amount of congestion experienced. Highway travel to regional destinations is already affected by high levels of congestion on area freeways and principal arterials in directions of peak travel. There are limited highway improvements identified in the financially constrained Long-Range Transportation Plan that would provide relief to I-15 or other principal arterials to accommodate travel to points north in the morning or south in the evening. Although the TRAX North-South and Mid-Jordan LRT and FrontRunner South commuter rail penetrate the study area, there is only one commuter-rail station serving the Draper area. FrontRunner, while effective for commuter travel, does not provide the type of all-day-long service that is provided by the UTA light-rail and bus network.
According to WFRC’s Regional Transportation Plan, the population What is the PM peak period? along the Wasatch Front is projected to increase by 42%, or The PM peak period is the period 1.4 times the current population, between 2008 and 2030. As a result between 3 PM and 6 PM, which is the of this projected population increase, traffic congestion will worsen most congested period of the entire day. along I-15 and the major arterials through Sandy and Draper. Figure 1-3 and Figure 1-4, Comparison of 2001 and 2030 PM Peak Traffic Volumes, at the end of this chapter show the average weekday PM (afternoon) peak-hour traffic volumes for the major arterials in the study area. As shown in the figures, the peak-hour traffic conditions on most road segments are projected to worsen between 2001 and 2030 (from free-flowing traffic to moderate congestion and from moderate congestion to severe congestion). On I-15, traffic volumes are projected to increase by 53% by 2030, while traffic volumes are projected to increase by 30% to 70% on several east-west arterials. These same preliminary travel projections show that extending the light-rail line to the vicinity of 14600 South would increase TRAX rail trips by about 12% over the current average daily amount (that
1-12 | Chapter 1: Purpose and Need Draft Environmental Impact Statement Draper Transit Corridor Project is, daily rail trips in the range of 83,000 to 87,000 with the extension).
1.5.1 Highway Congestion
As shown in Figure 1-3 and Figure 1-4, Comparison of 2001 and 2030 PM Peak Traffic Volumes, at the end of this chapter, the moderate congestion levels on many roads in 2001 will worsen to severe congestion in 2030. Severe congestion means that the roadway traffic will meet or exceed the available capacity of the road. During the PM peak period in 2030, severe congestion is anticipated on I-15, segments of State Street, segments of 300 East, 700 East, 1300 East, segments of Highland Drive, 14600 South, Bangerter Highway near I-15, 12300 South, 11400 South near I-15, 10600 South near I-15, and 9000 South. Congestion on the existing highway network contributes to the need for the Draper Transit Corridor Project. Although congestion on the major north-south roads (I-15 and State Street) will worsen from moderate to moderate/severe by 2030, the supporting arterial and collector roads will become so congested that the drive to access State Street and I-15 will become unreasonable. Table 1.5-1 lists the in-vehicle time for each of these modes of travel and shows that travel times will increase substantially between 2005 and 2030 in the afternoon peak period direction (north to south). As congestion increases, traveling on the existing TRAX system becomes more favorable, even if no major system improvements are made.
Table 1.5-1. Comparison of In-Vehicle Travel Times
Origin Destination Mode In-Vehicle Timea
Salt Lake City Draper Town Free-flow auto 25 minutes Central Business Center 2005 PM auto 39 minutes District (CBD) 2030 PM auto 44 minutes 2005 drive-to-TRAX 38 minutes
University of Utah Draper Town Free-flow auto 27 minutes Center 2005 PM auto 39 minutes 2030 PM auto 52 minutes 2005 drive-to-TRAX 52 minutes
Source: WFRC Regional Model 2007 a In-vehicle time includes the time driving in an auto before and after taking TRAX.
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Chart 1.5-1 is a graphical presentation of the information in Table 1.5-1 above. The focus is on Sandy/Draper-area residents commuting home from downtown Salt Lake City.
Chart 1.5-1. Comparison of Average PM Peak Period In-Vehicle Time to Draper Town Center
Comparison of Average PM Peak Period In-Vehicle Time to Draper Town Center 60
50
40 Free-Flow Auto 30 2005 PM Auto 2030 PM Auto 20 2005 Drive to TRAX 10
0 Time From CBD Time from U of U
Source: WFRC Regional Model CBD = Downtown Salt Lake City central business district U of U = University of Utah
1.5.2 Air Quality
Air quality along the Wasatch Front is affected in large part by three What are non-attainment and pollutants: carbon monoxide (CO), ozone, and particulate matter maintenance areas?
