Document Millcreek_doc_598bdc0d99

P R E P A R E D F O R THE CITIES OF SOUTH SALT LAKE AND MILLCREEK Adopted as Ordinance 22-51 by the Millcreek Council on 12 December 2022 ---PAGE BREAK--- 0 1 E X E C U T I V E S U M M A R Y. . . . . . . . . . . . . . . . . 1 0 2 S E T T I N G T H E S T A G E . . . . . . . . . . . . . . . . . . . 5 STUDY NEED & STUDY EXISTING RIGHT-OF-WAY AND PREVIOUS 0 3 V I S I O N & G O A L S . . . . . . . . . . . . . . . . . . . . . . . 1 3 VISION & GOALS VISION & GOALS STUDY VISION & DOCUMENT G O A L 1 : C O L L A B O R A T I V E . . . . . . . . . . . . . . . . 1 8  COLLABORATION ONLINE PROJECT TEAM VISION BRAINSTORM SOLUTIONS SELECTION SOLUTIONS EVALUATION G O A L 2 : M U L T I - M O D A L . . . . . . . . . . . . . . . . . . . . 2 6  ONE CORRIDOR, MANY VEHICLE TABLE OF CONTENTS ---PAGE BREAK--- G O A L 3 : S A F E . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 4 VEHICLE PEDESTRIAN BICYCLE UTILITY POLES IN SAFETY AS A G O A L 4 : W E L C O M I N G . . . . . . . . . . . . . . . . . . . . . 4 3 DRIVER PEDESTRIAN BICYCLIST TRANSIT RIDER G O A L 5 : C O N N E C T E D . . . . . . . . . . . . . . . . . . . . . 5 1  ZONING & LAND KEY PICK A G O A L 6 : F E A S I B L E . . . . . . . . . . . . . . . . . . . . . . . . 5 7 ASSESSING EXISTING TRAFFIC ENVIRONMENTAL UTILITY PUBLIC RESOURCES HISTORIC ADVERSE 0 4 R E C O M M E N D A T I O N S . . . . . . . . . . . . . . . . . . 6 5 MOVING I-15 TO STATE STREET CROSS-SECTIONS.........67 I-15 TO STATE STREET CONCEPT DESIGN.........68 STATE STREET TO 2700 EAST CROSS-SECTIONS STATE STREET TO 2700 EAST CONCEPT DESIGN 2700 EAST TO I-215 CROSS-SECTIONS...............71 2700 EAST TO I-215 CONCEPT JAYWALKING PREVENTION NEAR MILCREEK TRAX FINAL ---PAGE BREAK--- 1 EXECUTIVE SUMMARY 01 ---PAGE BREAK--- 2 I-15 TO STATE I-15 TO STATE STREET STREET STATE STREET TO 2700 E STATE STREET TO 2700 E 2700 S TO I-215 2700 S TO I-215 R E C O M M E N D AT I O N S E G M E N T S ( 3 ) R E C O M M E N D AT I O N S E G M E N T S ( 3 ) P L A N N I N G S E G M E N T S ( 5 ) P L A N N I N G S E G M E N T S ( 5 ) I N T R O D U C T I O N The 3300 South Corridor Study goal is to re-imagine 3300 South by connecting people and places with a safe, comfortable corridor for all. This Vision Statement and six specific goals were determined early in the project (see Chapter 3 for additional details) and served to guide the project team during the existing conditions analysis as well as the concept screening process. Figure ES.1 Project Team & Stakeholders participate in a brainstorming workshop Figure ES.2 3300 South Corridor Study Area Figure ES.3 Vision and Goals determined by the project team and stakeholders. The study area was divided into five planning segments when assessing the existing conditions and then divided into three recommendation segments. ---PAGE BREAK--- 3 R E C O M M E N D E D C R O S S - S E C T I O N S I-15 to State Street State Street to 2700 East 2700 East to I-215 Figure ES.4 Final Cross-section recommendations for 3300 South ---PAGE BREAK--- 4 Figure ES.5 Concept design for the portion of 3300 South located between I-15 and State Street C O N C E P T D E S I G N S Figure ES.6 Concept design for the Millcreek City Center Figure ES.7 Concept design for the area around 2540 East F I N A L C O N S I D E R AT I O N S The current study has the goal to re-imagine 3300 South by connecting people and places with a safe, comfortable corridor for all. This is a planning study and the concepts and recommendations developed here are conceptual in nature. It serve as a guide to future studies as to what local stakeholders and the public believe are the best solutions for 3300 South. However, the recommendations presented in this study do not intend to limit any future planning or environmental studies. Therefore, it is not guaranteed that the plan’s recommendations will become the final or preferred alternatives in future analyses. ---PAGE BREAK--- 5 SETTING THE STAGE 02 ---PAGE BREAK--- 6 This study analyzed 3300 South from I-15 to I-215 (Figure 2.1). Along this route there are five major centers: • Commercial Core I I-15 to State St. • Roosevelt Elementary I State St. to 900 East • Millcreek City Center I 900 East to Highland Dr. • Wasatch Lawn I Highland Dr. to 2300 East • Canyon Rim I 2300 East to I-215 Additionally, there are numerous businesses along 3300 South. The corridor changes from a robust 7-lane section to a tight 5-lane section with 10-foot lanes, back to a 7-lane section. The existing right-of-way widths can be seen on the following pages. S T U D Y A R E A S T U D Y N E E D & P U R P O S E Millcreek and South Salt Lake are experiencing increasing population and employment growth. A main transportation corridor for both cities is 3300 South, which travels East/West Corridor, spanning through 4 major cities across Salt Lake County. It is expected that this growth will affect 3300 South, therefore this study’s purpose is to identify concept level plans for the right transportation solution for the anticipated growth along the corridor. Figure 2.1 3300 South Corridor Study Area ---PAGE BREAK--- 7 E X I S T I N G R I G H T- O F - W AY & R O A D W AY C O N F I G U R AT I O N S Figure 2.2 Commercial Core Roadway Cross-Section There are seven lanes through the Commercial Core (I-15 to State St). Roadway width’s vary from 80’ to 84’, and sidewalk widths vary from 4.5’ - 7’ on either side of the road. Commercial Core Figure 2.3 Roosevelt Elementary Roadway Cross-Section Moving east to the Roosevelt Elementary area (State St to 900 East), the roadway widths shrink to 51’-58’ and reduce to 5 lanes. Sidewalks are present on both sides, and widths are less variable when compared to the Commercial Core (4.5’ to Roosevelt Elementary As a general rule, a city right-of-way (ROW) is an easement for public travel. The right-of-way easement generally extends beyond the improved roadway and includes sidewalks, if any, and parking strips. Right-of-way and cross section widths were measured using Google Earth and may differ in the field. Conditions are variable along the 3300 South corridor. Right-of- way widths vary from 60’ to 169’ in certain locations, and lane configuration changes as a result (see Figure 2.2 to 2.6). Off-road conditions such as presence of sidewalks, sidewalk widths and park strips also change along the corridor. These varying conditions contribute to the lack of uniformity on 3300 South negatively affecting the experience of drivers and pedestrians alike. ---PAGE BREAK--- 8 Roadway widths are maintained along the Wasatch Lawn area (Highland Dr to 2300 East) measuring between 50’-60’ with 5 lanes. There no longer are park strips on the north side of the road. Wasatch Lawn The Canyon Rim area (2300 East to I-215) has 4 lanes between 2300 E and 2700 E. East of 2700 East, the roadway expands to 7 lanes and up to 80’ pavement width. Sidewalks vary from non-existent to 4’ wide. Figure 2.6 Canyon Rim Roadway Cross-Section Canyon Rim E X I S T I N G R I G H T- O F - W AY & R O A D W AY C O N F I G U R AT I O N S Along the Millcreek City Center area (900 East to Highland Dr), the roadway widens to up to 60’, but it maintains the 5-lane configuration. Sidewalks are separated from the road with planted park strips. Figure 2.4 Millcreek City Center Roadway Cross-Section Millcreek City Center Figure 2.5 Wasatch Lawn Roadway Cross-Section ---PAGE BREAK--- 9 P R E V I O U S P L A N S Wasatch Choice 2050 (WC2050) is a process led by the WFRC with cities, counties, community organizations, transportation partners, businesses, the public, and others help to create and implement future transportation and