US-89 LOGAN CANYON Preferred Alternative entire length of this section would be a subject roadway during freezing conditions of the US-89 LOGAN CANYON such a design is not compatible with the of final design; and, the location would be river or other high-water events. Preferred Alternative environmental concerns of the canyon, the evaluated and carefully considered with respect committee had to identify where compromises to impacts on the following highway factors: SECTION IB: This section begins at mp BACKGROUND: US-89 through Logan could be made. Briefly, this resulted in no 387.47 and extends to the end of the Middle Canyon (between Logan and Garden City) has change in the present highway width in the * Roadside drainage channels Canyon Section (at mp 391.6), a length of 4.13 been designated as a Scenic Byway and was first four miles above Right Hand Fork and * Maintenance operations miles. A 34-ft roadway section would be originally constructed in the 1930's. The first numerous other compromises throughout the * Protection of roadside hazards constructed with a design speed of 35 mph. nine miles of the canyon (from Logan to Right remainder of the canyon. The committee felt * Access requirements The maximum degree of curve would be Hand Fork) were widened in the 1960's, and that if the roadway was improved through the * Rolled curb applications for bicycle safety 15°30', and the clear zone requirement would the remaining 28 miles from Right Hand Fork remainder of the canyon, by providing passing be 18 ft. Milepost 387.47 marks the beginning to Garden City have not been improved to lanes, intersection channelization and improved Features of this Section 1A include: of a transition from the 26-ft roadway width of meet current standards. The roadway is very alignment, the existing alignment in the first Section 1A to a 40-ft roadway width of narrow, traversing a steep canyon environment. four miles above Right Hand Fork (the most a. Curve #5 at mp 384 and/or Curve #29 Section 2. For down-canyon traffic, Section Numerous sharp curves limit sight distance and environmentally sensitive area of the canyon) near mp 387 would be flattened if a 3 IB would prepare drivers leaving the 50 mph opportunities to pass. The pavement needs would be acceptable. year accident analysis at the time of design speed of Section 2 for the lower design major rehabilitation and the bridges and other construction shows a concentration of speed in Section 1A. Section IB has been drainage structures are narrow and have PREFERRED ALTERNATIVE: In general the curve related accidents (at either location) defined as an area which could absorb more restricted capacity. Preferred Alternative incorporates elements of in excess of the Statewide accident average roadway widening with less negative effect than the Composite Alternative, but adds additional for arterial roadways. Section 1A. The most recent highway improvement studies detail and/or refinement. Most of the elements of the Preferred Alternative would in Logan Canyon have been in progress for b. Burnt Bridge (mp 385.5) would be Features of Section IB include: the past six years. During this time, input has require amendments to the Forest Plan with replaced with a new structure on the same been sought from federal state and local respect to visual wetland and/or riparian alignment. Structure width would be 2tir ft a. Curve #33 (mp 387.7) would be flattened agencies, concerned organizations and private resources on National Forest Lands. New (approximately 4 ft wider than the $H structures would be protected with parapet by removing rock material and creating a individuals. Considerable time and funding approaching roadway). A detour is new cut. resources have been spent holding numerous walls. Other hazardous