(PM10 and PM2.5). The U.S. Environmental Protection Agency (EPA) A non-attainment area is an area that designates the following areas of the Salt Lake urbanized area as does not meet (or “attain”) the EPA standards for a given air pollutant. A either non-attainment areas or maintenance areas for controlled air maintenance area is a non-attainment pollutants: area that has not had a recorded violation of the EPA standards in • Salt Lake City is a maintenance area for CO. several years and is on its way to being • Salt Lake County is a non-attainment area for PM10 and PM2.5. redesignated as an attainment area.
• Salt Lake County is a maintenance area for ozone. Studies have shown that traffic congestion translates into increased travel times and fuel consumption (Connecticut General Assembly 2000). As these factors increase, workers’ productivity declines and costs associated with labor and fuel increase. In addition, as more people travel more miles within an area, traffic slows down and is
1-14 | Chapter 1: Purpose and Need Draft Environmental Impact Statement Draper Transit Corridor Project more likely to operate under stop-and-go conditions. This further increases both the time spent in traffic (vehicle-hours per square mile) and the air pollution emissions per square mile. This more- intense exposure to air pollution can have negative health effects, even if overall air pollution levels are falling. To reduce the growth in automobile travel and the associated air pollutants, a competitive alternative to automobile travel must be provided. Extending TRAX into Draper would provide a lower- emission choice of transportation, which would help improve regional air quality.
1.5.3 Transit Demand and Transit Infrastructure
The WFRC 2007–2030 Regional Transportation Plan recommends that about 240 miles of major transit improvements should be implemented by 2030. These improvements include 31 additional miles of light-rail transit, 90 miles of commuter-rail transit, 96 miles of bus rapid transit, 88 miles of enhanced bus service, and 3 miles of streetcar transit. UTA currently operates the North-South TRAX light-rail line from the Sandy Civic Center 10000 South Station to the downtown Salt Lake City Intermodal Hub and the University TRAX light-rail line from 400 S. Main Street to the University of Utah Hospital. The North-South TRAX Line carries about 23,450 patrons per day, while the University TRAX Line carries about 26,600 patrons per day according to the UTA September 2009 ridership counts. The FrontRunner Commuter Rail North recently began operations in April 2008 and is currently carrying about 4,800 passengers per day according to the UTA September 2009 ridership counts. The FrontRunner Commuter Rail South is currently under construction and is estimated to carry 8,000 patrons on opening day, which is scheduled for 2015. The Draper Transit Corridor Project would add to the transit services available to residents of Sandy and Draper. Construction of the Mid-Jordan Transit Line began in May 2008. This project provides light-rail service from the Fashion Place West 6400 South Station southwest through Murray, Midvale, West Jordan, and South Jordan. Additional light-rail projects that will provide service to West Valley City and the Salt Lake City International Airport are under construction.
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UTA also currently operates five enhanced bus routes that serve the study area and provide transfers at the Sandy Civic Center 10000 South Station. Three of these routes (811, 816, and 817) provide services to and from Utah County. One is an express route (313) between the South Towne Mall and the University of Utah, and one is a fast bus service (346) that travels along the major arterials from South Mountain to the Historic Sandy 9000 South Station. Additional details on each of the bus routes in the study area are provided in Chapter 4, Transportation. As shown in Table 1.5-2, almost half of the patrons who use TRAX from the UTA districts that represent Midvale/Sandy, Sandy/Draper, Draper, and Utah County are using transit for trips to the Salt Lake City downtown area. Most other patrons from these areas are using TRAX to access the other activity centers along the TRAX corridor, including the University of Utah. A large percentage of the patrons from these areas gain access to TRAX by automobile. Figure 1-5, License Plate Survey Results, at the end of the chapter shows the residential locations of people who use the park-and-ride lot at the Sandy Civic Center 10000 South Station. These residential locations are shown as yellow circles in the figure.