land use solutions that are locally-significant but also have regional importance. This process helps to inform WFRC’s Regional Transportation Plan (RTP), which is a long-range blueprint setting forth the 31-year strategy for regional transportation investments for all modes of transportation. The RTP details a Bus Rapid Transit (BRT) on Phase 2 (2031- 2040), a roadway expansion project from Highland Dr. to I-215 West, and two regionally-significant town centers along 3300 South. For more information about the study visit: vision-plans/regional-transportation-plan/2019-2050- regional-transportation-plan/ The Mid-Valley Active Transportation Plan (ATP) brought together six municipalities (Cottonwood Heights, Holladay, Midvale, Millcreek, Murray and Taylorsville) to plan for a backbone active transportation (AT) network connecting these cities and the greater Salt Lake County. This plan recommends a Parallel Bike Path on 3300 South from I-215 to 700 E. Several other AT connections are recommended on perpendicular streets to increase connectivity. These include bike lanes or buffered bike lanes on 2700 E, 2300 E, 2000 E, Highland Dr., 1300 E, 1100 E and 900 E. For more information about the study visit: midvalleyatp.com WASATCH CHOICE 2050 AND REGIONAL TRANSPORTATION PLAN MID-VALLEY ACTIVE TRANSPORTATION PLAN ---PAGE BREAK--- 10 P R E V I O U S P L A N S LOCAL LINK STUDY Salt Lake City, South Salt Lake, Millcreek and City of Holladay teamed to learn about travel patterns and develop innovative, multi-modal options for more convenient, connected trips in Sugar House, along 1300 S and Highland Dr. between 2100 S and Murray Holladay Rd. This study analyzed transit options along 1300 E and Highland Dr. which connect to 3300 South. As of March 2022, the preferred local alternative was still being developed by the project team. Public outreach during this project identified the need for better transit options along 1300 E, Highland Dr. or both roads, with the second highest rated destination being Brickyard Shopping Center on 3300 South. Another high- rated destination was Millcreek City Center which is planned along 3300 South between Highland Dr. and 1300 E. For more information about the study visit: LIFE ON STATE The Life on State Implementation Plan, signed in 2018, details clear, actionable strategies that promote economic development, improve transportation options, and address specific safety measures along the five mile stretch between North Temple and 3300 South. The plan outlines recommendations for improving bicycle, pedestrian and transit infrastructure along State Street, all of which would connect to 3300 South. It also details strategies to making State Street a more lively and attractive place via land use and economic strategies which can have an impact on the vehicle, pedestrian, and bicycle flow on 3300 South. For more information about the study visit: ---PAGE BREAK--- 11 MILLCREEK TRANSPORTATION MASTER PLAN The 2018 Millcreek TMP contains goals, objectives, policy guidance, and an overview of the transportation strategies Millcreek intends to accomplish by 2040. It identifies a high- priority sidewalk connection between 2300 E and 2700 E on 3300 South. It identifies 3300 South as a principal arterial and does not propose any functional class changes to the road. For more information about the study visit: millcreek.us/DocumentCenter/View/962/Millcreek_ TMP_2018_FINAL SOUTH SALT LAKE STRATEGIC MOBILITY PLAN This South Salt Lake Strategic Mobility Plan is a citywide plan that provides goals and strategies focused on making it easier for residents and visitors to travel to, through, and from the city. The plan guides transportation policies and investments for the next 10 years and provides a framework of catalytic projects to jump start mobility investments. The plan recommends a series of projects along 3300 South, including pedestrian crossing improvements on I-15, midblock between 300 E and West Temple (at TRAX crossing), State Street and I-215. It also recommends an improved bike crossing on West Temple. For more information about the study visit: uploads/SSL_MOBILITY_PLAN_FINAL_DRAFT_Ap.pdf WALK MILLCREEK Walk Millcreek offers strategies to build sidewalks as well as an ongoing program to plan, build, and maintain all pedestrian infrastructure. It identifies 3300 South as a regional connector and recommends sidewalks on both sides, along with landscaping and other amenities. ---PAGE BREAK--- 12 V ASKED WE THE PUBLIC The project team crafted a public survey to gather feedback about 3300 South. The survey included 10 questions that assessed several different aspects of the corridor. Including: • Most used modes of transportation • Safety and comfort • Main destinations • Barriers to walking, biking, and driving safely • Possible improvements The survey was broadcasted via the cities social media platforms and websites, stakeholder outreach, and the project website (www.3300south.com). Survey answers are placed throughout this document on each relevant chapter. 250 respondents What are the main PROBLEMS on 3300 South? CONGESTION UNSAFE NO SIDEWALKS NO BICYCLE FACILITIES NO XX INCON- SISTENT HARD TO ACCESS BUSINESSES OBSTRUCTION BY UTILITIES UNPLEASANT ---PAGE BREAK--- 13 VISION & GOALS 03 ---PAGE BREAK--- 14 The project’s Vision and Goals were determined by the project team and stakeholders as seen below. A Vision and Goals Workshop was held in May 2021 (Figure 3.1) with the intention of defining the context, establishing a unified vision, and developing goals for the corridor (see Chapter To define the context the project team reviewed existing conditions for bus service, bike and pedestrian use, safety, land use, and environmental constraints. The team also reviewed existing configurations and ROW widths (Figures 2.3-2.7) to determine space available for improvements. V I S I O N & G O A L S W O R K S H O P PROJECT TEAM STAKEHOLDERS Consultant Team Avenue Consultants MTHN Architects Nelson Nyagard City of Millcreek City of South Salt Lake Wasatch Front Regional Council (WFRC) Utah Department of Transportation (UDOT) Utah Transit Authority (UTA) Salt Lake County Major Local Business Owners & Active Residents Figure 3.1 Group of stakeholders during the 3300 South Vision & Goals Workshop ---PAGE BREAK--- 15 V I S I O N & G O A L S P R O C E S S During the workshop, attendees were asked a series of questions via an interactive poll to help determine key action and descriptive words related to the current and future states of 3300 South, as well as to help determine target users. Attendees were able to submit answers on their phones and word clouds were automatically generated from the answer pool. In these clouds, the larger the word the higher the number of times it was submitted by the attendees. You can see the poll questions and answers below. Figure 3.2 Interactive poll word clouds generated during the Vision & Goals Workshop ---PAGE BREAK--- 16 V I S I O N & G O A L S P R O C E S S After the brainstorming exercise that generated word clouds (Figure 3.2), the consultant team compiled a few options using words and concepts identified. These statements were then brought up to the Vision & Goals Workshop attendees for voting. As seen on Figure 3.3, Option D was the most popular vision statement. Following the selection, stakeholders requested that more language be added to the Vision Statement to ensure it encompasses all users. Which Visiton Statement do you prefer? Working together to fund a welcoming corridor for everyone Collaborating for a safe multi-modal experience Building an attractive and inviting 3300 South Connecting