locations would be required as the present bridge must be protected with guardrail or other acceptable meetings with interested groups and evaluating entirely removed before a new structure b. Lower Twin Bridge (mp 387.76) would the needs, desires, and potential impacts. In devices. Present parking turnouts would be can be constructed. Vegetation removal improved and new turnouts would be placed be replaced on new alignment November 1990, the draft EIS for this project and river bank modification are required. immediately upstream of the present was circulated and a public hearing was held in recognition of any eliminated turnouts. Additional turnouts which attain at least two bridge, clear-spanning the river. The new in January, 1991. Though some differing c. Roadway elevation would be raised about structure would be 38-ft wide, and the opinions still exist, there is general recognition parking stalls with adequate sight distance would also be considered. Exact locations 3 ft at Logan Cave (mp 386.2), for a total present structure would be removed when that the highway facility needs to be improved length of 1000 ft. The grade elevation the new structure is placed in service. and that those improvements should consider would be determined during final design and in conjunction with USFS recommendations. would allow the roadway to be placed the sensitive beauty of the canyon and its several feet closer to the mountain and environment. The specific elements of the Preferred c. Curve #37 (mp 388.5) would be flattened Alternative are presented below as they pertain somewhat flatten Curve #22. The river by creating a new excavation into the to each section of the project. A map (Figure bank would be protected and revegetated mountain. Design and construction SELECTION OF THE PREFERRED as appropriate. ALTERNATIVE: A committee representing 1) is also provided to help identify the would be similar to Curve #33. the FHWA, UDOT, and USFS was formed to location or improvements. develop the Preferred Alternative by carefully d. A parking area would be constructed for d. Upper Twin Bridge (mp 388.76) would balancing the different and conflicting goals. Logan Cave visitors at mp 386.3 to be replaced with a 38-ft wide structure SECTION 1A This section begins at Right accommodate as many vehicles as The committee gave careful consideration to Hand Fork (mp 383.47) and extends to mp on new alignment, immediately the following: practical. A foot path to the cave would downstream of and about 10 ft higher 387.47, a length of 4.0 miles. Present design be constructed by the USFS in speed, posted speed and existing roadway than the existing bridge The present consultation with UDOT. bridge and roadway would serve as a * Comments received on the draft EIS width of 26 ft would remain unchanged. No features outside the existing roadway would be detour during construction. * Service to the traveling public e. Cottonwood Creek culvert (mp 386.4) * Environmental sensitivity of the canyon disturbed, except as noted below. Portions of would be replaced on the same alignment. e. Curves #39 and #40 (mp 388.8) would * Practicability of construction the section having design speeds lower than the present speed limit would be appropriately be flattened. f. At mp 386.6, the roadway elevation would Since US-89 is classified as a minor arterial, it signed. Placement of concrete curb and gutter, or gutter only, along one or both sides be raised about 3 ft for 500 ft. This f. Temple Fork Road intersection (mp would normally warrant a consistent 50 mph should eliminate occasional flooding of the 389.2) would be improved to provide a design throughout the canyon. However, since of the roadway in portions of or along the Page 1 Page 2 US-89 LOGAN CANYON Preferred Alternative