Table 1.5-2. Existing Demand for TRAX in 2006
TRAX Total TRAX TRAX to Percent TRAX Stations Boardings in UTA Trips (2006 CBD (2006 Drive in Spring of Spring of District Area on-board) on-board) Access 2006 2006
23 Midvale/Sandy 7,300 3,400 66% 4 5,400 24 Sandy/Draper 5,300 2,500 57% 1 3,200 25 Draper 600 320 83% 0 0 >25 Utah County 1,600 1,200 84% 0 0
Source: UTA On-Board Survey 2006 CBD = Downtown Salt Lake City central business district
Figure 1-6, Home-to-Work Travel Markets, at the end of this chapter illustrates travel patterns from the Draper Transit Corridor study area using a spider diagram. Note that the Draper Transit Corridor will connect to other lines in UTA’s 2015 transit system. Year 2000 factored census data taken from the Census Transportation Planning Package indicate the following:
• Almost half of the patrons who use TRAX from the UTA districts that represent Midvale/Sandy, Sandy/Draper, Draper,
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and Utah County are using transit for trips to the Salt Lake City downtown area.
• The UTA rail system provides access through the Central Station What is a market shed? hub to Ogden and other Northside suburbs and the Salt Lake A market shed is the area in which a City International Airport, which make up a destination market transportation system either attracts or shed of another 20,000 daily work trips produced from the study generates ridership. area.
• Work trips internal to the Draper Transit Corridor study area make up nearly 40,000 daily trips, or about 33% of all work trips from the study area. Extending the TRAX line could tap into this market by encouraging walking access to the neighborhood stations.
• Three areas currently served by the UTA rail and bus network— downtown Salt Lake City, the University of Utah area, and the Salt Lake City International Airport—make up nearly 25% of the destinations for trips originating from the Sandy/Draper area. Therefore, expanding transit in the project study area could potentially serve a high proportion of residents, especially with an extension directly into the neighborhoods with transit stations connected to pedestrian facilities such as sidewalks and hiking/ biking trails.
• Many different types of trips are attracted to Draper Transit Corridor destinations. Many of these trips originate in zones to the north, south, and west that are served by the UTA bus and rail system. The Draper Transit Corridor Project would provide a rail spine that traverses the Sandy and Draper communities and extends rail transit services to important destinations with extended bus service for trips inbound to the area.
1.6 Transportation Goals and Objectives
The Regional Transportation Plan 2007–2030 developed by WFRC includes a number of planning goals and objectives to guide transportation project planning. These goals and objectives have been adopted for the Draper Transit Corridor Project to guide the development and selection of an alternative to be implemented. The goals and associated objectives are described below.
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Goal 1: Improve the Mobility, Accessibility, and Connectivity of the Transit System and Region
• Provide convenient access and improve connectivity to the UTA transit system. • Provide improved access to employment centers. • Minimize transfers and improve connectivity with other modes of transportation. • Provide for the long-term expansion of the future transit system. • Provide pedestrian and bicycle accessibility to transit. • Minimize travel times to points accessible from the UTA rail and bus network.
Goal 2: Provide Cost-Effectiveness and Financial What are the goals and Feasibility objectives for the Draper Transit Corridor Project? • Provide a cost-effective project that moves the most people at the The goals and associated objectives lowest cost. are: • Improve operating efficiency by lowering UTA’s operating costs. • Goal 1: Improve the mobility, accessibility, and connectivity of the • Increase transit ridership and the percentage of commuters who transit system and region. choose to take transit (transit mode split). • Goal 2: Provide cost-effectiveness and financial feasibility. Goal 3: Support Local Land-Use Objectives • Goal 3: Support local land-use objectives. • Work with local planning agencies to identify opportunities for • Goal 4: Plan for projected growth in transit-oriented development. an environmentally sustainable • Provide transit service to regionally significant education, manner. medical, and shopping sites. • Goal 5: Respond to community needs and support. • Identify joint-development opportunities.
• Enhance urban design features.
Goal 4: Plan for Projected Growth in an Environmentally Sustainable Manner
• Implement an alternative that minimizes adverse impacts on the environment. • Decrease dependence on single-occupancy vehicles. • Reduce vehicle-miles traveled in the Draper Transit Corridor study area. • Reduce growth in traffic congestion and improve air quality.
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Goal 5: Respond to Community Needs and Support
• Minimize adverse impacts to existing communities and neighborhoods. • Promote the positive benefits of transit access to neighborhoods and communities. • Build community and political support through effective communication and integration with local and regional plans.
1.7 Project History
The Draper Transit Corridor Project has been evaluated and identified in numerous planning studies for the region. The project would be built in one of the region’s highest-priority transit corridors for implementing future fixed-guideway transit improvements. This section provides a brief overview of the project history. More- detailed information on past studies is provided in Chapter 2, Alternatives Considered.