people and places with a comfortable corridor A B D 29% C 13% 58% Figure 3.3 Vision Statement poll. Vision statements were generated using ideas gathered via the brainstorm exercise The final Vision Statement can be found on Figure 3.4. In addition to the Vision Statement, six specific goals were generated from key ideas and values voiced during the meeting (Figure 3.4). The goals served to guide the project team during the existing conditions analysis and filter through ideas and concepts. ---PAGE BREAK--- 17 Figure 3.4 Final Vision & Goals for the 3300 South Corridor Study S T U D Y V I S I O N & G O A L S ---PAGE BREAK--- 18 The following Chapters take a deep dive on each goal, detailing existing conditions and concepts related to each one. In these chapters you will find: D O C U M E N T S T R U C T U R E Goal 1: Collaborative Project Meetings Website Brainstormed Ideas Goal 2: Multi-modal Traffic Transit Active Transportation Goal 4: Welcoming Pavement Condition Pedestrian Experience Goal 5: Connected Zoning and Land Use Bicycle and Pedestrian Connectivity Goal 3: Safe Vehicle Crashes Bicycle and Pedestrian Crashes Utility Poles Goal 6: Feasible Existing Right-of-Way Environmental Constraints ---PAGE BREAK--- 19 goal 1 COLLABORATIVE ---PAGE BREAK--- 20 C O L L A B O R AT I O N P L A N Project Website & Survey Online Project Team Meetings Visioning Workshop Brainstorming Workshop P R O J E C T W E B S I T E & S U R V E Y At the beginning of the study, a project website was launched to host study information, including existing conditions, workshop slides, and project schedule. Regular updates were made throughout the duration of the project. An online survey was prepared to gather feedback from the greater public. It reached over 200 Millcreek and South Salt Lake residents and assessed various aspects of the corridor (See page 12). Solutions Selection Workshop Figure G1.1 Snippet of the project website (www.3300south.com) Solutions Evaluation Workshop This corridor study utilized a variety of outreach methods to establish collaboration between multiple jurisdictions, communities, and funding representatives. These included: ---PAGE BREAK--- 21 V I S I O N I N G W O R K S H O P As described on Chapter 3 - Vision & Goals, a Vision and Goals Workshop was held in May 2021 with the intention of defining the context, establishing a unified vision, and developing goals for the corridor. The project’s Vision & Goals can be found on Figure 3,4. The goals served to guide the project team during the existing conditions analyses and filter through ideas and concepts. O N L I N E P R O J E C T T E A M M E E T I N G S The Project Team (see page 14) met regularly to exchange ideas, provide feedback and assess the timely continuation of the project. At these meetings, the various project workshops were brainstormed and planned, as well as timing of outreach efforts. B R A I N S T O R M I N G W O R K S H O P The Brainstorming Workshop was held in July 2021 and it brought together the project team and the greater stakeholder group for an interactive and creative exercise. Several representatives of the stakeholder groups listed on page 14 joined the process and offered their ideas and feedback while imagining a new 3300 South. The brainstorming process went as follows: • 5 unique road segments were identified along the corridor (Figure 2.2); • Aerial photographs were printed for each unique segment to represent existing conditions • Blocks and Legos representing roadway elements were provided to imagine new cross-sections for 3300 South (Figure G1.2). Figure G1.2 Stakeholders collaborate during the Brainstorming Workshop held in July 2021 ---PAGE BREAK--- 22 Several themes were identified for each section of the corridor (Figure G1.4). The project team recorded up to 8 cross-section alternatives for each corridor section, and narrowed down to the three most prominent ones. Stakeholder then voted on their favorite aspects of each theme. Sample cross-sections produced after the brainstorming exercise for the Commercial Core are depicted on the left (Figure G1.3). This exercise was repeated for all the 5 segments throughout the corridor. With the information gathered at this meeting, the project team performed further analysis, including environmental feasibility (See G6) and screening exercise utilizing the vision and goals as criteria. Commercial Core Option 1 Commercial Core Option 2 Commercial Core Option 3 Figure G1.3 (Right)Example cross-sections that emerged from the Brainstorm Workshop. They include focus on transit, bicycle, and pedestrian infrastructure Figure G1.4 (Left)Selected cross-sections that represented most important themes captured during the Lego Brainstorming Workshop. This example is specific to the Commercial Core segment. Options were generated for all 5 segments along the corridor S O L U T I O N S S E L E C T I O N W O R K S H O P ---PAGE BREAK--- 23 ---PAGE BREAK--- 24 S O L U T I O N S E VA L U AT I O N W O R K S H O P The Solutions Selection Workshop was held in September 2021 and included the project team and stakeholder group. This online meeting detailed the previous brainstorming and sample cross-section selection process, as well as, public survey results, transit considerations and environmental analysis (See G6). Ultimately, three main themes were identified throughout all segments: Transit (Business & Transit Lane) This option includes Business & Transit Lanes (BAT) which are reserved lanes that help move bus riders more efficiently while maintaining access to businesses and residences. North side Cycle Track This option proposed an above curb cycle track on the north side of the road. A raised cycle track is vertically separated from motor vehicle traffic and it is designed for bicyclist usage only. As a results, it is usually adjacent to the sidewalk. North side Trail This option included a Shared Use Path, or trail, on the north side of 3300 South. This facility is located above curb and is further separated from the road by park strips. It supports both biking and walking in each direction. These are generally made of asphalt. Transit (BAT) 62% 23% 15% North side Trail North side Cycle Track Figure G1.5 Results of the stakeholder poll regarding the main themes identified for the 3300 South corridor Stakeholders were polled on their favorite theme to carry cross-sections to final recommendations and concept design. Most participants chose the option depicting a north side trail or shared use path. Moving forward, there will need to be a continued commitment from all parties to see planned solutions for the corridor come to fruition. ---PAGE BREAK--- 25 ASKED WE THE PUBLIC How OFTEN do you travel on 3300 South? DAILY (73%) WEEKLY (24%) EVERY FEW MONTHS ---PAGE BREAK--- 26 goal 2 MULTI-MODAL ---PAGE BREAK--- 27 V E H I C L E T R A F F I C Figure G2.1 2019 Annual Average Daily Traffic Volume Commercial Commercial Core Core Roosevelt Elementary Roosevelt Elementary Millcreek City Millcreek City Center Center Wasatch Lawn Wasatch Lawn Canyon Rim Canyon Rim Existing daily traffic volumes were obtained from UDOT’s Traffic on Utah Highways dataset (Figure G2.1). These published traffic volumes were used in the planning process to identify existing vehicular traffic demand on the corridor. Data represents the typical two-way daily traffic volume for a specific section of corridor. The existing annual average daily traffic volume (AADT) along 3300 South are shown in Figure 2.11. These volumes range from 16,000 vehicle per day (vpd) on the segment from Highland Drive to 2000 East to 53,000 vpd between I-15 and 300 