Figure 1

Note: Due to the small scale of this map, curve and / milepost numbers have not been provided. Instead, the / map correlates to text by using the letter that relates to the specific area of improvement for each section of the canyon. (The maps in the final EIS will show the curve and milepost numbers.)

Scale In Miles

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*«ff**e safer access. Improvements include left Features of Section 2 include: and right turn lanes and new river j. Retaining wall would be constructed t. Uphill passing lane from Garden City crossing. A parking area would be a. A passing lane from mp 391.6 to 393.3 between Beaver Creek and roadway at mp would end at mp 404.6, about 500 ft on constructed and accessed from Temple would be constructed, including pavement 398.1, 398.3, 398.6 and 398.9 to reduce the Cache County side of the Summit. Fork Road in a location currently used as width tapers, a length of 1.7 miles. impact on die creek. Roadway widening Access to Limber Pine Trailhead would parking. The parking area would be made can be obtained by constructing to the be relocated to the Summit (mp 404.75) as large as possible in accordance with b. "Lay down" type fencing would be retaining wall and placing some fill in connection with the existing forest USFS recommendations, without provided in open range area from the material on the east side of the roadway. access road. US-89 would be modified encroaching upon the roadway or the cattle guard near mp 391.6 to the to provide left and right turn lanes. river. Frankhn Basin area near mp 397.2 along k. Vertical rock material (at mp 399.1) which Width transitions are included. both sides of the roadway. Fence design lies within 31 ft of the centerline of the g. Curve #43 (mp 389.4) would be flattened would conform to USFS proposed roadway would be removed. u. Allowance would be made for (moving the highway down hill). recommendations. snowmobile crossings to continue to 1. The drainage box culvert at Amazon occur at or near present use locations. h. In the Ricks Springs Area (mp 389.8), the c. At Tony Grove intersection, left and right Hollow, Stump Hollow and surrounding roadway width would be 46 ft, which turn deceleration and storage lane for area (mp 399.6) would be replaced and SECTION 3A: This section is from Bear provides a 12-ft left turn lane for turns would be provided into Tony Grove widened to accommodate wider roadway Lake Summit to Bridgerland Subdivision northbound traffic. The Ricks Springs Area (mp 393.7). Tony Grove Creek and pavement transitions for the Beaver intersection (mp 404.75 to 409.4), a length of structure would be replaced. Hydraulic culvert (mp 393.8) would be replaced on Mountain Road intersection. A width of 4.6 miles. Design speed would be 40 mph and clear zone requirements would be original alignment. The new crossing 20 ft from the shoulder line to headwall and roadway width with passing lane would be considered, with an alignment shift toward would be 4 ft wider than the approach on each side is required to avoid the need 47 ft (three 12-ft traffic lanes, one 8-ft the river recommended All parking areas roadway. for guardrail protection. Total width shoulder and one 3-ft shoulder). This section would be provided on the west side of the would be at least 64 ft. would have a continuous uphill pas ', lane. roadway. Material would be removed d. Bunch Grass Creek Culvert (mp 394=2) and/or retaining walls constructed in would be replaced. m. Road intersection (SR- Features of Section 3A include: accordance with good design practice to 243, at mp 399.75) would be realigned and provide the maximum feasible parking e. Red Banks Bridge (mp 394.5) would be channelized to provide left and right a. Curve #85 (mp 405.1) would be flattened area. All improvements would be replaced on original alignment. Structure deceleration and storage lanes with which would require a new fill section. consistent with USFS recommendations. width would be 44 ft unless tapers for appropriate tapers on SR-243 and US-89. The existing roadway alignment would be campground widening run onto bridge, removed and original contour elevations i. Curve #45 (mp 390.1) would be flattened creating a need for additional width. A n. Climbing lane would begin at mp 399.8 and vegetation restored. and existing passing lane from mp 390.1 to detour for traffic and a temporary bridge and end at mp 403. 390.7 would be removed. are necessary. Red Banks Campground b. Present alignment would be retained at intersection (mp 394.6) would be o. The roadway would be realigned through Curve #86 (mp 405.2) and roadway j. Roadway elevation, in the area of mp improved as in (c) above. Curve #69, #70 and #71 (mp 400 to widening would be constructed on the 390.2 to 391.1, would be raised about 2 ft, 400.6) to attain 50 mph design speed downhill slope. Tree removal is required to eliminate flooding of the roadway f. A climbing lane would begin at mp 394.9 curves. and impact to aesthetics would be created during freezing conditions of the and end at mp 396.5, a length of 1.6 reviewed with the USFS throughout the river or other high-water events. miles. p. Highway widening from mp 400.6 to 402 design and construction process. would be obtained by removing rock SECTION 2: This section begins at mp 391.6 g. Beaver Creek Structure at Franklin Basin material on the up-canyon (northerly) side c. Access would be provided into Sunrise and extends to the Summit (mp Road (mp 396.9) would be replaced on of the present roadway. Campground (mp 405.5) with