1.7.1 Past Studies and Activities
Many studies and activities have led to this Environmental Impact Statement (EIS) for the Draper Transit Corridor Project. Each study has expressed the need to provide an efficient, safe, economical, and balanced transportation system (with auto, transit, and non-motorized modes of travel) that would minimize the impact to the environment and would complement the community’s development patterns. Table 1.7-1 below lists the studies and activities that were conducted during the planning of a light-rail extension through Sandy and into Draper. Each of these studies or publications was conducted with full public participation, and the final documents were endorsed by local municipalities or councils made up of elected officials.
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Table 1.7-1. Studies and Activities That Support the Draper Transit Corridor Project
Date Study or Activity
December 1992 Adoption of Resolution 92-25 by the Draper City Council recommending that the Board of Directors of UTA purchase the Union Pacific Railroad Company’s Provo subdivision rail line located in Salt Lake County to preserve an important transportation corridor.
August 1994 Publication of the I-15/State Street Corridor Final EIS, which recommended a light-rail corridor in the existing UTA-owned right-of-way from 1300 South to 10600 South in Salt Lake County.
January 1996 Signing of an Official License Agreement between UTA and Draper City to construct the Porter Rockwell Trail within the UTA-owned right-of-way. The engineering evaluation conducted before this agreement stated that the trail could be constructed and remain in place even when the future double-track light-rail system is operational.
December 2000 Publication of the South Salt Lake County Transit Corridors Analysis, which recommended a light-rail corridor in the UTA-owned right-of-way from 10000 South to 14600 South.
December 2001 Publication of the Wasatch Front Regional Council (WFRC) Regional Transportation Plan, which showed an extension of the existing north-south light-rail line from 10000 South to 14600 South along the UTA-owned right-of-way.
December 2003 Publication of the WFRC Long-Range Transportation Plan Update, which showed an extension of the existing north-south light-rail line from 10000 South to 14600 South along the UTA-owned right-of- way.
February 2004 Signing of the Master Interlocal Agreement Regarding Fixed-Guideway Systems with Railroad Corridors between UTA, 36 cities, and five counties along the Wasatch Front. This agreement established the terms of use within UTA’s own rail rights-of-way through each jurisdiction. Draper City and Sandy City are signatories to this document.
October 2006 Publication of the Draper Transit Alternatives Study, which recommended as the Locally Preferred Alternative an extension of the existing north-south light-rail line from 10000 South to 14600 South along the UTA-owned right-of-way. The plan was unanimously endorsed by the Draper City Council.
November 2006 Countywide voter referendum to approve an additional ¼-cent sales tax to be used for transportation projects in Salt Lake County. UTA published Voter Information Packets that included a picture of the alignment for light rail in Draper as identified in the Regional Transportation Plan. The referendum passed with a two-thirds majority.
May 2007 Publication of the WFRC 2007–2030 Long-Range Transportation Plan, which showed an extension of the existing north-south light-rail line from 10000 South to 14600 South along the UTA-owned right-of-way. June 2007 Publication of the Mountainland Association of Governments 2007–2030 Long-Range Transportation Plan, which showed an extension of the existing light-rail line from the Utah County border at Point of the Mountain in Draper to 1200 West in Lehi along the UTA-owned right-of-way. (Part of Draper is located in Utah County and is subject to plans and policies issued by Utah County.)
August 2008 UTA prepared an Alternatives Analysis and recommended that the Locally Preferred Alternative (LPA) consist of building and operating high-capacity light-rail transit service on the UTA-owned right-of- way alignment from the Sandy Civic Center 10000 South Station through Sandy and to 14600 South with a minimum operable segment (MOS) to the Draper Town Center Station at Pioneer Road (12400 South). WFRC adopted the UTA-owned right-of-way as the LPA at its public meeting in August 2008.
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1.7.2 Draper Transit Corridor Alternatives Analysis Screening Process
In October 2006, UTA completed the Draper Transit Alternatives What is mobility? Study. The Draper Transit Alternatives Study was prepared to Mobility refers to the choices—such as improve mobility options for commuters, shoppers, and other automobile, bus, light rail, or travelers in the Draper Transit Alternatives Study area. Different carpooling—that are available to alignments and types of technology designed to provide high- people when they travel as well as the ease with which residents can move capacity transit in the Draper Transit Alternatives Study area were through their communities. For evaluated between the existing Sandy Civic Center 10000 South example, an area with good mobility is Station and 14600 South. one that provides numerous ways to access a particular destination. The Draper Transit Alternatives Study examined many alignments.