West. Ultimately, these daily traffic volumes were used determine the required number of travel lanes to accommodate vehicle traffic on the 3300 South corridor. O N E C O R R I D O R , M A N Y M O D E S Different transportation modes share space along 3300 South. The current goal strives to ensure that all of these can safely coexist in the corridor: Walking Biking Driving Transit L ---PAGE BREAK--- 28 T R A N S I T 15 Min. Service • Red & Blue TRAX • 33, 200, 205, 209, 220, 35M 30+ Min. Service • 213, 223, 228, 307, 320 Figure G2.2 Transit Connections on 3300 South Figure G2.3 The 33 Bus running eastbound on 3300 South. The corridor is served by several transit options, including light- rail and bus, providing 15 - 30 minute headways (Figure G2.2). Bus routes 33 and 35M run east-west along 3300 South and several other bus routes, as well as the Red and Blue TRAX lines cross the corridor. The Millcreek Station is the most heavily used along 3300 South and provides transfer for both the Red and Blue light-rail TRAX lines, as well as the 33 and 35M bus routes. Commercial Commercial Core Core Roosevelt Elementary Roosevelt Elementary Millcreek City Millcreek City Center Center Wasatch Lawn Wasatch Lawn Canyon Rim Canyon Rim ---PAGE BREAK--- 29 Transit may use limited space more efficiently , allowing more people to travel the corridor. The following figure compares a typical roadway with one with higher dedication to transit. Transit priority projects can benefit the entire transportation system. A bus-only lane in downtown saves the bus time and keeps it running on schedule When transit runs on time, the bus saves time along the entire route. As transit travel times become more competitive with driving, more people take the bus, relieving traffic congestion all over the city! Figure G2.4 Bus vs. vehicle capacity T R A N S I T ---PAGE BREAK--- 30 200 200 800 800 650 650 T R A N S I T Figure G2.6 Person Throughput on 3300 South with BAT Lane at Current Frequency 400 800 800 400 Figure G2.5 Queue Jumping Roadway People on buses Figure G2.7 Person Throughput on 3300 South without Transit Prioritization People in cars Curb lanes, or outside lanes, are less efficient at carrying traffic. Buses increase person movement capacity even without transit priority. However, without investment, transit lanes can decrease person throughput. The project team analyzed the possibility of BAT lanes, which would still handle turning traffic, using the current frequency of bus 33. Figure G2.5 shows an example of how queue jumping would be designed to accommodate BAT lanes. Person throughput with and without transit priority are shown in Figures G2.6 and G2.7. Analysis results indicate that without increased service, person throughput would be higher without prioritizing transit. ---PAGE BREAK--- 31 B I K I N G Figure G2.8 Bicyclist usage of 3300 South Annually, StreetLight Data Commercial Commercial Core Core Roosevelt Elementary Roosevelt Elementary Millcreek City Millcreek City Center Center Wasatch Lawn Wasatch Lawn Canyon Rim Canyon Rim A safe active transportation network is necessary in creating a wel- come, multi-modal corridor. The current study analyzed StreetLight Datasets which are currently derived from two types of locational “Big Data”: navigation-GPS data and Location-Based Services (LBS) data. According to StreetLight, 3300 South does not experience a high- number of bikers annually (Figure G2.8) when compared to vehicles (Figure G2.1) and pedestrians (Figure G2.10). This could be a result of poor availability of bike friendly options. There are no bike lanes or trails present on the corridor. Some existing sidewalks are in poor condition. Figure G2.9 Bicyclist rides on the sidewalk along 3300 South ---PAGE BREAK--- 32 W A L K I N G Figure G2.11 An unsafe sidewalk that is level with the roadway on 3300 South Figure G2.10 Pedestrian usage of 3300 South Annually, StreetLight Data The existing pedestrian network on 3300 South could be improved to better accommodate pedestrians, particularly those that use mobility aids. There are no access to trails from 3300 South and sidewalks are inconsistent in availability and condition. According to StreetLight data, the western portion of the corridor is heavily trafficked by pedestrians (Figure G2.10). The TRAX station is located at approximately 200 West, providing opportunity for pedestrians to connect to other destinations by TRAX and bus. Commercial Commercial Core Core Roosevelt Elementary Roosevelt Elementary Millcreek City Millcreek City Center Center Wasatch Lawn Wasatch Lawn Canyon Rim Canyon Rim ---PAGE BREAK--- 33 ASKED WE THE PUBLIC What MODES do you use to travel on 3300 South? WALK (28%) CAR (51%) BIKE (13%) TRANSIT OTHER ---PAGE BREAK--- 34SAFE goal 3 ---PAGE BREAK--- 35 Crash data was collected for the last five years from January 1, 2016 through December 31, 2020. This period was selected because it provides adequate data for establishing recent crash trends reflective of geometrical changes to the corridor. During this period there were 1,577 reported crashes on 3300 South, 580 on cross-streets at intersections. Figure G3.1 illustrates the location of these crashes. Figures G3.2 and G3.3 summarize the number of crashes by manner of collision. V E H I C L E C R A S H E S Figure G3.1 Manner of Collision from 2016 - 2020 Commercial Commercial Core Core Roosevelt Elementary Roosevelt Elementary Millcreek City Millcreek City Center Center Wasatch Lawn Wasatch Lawn Canyon Rim Canyon Rim total crashes between 2016-2020 580 crashes occurred at intersections 1,577 ---PAGE BREAK--- 36 Manner of Collision Overall, angle crashes are the most common manner of collision on 3300 South representing 37% of all crashes. Only the Commercial Core segment (I-15 to State Street) has front-to-rear crashes as the most common manner of collision. Through this segment front-to- rear crashes account for 42% of all crashes while angle crashes are only 30%. Front-to-rear crashes are generally associated with congestion which is consistent with this segment experiencing the highest traffic volumes on the corridor. Figure G3.2 Number of Crashes by Manner of Collision Figure G3.3 Corridor Manner of Collision ---PAGE BREAK--- 37 Figure G3.4 Corridor and Cross-Street Crash Severity Figure G3.5 Crashes by Severity Commercial Commercial Core Core Roosevelt Elementary Roosevelt Elementary Millcreek City Millcreek City Center Center Wasatch Lawn Wasatch Lawn Canyon Rim Canyon Rim Crash Severity Figure G3.4 illustrates the location of serious injury and fatal crashes on 3300 South. These crashes are mostly found west of Highland Dr where all but one fatal crash are located. west of Highland Dr. Three fatal crashes took place between I-15 and State Street. Sixty-five percent of crashes occurred on intersections. Seventy percent of the crashes on the 3300 South and cross-street intersections had no reported injuries. There were 29 suspected serious injury crashes and seven fatal crashes as illustrated in Figure G3.5. Of the fatal crashes, four were pedestrian involved crashes, two angle crashes, and one single vehicle crash with a utility pole. ---PAGE BREAK--- 38 P E D E S T R I A N C R A S H E S Figure G3.6 Pedestrian Crashes from 2016 - 2020 Figure G3.7 A mid-block crosswalk on 3300 South. Commercial Commercial Core Core Roosevelt Elementary Roosevelt Elementary Millcreek City Millcreek City Center Center Wasatch Lawn Wasatch Lawn Canyon Rim Canyon Rim Pedestrians and bicyclists are both susceptible to serious or fatal injuries in collisions, as illustrated in Figure G3.6 and Figure G3.7. Pedestrian fatalities represent 57% of all