roadway 404.75), a length of 13.15 miles. There would original alignment. Pavement width modifications for right and left turn lanes. be a 50 mph design speed and a 40-ft paved transitions would affect total structure q. Curve #76 (mp 402.2), would be flattened Access into Bear Lake View Area (mp roadway width, except as modified by passing width, requiring a minimum width of 58 horizontally and vertically, to attain design 405.5) would be relocated to Sunrise lanes. The 40-ft roadway section would ft. speed. Campground Road. Appropriate turn provide for two 12-ft traffic lanes and two 8-ft lane and signing would be provided. shoulders. The passing lane section would h. Franklin Basin intersection (mp 397.0) r. Access to UDOT Maintenance Station View area would be re-graded (raise allow for three 12-ft traffic lanes and one 8-ft would be improved as in (c) above. (mp 402.38) would be improved by elevation), enlarged and re-landscaped shoulder (downhill side) and one 3-ft shoulder providing left and right turn lanes. according to USFS recommendations. (uphill side), with a total roadway width of 47 i. Beaver Creek Structure (mp 397.5) would be replaced on same alignment. New s. Curve #80 (mp 404) would be flattened to d. Curve #88 (mp 405.7) would be flattened structure width is 44 ft. attain design speed. to attain design speea. A centerline shift of about 200 ft with accompanying Page 3 Page 4 earthwork (excavation) would be required. SECTION 3B: This section is from Bridgerland Subdivision to Garden City (mp e. Curves #89, #92, #94, and #95 (mp 409.4 to 411.75), a length of 2.75 miles. 405.9, 406.2, 406.9, and 407.2) would be Design speed would be increased to 50 mph, flattened to attain design speed. The with a maximum roadway width of 40 ft (47 ft present alignment would be removed and in passing lane areas). Roadway widening in original contours and vegetation restored this section would consist of approximately upon completion. equal amount of cut and fill areas. f. Landslide area (mp 407.5) would be Features of Section 3B include: stabilized by application of appropriate geotechnical techniques. a. Curves #109, #110, #111, and #112 (mp 409.7, 409.8, 410.0, and 410.1) would be g. Curve #98 (mp 407.9") would be flattened flattened to attain design speed. to attain design speed. A centerline shift of about 670 ft with accompanying b. Access at mp 410.6 would be relocated earthwork (excavation) is required. by closing present access and providing a Roadway gradient steepens to about 7% in new access from another public street, if this area as a result or the curve possible. If the access cannot be closed, realignment. The present alignment would then it would be relocated to an be removed and original contours and improved location, providing the best vegetation restored upon completion. design possible. A combination with the access at mp 410.7 may be practicable. h. Curves #101 and #102 (mp 408.3 and The access at mp 410.7 would be 408.5) would be flattened to attain design considered according to the same criteria speed. The present alignment would be as the access at mp 410.6. removed and original contours and vegetation restored upon completion. c. Begin uphill climbing lane at mp 410.6. i. Current access to Bridgerland Subdivision d. Curve #116 (mp 411.2) would be (mp 408.6) would be closed. All flattened to attain design speed. Accesses subdivision access would be provided as at mp 411.2 would be redesigned. described in (k) below. e. The intersection with SR-30 at mp 411.75 j. Curves #103, #104, and #105 (mp 408.8) (end of project) would be redesigned. would be flattened into a single curve, Left and right-turn lanes, curb, gutter and depending on the alignment shift of (k) sidewalk would be provided on US-89 below. Earthwork quantities appear to be and SR-30 in the vicinity of this minimal. intersection. k. Alignment from Curve #105 to Curve #109 (mp 409.4) would be relocated. Also, an intersection for the Bridgerland Subdivision would be constructed with NOTE: The final EIS will further address and additional pavement widening for protected evaluate the impacts and potential mitigation left and right-turn movements. The measures for the Preferred Alternative, as well present alignment would be removed and as the No Action Alternative, Standard restored to original contour and vegetation. Arterial Alternative, Conservationist's Intersection improvements to other Alternative. subdivision access would be considered, based on use requirements, roadway widening possibilities, and other factors.

Page 5 The Federal Highway Administration (FHWA), Department of Transportation (UDOT) and the US Forest Service (USFS), through their public involvement efforts realize that the public has a great interest in regard to this unique project along US-89 which travels through the beautiful Logan Canyon in close proximity to . Therefore, this brochure has been developed to provide the public a brief, but detailed description of the Preferred Alternative that will be presented in final Environmental Impact Statement (EIS).

Copies of the final EIS will be available for review at the following locations: UDOT District One Headquarters 169 Wall Ave Ogden, Utah (801) 399-5921 UDOT Location & Environmental Studies 4501 South 2700 West Salt Lake City, Utah (801) 965-4159 FHWA Division Headquarters 2520 South 4700 South, Suite 9-A Salt Lake City, Utah

USFS Logan Ranger Station 860 North 1200 East Logan, Utah

Logan City Library 90 North 100 East Logan, Utah

Garden City Hall 145 West Logan Road Garden City, Utah