The Draper Transit Alternatives Study screening process determined that two alignments would meet the needs identified in the study: an alignment along State Street between the Sandy Civic Center 10000 South Station and 14600 South and an alignment along the UTA- owned right-of-way from the Sandy Civic Center 10000 South Station to 14600 South. After further evaluation of these two alignments, the Draper Transit Alternatives Study identified a light- rail extension along the UTA-owned right-of-way between the Sandy Civic Center 10000 South Station and 14600 South as the Locally Preferred Alternative for improving mobility in the Draper Transit Alternatives Study area. UTA purchased the railroad right-of-way for the North-South TRAX Line in 1992 using 68% federal funding. After UTA determined that it would seek federal funding for the Draper Transit Corridor Project, an alternatives analysis, following the federal New Starts program process, was conducted between November 2007 and September 2008. The final Alternatives Analysis Report was approved by FTA in May 2009 (AECOM 2009). During the scoping phase for this EIS, a range of reasonable build alternatives was developed. UTA decided that the State Street alignment should be revisited and that an additional alignment west of I-15 should be considered. These two alignments, along with the Draper Transit Alternatives Study preferred alternative of a light-rail extension along the UTA-owned right-of-way, are evaluated in this EIS. The alternatives analysis screening process was based on a set of goals developed for the purpose of selecting an alignment and technology that best met the project goals and objectives. Criteria were developed that measured how well each of the alternatives met
Draft Environmental Impact Statement Chapter 1: Purpose and Need | 1-21 Draper Transit Corridor Project each goal. The alternatives developed and evaluated included alternatives developed as part of the EIS scoping process. UTA presented the findings of the alternatives analysis to WFRC. WFRC adopted the UTA-owned right-of-way (Alternative C) as the Locally Preferred Alternative (LPA) at its public meeting in August 2008. Subsequently, the LPA was again presented to the public on October 15, 2008, at a public information meeting held at the Skaggs Catholic Center in Draper. The purpose of the meeting was to discuss the Locally Preferred Alternative selection and to advise the public about the status of the environmental impact investigations and analysis. The public was also introduced to project phasing and the concept of the minimum operable segment (MOS) as a project implementation option. Consequently, both the full-build (Alternative C – Full Build) and MOS (Alternative C – MOS) rail alternatives have been advanced to more detailed technical and environmental analysis in the Draft EIS. In addition to the LPA and MOS, a No-Action Alternative and an FTA New Starts Baseline Alternative are evaluated. The UTA Board of Trustees will recommend a National Environmental Policy Act (NEPA) preferred alternative after the Draft EIS is completed, the public comment period has been closed, and all public comments have been summarized. The alternatives evaluated in this EIS are described in more detail in Chapter 2, Alternatives Considered.
1.8 Regional and Local Planning
This section provides an overview of the regional and local land-use and transportation plans that address the current and future conditions in the Draper Transit Corridor study area. The planning documents consist of WFRC’s amended Long-Range Transportation Plan (WFRC 2007a) and land-use and transportation plans prepared by the Cities in the Draper Transit Corridor study area.
1.8.1 Regional Planning
Wasatch Front Regional Transportation Plan: 2007–2030 (2030 RTP) (WFRC 2007a). WFRC is a five-county metropolitan planning organization that serves the Wasatch Front Urban Area. WFRC is the designated metropolitan planning organization that works in partnership with UTA, the Utah Department of Transportation
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(UDOT), the Governor’s Office of Planning and Budget, city and county governments, and other stakeholders to develop long-range transportation plans. WFRC prepares the Wasatch Front Urban Area Long-Range Transportation Plan, which is the region’s plan for making highway, transit, and other transportation-related improvements to meet the area’s growing travel demand over the next 30 years. The plan shows the general alignment of the Draper Transit Corridor Project and identifies the Draper Transit Corridor Project as an extension of the existing North-South TRAX Line from its current terminus at 10000 South in Sandy to about 14600 South in Draper along the UTA- owned right-of-way. Similarly, the Mountainland Association of Governments’ (MAG) 2007–2030 Long-Range Plan shows an extension of the existing light-rail line from the Utah County border at Point of the Mountain in Draper to 1200 West in Lehi (Draper City 2007a).