fatalities on the corridor intersections. All these crashes were during night-time hours and three of the four were at traffic signals. Dark lighting conditions and crossings at signals indicate potential for illumination improvements to be considered along the corridor. UDOT recognizes the dangers to pedestrians on 3300 South, especially at night. UDOT has assessed potential lighting improvements on 700 East and 900 East and will also do so between the TRAX station and State Street. These are areas where pedestrians experience more crashes and fatalities have occurred. ---PAGE BREAK--- 39 B I C YC L E C R A S H E S Figure G3.8 A biker riding on a segment of 3300 South without a proper bicycle facility. Commercial Commercial Core Core Roosevelt Elementary Roosevelt Elementary Millcreek City Millcreek City Center Center Wasatch Lawn Wasatch Lawn Canyon Rim Canyon Rim Figure G3.9 Bike Crashes from 2016 - 2020 Figure G3.8 summarizes the location of serious injury bicycle crashes. There were two serious injury bicycle crashes and no fatalities. However, as illustrated below there are hot spots generally located on cross-streets with high bicycle activity. These include the intersections of Main Street, 300 East, 900 East, and 2300 East. However, there is a cluster on 3300 South between 800 East and 1200 East. ---PAGE BREAK--- 40 U T I L I T Y P O L E S I N R I G H T- O F - W AY There are a total of 132 utility poles located along the study area (Figure G3.10). Of these, 36 are located in the roadway, and 96 within or adjacent to the sidewalk. Poles located within the road represent a safety hazard for motorists. The American Association of State Highway and Transportation Officials (AASHTO) recommends a clear zone of 7-feet between the edge of the road and placement of obstructions. Utility poles that encroach on sidewalks worsen the walking experience for pedestrians, especially those that utilize mobility devices. Commercial Commercial Core Core Roosevelt Elementary Roosevelt Elementary Millcreek City Millcreek City Center Center Wasatch Lawn Wasatch Lawn Canyon Rim Canyon Rim Figure G3.10 Utility poles on 3300 South Figure G3.11 Utility pole located adjacent to the sidewalk on 3300 South. ---PAGE BREAK--- 41 Stakeholders and the public made it clear: safety is a priority along 3300 South! Reducing crashes, removing obstructions, and protecting bicyclists and pedestrians are key components of this study. All cross-sections analyzed during the plan addressed safety as a prime concern. As an example, on the right are the three options considered for Wasatch Lawn (Figure G3.12). Each of those improve safety by making space for a safe, comfortable place for pedestrians, creating sidewalks and walking facilities which don’t exist today. Bicycle facilities are also recommended varying from trail to buffered bike lanes or above curb cycle track. All options also include medians (appropriate for each segment), which reduce vehicle conflict and crashes. Medians accomplish this by preventing left turns in and out of the most problematic driveways and roadway segments. Medians also help to reduce speed related crashes and can help address speed concerns, like night-time street racing, by narrowing pavement surface and preventing head-on collisions. Lastly, power poles are removed from pavement and sidewalk, increasing safety overall. S A F E T Y A S A P R I O R I T Y Wasatch Lawn Option 1 Wasatch Lawn Option 2 Wasatch Lawn Option 3 Figure G3.12 (Right) Cross-section options considered for the Wasatch Lawn segment ---PAGE BREAK--- 42 ASKED WE THE PUBLIC What INTERSECTION do you feel is the most problematic? What is the problem here? Response Concentration • Drivers run red lights, don’t see pedestrians, and speed. • Poor turn lanes. • Residential properties are located very close to the road with no buffer. • Utility poles and lack of sidewalks • Difficult to cross and dangerous to pedestrians. • Too much development! Aesthetically unattractive and always congested. • Left turns difficult for cars. • Turning west or into businesses is difficult, especially when congested • The TRAX crossing and traffic signal are not coordinated and cause congestion near the freeway entrance. • Biking and walking feels unsafe. Drivers don’t look out for non- vehicular traffic. • Sidewalk too close to street. • Poor road quality ---PAGE BREAK--- 43 WELCOMING goal 4 ---PAGE BREAK--- 44 Figure G4.2 Utility pole within the roadway on 3300 South. D R I V E R E X P E R I E N C E Figure G4.1 Pavement conditions along 3300 South Commercial Commercial Core Core Roosevelt Elementary Roosevelt Elementary Millcreek City Millcreek City Center Center Wasatch Lawn Wasatch Lawn Canyon Rim Canyon Rim According to the FHWA, The International Roughness Index (IRI) is one of the most widely used measures of pavement smoothness or ride quality. Pavements with an IRI rating of less than 170 are considered to have an acceptable ride quality, while those with an IRI of less than 95 can be considered to have a good or very good ride quality. The IRI data below reflects 2018 pavement quality with a few updates of recent pavement work. About 28% of the corridor has a score of 170 or higher. Recent pavement work has brought 26% of the corridor to good conditions. Improved pavement conditions improve safety and provides a more pleasant driving experience. ---PAGE BREAK--- 45 P E D E S T R I A N E X P E R I E N C E The current pedestrian experience lacks comfort, safety, and interest. Building setback zones identify the distance to the building front. A shallow setback offers pedestrians a human-scale experience as they walk along the sidewalk. It also allows businesses to provide space for activity. A larger setback offers space for parking and has potential for more pedestrian design upon redevelopment. Between the building front to the back of curb is the pedestrian realm consisting of three different zones. These zones include: • ACTIVITY ZONE: this zone is meant for businesses to use for purposes such as on-street dining and shopping. With these activities there should be high visibility and transparency into the storefronts. • CIRCULATION ZONE: this section of the pedestrian realm offers an area for pedestrians to easily get from point A to point B and encourages more people to take trips by foot. • AMENITY ZONE: this zone is intended to have an abundance of trees, benches, public art, trash bins, lighting, and other street furniture which make using these spaces more welcoming. Figure G4.3 Zones for optimum pedestrian experience. ---PAGE BREAK--- 46 Landscape and placemaking amenities along 3300 South will make the journey as desirable as the destinations and tells the community’s stories. Human experience elements include placemaking, hardscapes, and landscapes. These elements were analyzed through individual goals to help guide corridor recommendations that would suit all traveler types: Placemaking Augment 3300 South streetscape through updated landscape and hardscape that recognize the neighborhood’s history and accommodate growth and active transportation. In key locations, provide unique pedestrian-oriented wayfinding and amenities that enrich community identity. Hardscape Provide consistent hardscape surfaces for all users of Millcreek and South Salt Lake, improve circulation, transportation choice, and promote pedestrian activity. Landscape Preserve and improve tree canopy coverage by protecting existing trees and planting more. Remove existing sod and enhance existing and new landscape areas with a waterwise selection of native grasses and perennials and increasing opportunities for