1.8.2 Local Planning
Local planning initiatives indicate support for the Draper Transit Corridor Project. In 1994, the I-15/State Street Corridor Study for Draper recommended the construction of a light-rail track within the existing UTA-owned right-of-way from 1300 South to 10600 South in Salt Lake County. Later in 2004, the Master Inter-local Agreement Regarding Fixed-Guideway Systems was signed by 36 Cities including Sandy and Draper. The agreement proposes extension of light rail and/or commuter rail generally from Brigham City in the north to Payson in the south (Salt Lake City Council 2004). Sandy City’s General Plan sets a goal to provide public safety in bus and light-rail facilities and encourage support for the light-rail corridor that will serve residents and businesses in the historical part of Sandy (Sandy City 2003). Draper City’s General Plan aims to tie city transit into the regional TRAX and commuter-rail systems. The City adopted the Locally Preferred Alternative for the Draper Transit Corridor Project in 2006 (Draper City and Utah Transit Authority 2006; Draper City 2007b). These local and regional planning initiatives were affirmed by Salt Lake County residents in November 2006 when they approved a ¼-cent sales tax increase to fund transportation projects (Draper City 2007a), which includes the Draper Transit Corridor Project.
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1.8.3 Current Projects
In order to improve mobility in the Draper Transit Corridor study area, several solutions must be implemented. No single project will resolve the traffic and transportation issues facing the Wasatch Front region. According to WFRC’s 2007–2030 Regional Transportation Plan, “Population along the Wasatch Front is projected to increase by 42%, or 1.4 times the current population, between now and 2030.” If no more transit lines or highways are constructed, the average per- person delay from traffic congestion will increase by 360%, or 4.6 times the current delay. These statistics show the seriousness of the transportation challenge facing the region regardless of the mode of travel. The following projects are in planning, in design, or under construction and will be an important part of providing mobility for the community along with the Draper Transit Corridor Project. Some of the projects will have a more direct effect on travel within and through the Draper Transit Corridor study area, while other projects will have a less direct effect.
1.8.3.1 Projects in the Planning Phase
The following projects are being planned in the region:
• Sugarhouse Transit. UTA and local project partners are preparing an alternatives analysis and appropriate environmental analysis to evaluate transit alternatives for the area between 1700 South and I-80 and from the Central Pointe 2100 South Station at about 200 West 2100 South to 1300 East.
• Taylorsville-Murray Transit Alternatives Analysis. This study, which will be ongoing through June 2009, will evaluate transit alternatives in Taylorsville, the northwestern part of Murray, and the western part of Millcreek Township in Salt Lake County. The project team has identified four possible alternatives for the study area: 3900 South bus rapid transit (BRT), 4500 South BRT, 4500 South rail, and Murray Boulevard BRT.
• I-15 EIS, Salt Lake County to Utah County. This project included evaluating improvements to I-15 in Utah County and new transit in both Utah and Salt Lake Counties.
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• Salt Lake East-West Transportation Study. This study will look at the growing east-west mobility challenges in the Salt Lake Valley, analyze the current transportation system, identify improvement options, and suggest a timeline for transportation improvements.
1.8.3.2 Projects in the Design Phase
The following projects in the region are in the design phase. This phase includes creating project-specific plans and acquiring right-of- way.
• Mountain View Corridor. The Mountain View Corridor Project is a three-phase, multi-modal transportation project on the west side of the Salt Lake Valley. The EIS for this project determined the location of a new freeway and transit corridor along the west side of the Salt Lake Valley. The transit corridor (5600 West Transit Alternative) will operate from Herriman on the south to the Salt Lake City International Airport on the north and will follow an alignment mostly along 5600 West. The freeway, which will be west of Bangerter Highway, will extend from Interstate 80 (I-80) on the north to Utah Lake in Utah County on the south. Segments of the highway alternative are progressing into final design. FHWA issued a Record of Decision (ROD) in November 2008 for the highway component of the project. The highway segments in Phase 1 are now in final design and will soon be going into construction. FTA did not sign the ROD for the transit component of the project, and UTA in conjunction with FTA is now completing an Environmental Assessment for the Phase 1 transit component.
• 10400 South. This project involves road improvements on 10400 South from Bangerter Highway to Redwood Road in South Jordan. The highway will be expanded from two lanes (one lane in each direction) to five lanes (two lanes in each direction with a center two-way left-turn lane).
• 11400 South. This project involves a new interchange to be built on I-15 at 11400 South in Sandy and roadway improvements along 11400 South from I-15 to Redwood Road. The highway will be expanded from two lanes (one lane in each direction) to five lanes (two lanes in each direction with a center two-way left turn lane). A new interchange will be constructed at I-15.
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• 1300 East Corridor Project, Creek Road to Draper. This project consists of improvements to 1300 East through Sandy. The improvement project will convert a five-lane facility (two lanes in each direction with a center two-way left-turn lane) to a four-lane roadway (two lanes in each direction) with a raised median and left-turn lanes.
1.8.3.3 Projects under Construction
The following projects are under construction in the region:
• Redwood Road, 10400 to 12600 South, South Jordan to Riverton. This project involves widening Redwood Road from 10400 South to 12600 South to include two travel lanes in each direction, bicycle lanes, raised medians, dual left-turn lanes, a park strip, and continuous sidewalk, curb, and gutter.
• State Street, 9000 South to 10600 South. This project consists of full roadway reconstruction from 9000 South to 10000 South with widening from five lanes to seven lanes.
• 3500 South BRT Environmental Study. The state Environmen- tal Study of 3500 South evaluates road improvements from 2200 West to 2700 West (Phase 1) and from 2700 West to Bangerter Highway (Phase 2). As a result of the study, UTA and UDOT decided to widen 3500 South to three lanes in each direction and provide center-running BRT. The UTA MAX BRT service opened for service in the summer of 2008; parts of this line are under construction as a fixed guideway.
• Mid-Jordan Transit Corridor. This project is constructing a high-capacity LRT line to serve the travel needs of the Mid- Jordan transit corridor, which includes Murray, Midvale, West Jordan, and South Jordan. The EIS, which was completed in 2007, recommended that UTA provide new LRT service along the Union Pacific Railroad Bingham Branch to extend the existing Sandy–Salt Lake line. The Record of Decision was issued in September 2007. The Mid-Jordan line was awarded a full funding grant agreement from FTA in January 2009.
• FrontRunner South Commuter Rail. Extending commuter-rail service to Provo is a critical piece of a balanced transportation system along the Wasatch Front. This project extends FrontRunner commuter rail 44 miles south from Salt Lake Central Station to Provo. The Environmental Study Report was
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completed in 2007, and a Decision Document was issued in early 2008.
• West Valley Light Rail. This light-rail extension provides a high-capacity transit system from the Central Pointe 2100 South Station at about 200 West 2100 South to the West Valley City center. The Environmental Study Report was completed in mid- 2007.
• Airport Light Rail. This high-capacity light-rail extension will connect downtown Salt Lake City and the greater Wasatch Front area with the Salt Lake City International Airport. The Airport transit corridor is 6 miles from the northern terminus of the North-South TRAX light-rail line at the Arena Station to the airport. UTA completed an environmental study in 2008 for the part of the line outside the airport property. UTA, in conjunction with the Federal Aviation Administration, completed an Environmental Assessment to evaluate the impacts of the line on the airport property.
1.9 The New Starts Program and NEPA
FTA’s Section 5309 New Starts program is the federal government’s primary financial resource for supporting capital investment in locally planned, implemented, and operated fixed-guideway transit systems. This is a discretionary grant program, and competition grows increasingly stiff each year among transit agencies around the country for limited funds. On August 10, 2005, the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) was enacted as Public Law 109-59. SAFETEA-LU authorizes funding for highways, highway safety, and transit. SAFETEA-LU directed FTA to promulgate regulations and guidance to evaluate and rate candidate New Starts projects. SAFETEA-LU further directs FTA to establish comprehensive planning and project development processes that New Starts projects must follow. The process helps local agencies and decision-makers evaluate alternative strategies for addressing transportation problems in specified corridors and selecting the most appropriate improvement to advance into engineering, design, and construction.
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The process also helps FTA evaluate a multitude of project proposals by applying consistent evaluation criteria to each project.
1.9.1 New Starts Criteria
SAFETEA-LU identifies specific New Starts criteria, which FTA must consider in its decision to advance transit projects through the project development process and to enter into a long-term financial commitment to implement the proposed investments. In addition, the NEPA process is an important part of the advancement of a project under the New Starts program. The overall planning and project development process, which includes alternatives analysis, NEPA documentation, preliminary engineering, and final design, is the forum for the development and refinement of the project justification and local financial commitment New Starts criteria and for addressing other planning, environmental, engineering, and design issues and requirements.