stormwater to sink into the landscape. P E D E S T R I A N E X P E R I E N C E Figure G4.4 The pedestrian experience lacks safety, comfort, and character along 3300 South ---PAGE BREAK--- 47 Figure G4.5 Concept Design for Millcreek City Center PLACEMAKING ZONE HARDSCAPE ZONE LANDSCAPE ZONE ---PAGE BREAK--- 48 Riding a bike on 3300 South is a dangerous and uncomfortable endeavor. As mentioned in G2, there is currently no bike infrastructure along the corridor and several crashes have been reported over the years. B I C YC L I S T E X P E R I E N C E Bicyclists benefit from infrastructure used by drivers and pedestrians. This includes smooth pavement conditions, safe crossings, above curb facilities and access to destinations. In order words: in addition to designating bike-only or shared-use infrastructure, enhancing vehicle and pedestrian amenities, as previously detailed, will also lead to an improved biking experience. Figure G4.6 Concept Design for Millcreek TRAX station located in South Salt Lake. Includes bicycle amenities such as trail, or shared use path, wayfinding and bike parking ---PAGE BREAK--- 49 Every transit rider utilizes other modes before and after riding the bus or TRAX. They can arrive at the station by walking, biking or driving a vehicle. This gap between destination and transit is often called First/Last Mile. Having comfortable and safe First/Last Mile infrastructure encourages people to ride transit. This means that enhancing driver, pedestrian and bicyclists experiences will undoubtedly benefit and encourage transit riders. Some additional amenities, however are needed to complete the transit rider experience. This includes sheltered bus stops with seating, accessibility features, lighting, trash cans, and wayfinding. Other amenities like bike racks, safe sidewalks, and biking facilities will encourage users to take active transportation to transit which promotes physical activity and reduces traffic along the corridor. T R A N S I T R I D E R E X P E R I E N C E Figure G4.7 Concept design for a sheltered bus stop along 3300 South. It includes amenities such as seating, wayfinding, trash can and bike racks ---PAGE BREAK--- 50 ASKED WE THE PUBLIC What IMPROVEMENTS would increase your use of 3300 South? Sidewalks Increased Transit Service Additional Travel Lanes Bike Lanes Landscaping Pedestrian Signals/Crossings Curb Ramps Lighting ---PAGE BREAK--- 51 CONNECTED goal 5 ---PAGE BREAK--- 52 Z O N I N G & L A N D U S E The land use map in Figure 2.3 highlights the more specific way parcels are used today whereas zoning shows a broader picture of planned use and development. The corridor currently offers a mix of commercial properties, healthcare providers, educational resources, and housing. Public resources are made up of the Wasatch Lawn Memorial Park and Services between Highland Drive and 2000 East and Terminal Reservoir just East of I-215. These resources serve the public but do not provide recreation opportunities. Figure G5.1 Commercial properties along the corridor In order to foster connectivity along 3300 South, it is essential to understand zoning and land use patterns within the area. Transportation is a daily requirement for most of the public as people require employment, education, shopping, healthcare, and recreation. Zoning and land use patterns must function with the transportation system to support a high quality of life and promote economic development along 3300 South. South Salt Lake and Millcreek classify zoning differently, so categories were consolidated into ten types indicated in Figure G5.2. The 3300 South corridor is zoned mostly as residential and commercial, which includes transit-oriented development (TOD) and mixed-uses. South Salt Lake has identified a potential redevelopment area surrounding the intersection at Finlay Dr. and 3300 South. This area is planned for mixed use and TOD. The corridor features little historic or landmark zoning. There are no public recreation areas or trails zoned along the corridor. ---PAGE BREAK--- 53 Figure G5.2 Current Zoning Commercial Commercial Core Core Roosevelt Elementary Roosevelt Elementary Millcreek City Millcreek City Center Center Wasatch Lawn Wasatch Lawn Canyon Rim Canyon Rim Figure G5.3 Current Land Use Commercial Commercial Core Core Roosevelt Elementary Roosevelt Elementary Millcreek City Millcreek City Center Center Wasatch Lawn Wasatch Lawn Canyon Rim Canyon Rim ---PAGE BREAK--- 54 K E Y D E S T I N AT I O N S As seen on Figures G5.3 andG5.2, much of this corridor is commercial with shopping and restaurants as key destinations for many traveling on 3300 South. There are other key destinations that aren’t commercial, including: Millcreek TRAX Station, Millcreek City Center, Millcreek City Hall, schools, places of worship, Smith Library, health care facilities, and more. These are shown below on Figure G5.4. Establishing mutil-modal connections to these destinations is a crucial component of this study. Figure G5.4 Key Destinations along 3300 South Figure G5.5 Rendering of the new Millcreek City Center which is currently under construction. ---PAGE BREAK--- 55 During this study, various corridor improvement options were evaluated. With most team members preferring an alternative that includes a trail (see page 24), or shared use path, it became clear that the project team would have to choose one side of the road to propose this facility. After much consideration, it was decided that the north side would be the best option. Why is that? The north side of 3300 South is home to several key destinations, with the most prominent being the Millcreek TRAX Station, Brickyard Plaza and the Millcreek City Center. Providing a bicycle and pedestrian facility on the north side will greatly increase safety and connectivity to these destinations. This is specially important between I-15 and State Street where the Millcreek TRAX Station is located. That stretch experiences a high number of pedestrians daily (Figure G2.10) and has had several bicycle and pedestrians crashes reported over the years (Figures G3.6 and G3.9). Millcreek City Center Option 1 Millcreek City Center Option 2 Figure G5.6 (Right) Cross-section options considered for the Millcreek City Center. Most stakeholders preferred Options 1 and 2 which has a trail, or shared use path, located on the north side of 3300 South P I C K A S I D E Millcreek City Center Option 3 ---PAGE BREAK--- 56 ASKED WE THE PUBLIC What DESTINATIONS do you go to on 3300 South? HOME (22%) OTHER SHOPPING (24%) DINNING (14%) FREEWAY (13%) WORK (11%) RECREATION (10%) ---PAGE BREAK--- 57 FEASIBLE goal 6 ---PAGE BREAK--- 58 A S S E S S I N G F E A S I B I L I T Y The feasibility of different recommendations for 3300 South is associated with the right-of-way impacts that each option may cause. Right-of-way (ROW) impacts occur due to widening which impacts parcels and requires the relocation of existing infrastructure (i.e. utility poles). Usually, the larger the impacts, the more complex is the environmental process required for project continuation, and the higher the costs associated to planning, parcel acquisition, and construction. At this point, the corridor analysis is too broad to estimate costs, but potential impacts were analyzed as a determinant of cost. To illustrate each option considered, Figure G6.1 represents the cross- sections alternatives for the Canyon Rim segment of 3300 South. Canyon Rim Option 1 Canyon Rim Option 2 Canyon Rim Option 3 Figure G6.1 (Right) Cross-section options considered for the Canyon Rim segment ---PAGE BREAK--- 59 Figure G6.2 Right-of-way Widths along 3300 South E X I S T I N G