1.9.2 Project Justification
SAFETEA-LU requires that proposed New Starts projects be evaluated based on project justification criteria and local financial commitment. FTA considers specific criteria in its deliberations to advance fixed-guideway transit projects through the project development process and to enter into a long-term financial commitment to implement the proposed transit investments. The project justification criteria and weights (as stated by 74 Federal Register 37763, dated July 29, 2009) used to rank alternatives are:
• Mobility improvements (20%) • Environmental benefits (10%) • Cost-effectiveness (20%) • Operating efficiencies (10%) • Economic development effects (20%) • Land use that supports public transportation (20%) SAFETEA-LU requires New Starts project sponsors to demonstrate adequate local support for projects. FTA examines local financial commitment and fiscal capacity in order to satisfy this requirement. SAFETEA-LU further encourages the consideration of land use that supports transit because of its important role in contributing to the success of fixed-guideway transit systems.
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1.9.3 Planning and Project Development Process for New Starts Projects
Projects seeking FTA New Starts funding, like all federally funded transportation investments in metropolitan areas, must emerge from a locally driven, multimodal corridor planning process. There are four key phases in the planning and project development process for projects seeking New Starts funding:
• Alternatives analysis • NEPA documentation • Preliminary engineering • Final design
1.10 Role of the EIS in Project Development
The President’s Council on Environmental Quality (CEQ) has developed regulations for implementing NEPA. These federal regulations, set forth in Title 40, Code of Federal Regulations (CFR) Parts 1500 to 1508, require an evaluation of alternatives and a discussion of the expected impacts of a proposed federal action as part of the NEPA process. The CEQ regulations direct the respective federal agencies to implement procedures for complying with NEPA (40 CFR 1500.6). The FTA regulations that establish FTA’s process for implementing NEPA are set forth in 23 CFR 771 and 23 CFR 774. This EIS has been prepared according to FTA’s regulations as required under NEPA. In addition, as part of this NEPA review, the requirements of other environmental laws and executive orders are addressed as they apply to specific parts of this EIS. The information presented in this EIS is based on engineering studies and reflects attention given to comments received during public review and coordination that was carried out during the public scoping process, evaluation of alternatives, and definition of the project. This EIS serves as the primary document to facilitate review by federal, state, and local agencies, as well as by the general public, of the proposed Draper Transit Corridor Project. The EIS documents the purpose of and need for the project and presents a discussion of the alternatives considered. It addresses in detail the expected social,
Draft Environmental Impact Statement Chapter 1: Purpose and Need | 1-29 Draper Transit Corridor Project economic, environmental, and transportation-related impacts of the alternatives and describes the potential mitigation measures that could offset unavoidable impacts. In accordance with federal regulations, the environmental effects of a project must be fully disclosed as required by NEPA. These environmental effects must be fully considered before the project can advance to the federal funding stage, which includes the final design of the project, acquisition of right-of-way, acquisition of equipment, and construction of the project facilities and system. This Draft EIS is being circulated for review to interested parties including private citizens, community groups, the business community, elected officials, and public agencies according to federal and state requirements. Following circulation and public review of the Draft EIS, the UTA Board of Trustees will recommend a NEPA preferred alternative. UTA will continue engineering and environmental studies and will prepare responses to address the comments offered during the review period. A Final EIS will be prepared that addresses comments received on the Draft EIS. The environmental effects must be fully evaluated before the project can be considered for federal funding and approval to enter final design. The Record of Decision (ROD) is required from FTA in order for the Draper Transit Corridor Project to obtain federal funding and to advance to the final design stage. The FTA project development process followed for the Draper Transit Corridor Project is shown in Figure 1-7, Project Development Process, at the end of this chapter.
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Figure 1-1. Regional Area
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Figure 1-2. Project Study Area
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Figure 1-3. Comparison of 2001 and 2030 PM Peak Traffic Volumes (1 of 2)
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Figure 1-4. Comparison of 2001 and 2030 PM Peak Traffic Volumes (2 of 2)
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Figure 1-5. License Plate Survey Results
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Figure 1-6. Home-to-Work Travel Markets
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Figure 1-7. Project Development Process
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