R I G H T- O F - W AY The ROW width along 3300 South is variable. Existing ROW for the majority of the corridor measures between 60 - 90 feet and widens up to 169 feet at the I-15 and I-215 freeway entrances (Figure G6.1). On pages 7 and 8, cross-sections represent the different segments of the 3300 South Corridor as they exist today. Depending on the option, different areas will need to be widened to accommodate an extra lane, as well as bike and pedestrian infrastructure. Commercial Commercial Core Core Roosevelt Elementary Roosevelt Elementary Millcreek City Millcreek City Center Center Wasatch Lawn Wasatch Lawn Canyon Rim Canyon Rim ---PAGE BREAK--- 60 Delay: 0 < 10 seconds/vehicle No wait longer than one signal indication Delay: 10 - 20 seconds/vehicle Rare occasion to wait through more than one signal indication Delay: 55 - 80 seconds/vehicle Very long queues may create delay Delay: 35 - 55 seconds/vehicle Waits are still tolerable, occur without excessive backups Delay: 20 - 35 seconds/vehicle Occasional backup may develop & intermittent vehicle wait for more than one signal indication Delay: > 80 seconds/vehicle Backups create ‘gridlock’ condition Figure G6.3 2050 LOS - 5 Lanes and 7 Lanes T R A F F I C I M PA C T S Currently, the Canyon Rim segment of the corridor is divided into portions of 4 and 7 lanes. To maintain consistency, all segments across the corridor, except the Commercial Core, are proposed to be 5 lanes. As seen on Figure G2.1, the average daily traffic volume (AADT) for Canyon Rim is similar to other narrower portions of the corridor which makes a case to reducing it from 7 to 5 lanes. Commercial Commercial Core Core Roosevelt Elementary Roosevelt Elementary Millcreek City Millcreek City Center Center Wasatch Lawn Wasatch Lawn Canyon Rim Canyon Rim 2050 Build Scenario Commercial Commercial Core Core Roosevelt Elementary Roosevelt Elementary Millcreek City Millcreek City Center Center Wasatch Lawn Wasatch Lawn Canyon Rim Canyon Rim 2050 No Build Scenario The analysis below looks at Levels of Service (LOS) for certain intersections across the corridor for 2050 under No Build (present conditions) and Build (5-lanes except for Commercial Core) conditions. LOS is defined in terms of the average total vehicle delay of all movements through an intersection, ratings from A-D are considered adequate, while E-F are not ideal. The analysis below shows that LOS will not be affected by reducing lanes in that portion of the corridor. 7 Lanes 4 Lanes 5 Lanes 7 Lanes 10 10 Lanes Lanes 5 Lanes 5 Lanes 7 Lanes 10 10 Lanes Lanes ---PAGE BREAK--- 61 E N V I R O N M E N TA L C O N S T R A I N T S This section and figure identify constraints which may cause impediments to construction. These include in-period parcels (parcels with structures built at least 45 years ago), public resources and spaces, and utility poles in sidewalks or the roadway. There are 251 parcels with dated structures and ten public resources and spaces. Utility poles in the sidewalk obstruct pathways for pedestrians and bikers and can limit visibility for drivers. Poles in the road ROW are dispersed throughout the corridor. Poles in the roadway, which present safety concerns with drivers, are found mostly on the east side of 3300 South. Public Resources & Spaces that might be impacted as a result of enhancements on 3300 South: • Smith Library • Roosevelt School • Eastside Preschool • Utah Schools for the Deaf & Blind • Chiron Academy • Evergreen Jr. High • Montessori School of Salt Lake • Fairyland Preschool & Pre-Kinder Care • Wasatch Lawn Memorial Park & Mortuary Services Figure G6.4 Environmental Constraints Commercial Commercial Core Core Roosevelt Elementary Roosevelt Elementary Millcreek City Millcreek City Center Center Wasatch Lawn Wasatch Lawn Canyon Rim Canyon Rim ---PAGE BREAK--- 62 U T I L I T Y I M PA C T S As seen on Figure G3.10, there are a total of 132 utility poles located along the study area (Figure G3.10). Of these, 36 are located in the roadway, and 96 within or adjacent to the sidewalk. Each option explored has the potential to impact a different number of utility poles. The analysis is summarized below (Figure G6.4). P U B L I C R E S O U R C E I M PA C T S Figure G6.5 Utility Pole analyses across different options for 3300 South Figure G6.6 Analysis of public resources impacts across different options for 3300 South Several public resources might also be impacted by enhancing 3300 South. These include, but are not limited to: the Smith Library, the School of the Deaf, Roosevelt Elementary, and Wasatch Lawn Memorial Park and Mortuary. During the study, it was determined that Wasatch Lawn was not to be impacted, so all ROW impacts in front of the cemetery are to occur on the north side of 3300 South. ---PAGE BREAK--- 63 H I S T O R I C A D V E R S E I M PA C T S The project team also analyzed any potential impacts to historic property. For the purposes of this study, historic properties include parcels with buildings that are 45 years old or older. Additional study is needed to determine the integrity of each building and eligibility for listing on the National Register of Historic Places. If a property is not eligible for listing on the national register, it is not considered a historic property warranting protection. Figure G6.7 Analysis of historic property impacts across different options for 3300 South ---PAGE BREAK--- 64 ASKED WE THE PUBLIC What OTHER IMPROVEMENTS would increase your use of 3300 South? • Regulate speed limit and lower design speed • traffic signals • Smooth and level roadway • Widen turn lanes • Pedestrian bridge or tunnel • Beautify the corridor: remove billboards and excessive signage, add shade trees. Increased distance between sidewalks, utility poles, and traffic lanes ---PAGE BREAK--- 65 RECOMMENDATIONS 04 ---PAGE BREAK--- 66 M OV I N G P E O P L E This document detailed a 13-month process of analyzing the corridor, involving stakeholders, and ultimately exploring different options for improving 3300 South. Throughout the study, the corridor was divided in 5 segments for a more locally-focused understanding and analysis (Figure 4.1). However, in order to make the corridor more consistent and coherent, the recommendations on this chapter divide the corridor in 3 segments: • I-15 To State Street: This segment has the highest car, pedestrian and bicycle volumes in the study area. This is due to the proximity to the Millcreek TRAX Station and access to I-15, and as a result needs its own set of recommendations. • State Street to 2700 E: This segment is more coherent across the board in regards to usage, access, and land-use. As a result, the cross-sections share similar recommendations. • 2700 East to I-215: This segment is the main access to I-215 and requires a few differentiators from the previous segment. Option 2 (north side trail) was the preferred recommendation for 3300 South, since it best meets all goals: • Goal 1: Collaboration Option 2 was the preferred option of most stakeholders. • Goal 2: Multi-modal Option 2 offers a north side trail that accommodates pedestrians and bicyclists alike. It also enhances first/last mile connections to transit. • Goal 3: Safe Option 2 protects pedestrians and bicyclists via grade-separation of trail or shared use path. • Goal 4: Welcoming Option 2 offers opportunity for landscaping and other amenities that enhance driver, pedestrian, bicyclist, and transit riders’ experiences. • Goal 5: Connected Option 2 offers connectivity to several destinations along 3300 South, especially those located on the north side of the road such as the Millcreek TRAX Station, Brickyard Plaza, and the Millcreek City Center. • Goal 6: Feasible Option 2 is the least impactful option according to the preliminary feasibility analysis. Figure 4.1 3300 South Corridor Study Area WEST OF STATE WEST OF STATE STREET STREET STATE STREET TO 2700 E STATE STREET TO 2700 E EAST OF 2700 S EAST OF 2700 S ---PAGE BREAK--- 67 I -1 5 T O S TAT E S T R E E T C R O S S - S E C T I O N S Existing Cross-Section Recommended Cross-Section Figure 4.2 Existing Cross-Section on 3300 South between I-15 and State St Figure 4.3 Proposed Cross-Section for 3300 South between I-15 and State St ---PAGE BREAK--- 68 This concept design includes: • Shared Use Path on north side of 3300 South • Sidewalk on both sides • Six Travel Lanes • 11’ interior travel lanes • 12’ exterior travel lanes to accommodate potential future BAT lanes • Center turn lane and medians • New pedestrian signal and crosswalk • Light poles and power poles in park strips (out of road and sidewalks) Figure 4.4 Concept rendering for a pedestrian crossing near the Millcreek TRAX Station Figure 4.5 Concept design for the portion of 3300 South located between I-15 and State Street I -1 5 T O S TAT E S T R E E T C O N C E P T D E S I G N ---PAGE BREAK--- 69 S TAT E S T R E E T T O 2700 E A S T C R O S S - S E C T I O N S Existing Cross-Section Recommended Cross-Section Figure 4.6 Existing Cross-Section on 3300 South between State Street and 2700 East Figure 4.7 Proposed Cross-Section for 3300 South between State Street and 2700 East ---PAGE BREAK--- 70 This concept design includes: • Shared Use Path on north side of 3300 South • Sidewalk on both sides • Four Travel Lanes • 11’ interior travel lanes • 12’ exterior travel lanes to accommodate potential future BAT lanes • Center turn lane • Enhanced bus stops • Light poles and power poles in park strips (out of road and sidewalks) S TAT E S T R E E T T O 2700 E A S T C O N C E P T D E S I G N Figure 4.8 Concept rendering for the Millcreek City Center Figure 4.9 Concept design for the Millcreek City Center ---PAGE BREAK--- 71 2 7 0 0 E A S T T O I -215 C R O S S - S E C T I O N S Existing Cross-Section Figure 4.10 Existing Cross-Section on 3300 South between2700 East and I-215 Figure 4.11 Proposed Cross-Section for 3300 South between 2700 East to I-215 Recommended Cross-Section ---PAGE BREAK--- 72 2 7 0 0 E A S T T O I -215 C O N C E P T D E S I G N This concept design includes: • Shared Use Path on north side of 3300 South • Sidewalk on both sides • Four Travel Lanes • 11’ interior travel lanes • 12’ exterior travel lanes to accommodate potential future BAT lanes • Center turn lane • Roadway shoulders • Enhanced bus stops • Light poles and power poles in park strips (out of road and sidewalks) Figure 4.12 Concept design for the area around 2540 East ---PAGE BREAK--- 73 J AY W A L K I N G P R E V E N T I O N N E A R M I L L C R E E K T R A X S TAT I O N Long-term Solution As seen on Figure G3.6, several pedestrian crashes, including 3 fatal ones, have happened between State and I-15 on 3300 South from 2016 to 2020. The TRAX trains currently use a vehicular grade crossing on 3300 South which does not have accompanying pedestrian crossings. This means that only car traffic is directed at this railroad grade crossing, and pedestrians are forced to cross on 300 W or West Temple. These are the closest signalized intersections for pedestrians which are on average 700’ away from the Millcreek TRAX station where most pedestrians are going to and from. As a result, many choose to jaywalk and cross 3300 South parallel to the vehicular grade crossing. WEST TEMPLE WEST TEMPLE Figure 4.13 Long-Term Concept design for 3300 South near the Millcreek TRAX Station. A signalized pedestrian crossing is recommended 230 W 230 W The ideal solution for this problem is to install a pedestrian crossing east of the existing TRAX vehicular grade crossing on 3300 South (Figure 4.13). In the short term, a few strategies can help guide pedestrians to the closest signalized intersections increasing safety (see pages 77 and 78). These projects might be eligible for funding via the Highway Safety Improvement Program (HSIP) available through UDOT. UDOT receives $23,000,000 in federal funding each year to help address safety concerns on Utah’s highways. The agency uses a 6-step process to select projects for delivery which involves collaboration between the Traffic & Safety Division, the UDOT region offices and FHWA. ---PAGE BREAK--- 74 2 3 1. a 1. b • “Use Crosswalk” sidewalk stencils: Help guide pedestrians from TRAX stations to 300 W or West Temple. • “Use Crosswalk” Signs near the TRAX Vehicular Grade Crossing: Warns people that the crossing is to be used by vehicles only. • Planters along the sidewalk: Beautify and increase comfort within the sidewalk by providing vertical separation from the road • Adjust ADA Curb Ramps on 230 W: Currently, the curb ramps at 230 West point towards the road, which is usually present with an accompanying crosswalk. In this case, the ADA ramps should point at each other so as not to give the wrong impression that it is acceptable to cross 3300 South at this location. • Install Lighting at Key Locations: Traffic-level light poles should be installed on all corners of the 3300 South & West Temple intersection that currently don’t have one, and at least on one side of the 3300 South & 230 W intersection. This will increase visibility and improve pedestrian safety. 1 2 3 4 5 Short-term Solutions Figure 4.14 Example of sidewalk stencils to guide pedestrians to the nearest signalized intersection Figure 4.15 Use Crosswalk Sign on 3300 South Figure 4.16 Temporary sidewalk planters ---PAGE BREAK--- 75 WEST TEMPLE WEST TEMPLE Figure 4.17 Short-term Intervention concept for 3300 South near the Millcreek TRAX Station 1. a 1. a 1. a 1. a 1. b 1. b 2 2 3 3 3 3 3 3 3 2 2 1. b 1. b 3 3 3 3 3 1. a 1. a 1. a 230 W 230 W 4 4 5 5 5 5 4 Figure 4.18 Traffic-level light pole on 3300 South Figure 4.19 ADA curb ramps facing each other along 300 S in Salt Lake City ---PAGE BREAK--- 76 F I N A L C O N S I D E R AT I O N S The current study has the goal to re-imagine 3300 South by connecting people and places with a safe, comfortable corridor for all. This was a planning study and the concepts and recommendations here developed are conceptual in nature. It serve as a guide to future studies as to what local stakeholders and the public believe are the best solutions for 3300 South. However, the recommendations presented in this study do not intend to limit any future planning or environmental studies that might occur. Therefore, it is not guaranteed that the recommendations described in this document will become the final or preferred alternatives in future analyses. ---PAGE BREAK--- 3300 South Corridor Study Appendix Recommended Cross Sections for 3300 South The Millcreek Transportation Master Plan (TMP) cross section for 3300 South is hereby amended as follows: 3300 South I-15 to State Street West Side Roadway East Side ROW Recommended Change Transportation Master Plan - - - - 3300 South Corridor Study 17’-26’ 87’ 7’-14’ 111’-127’ Recommendation 23’ 87’ 12’ 122’ Add Typical Section to TMP 3300 South State Street to 2700 East West Side Roadway East Side ROW Recommended Change Transportation Master Plan 10’ 80’-86’ 10’ 100’-106’ 3300 South Corridor Study 17’-26’ 65’ 7’-14’ 89’-105’ Recommendation 23’ 65’ 12’ 100’ Amend Dimensions in TMP 3300 South 2700 East to I-215 West Side Roadway East Side ROW Recommended Change Transportation Master Plan 10’ 80’-86’ 10’ 100’-106’ 3300 South Corridor Study 17’-26’ 65’-81’ 7’-14’ 89’-121’ Recommendation 23’ 65’ 12’ 100’ Amend Dimensions in TMP