Document Millcreek_doc_80390472c8

MILLCREEK WALK A program for pedestrian infrastructure in Millcreek Township GUIDANCE MANUAL December, 2015 ---PAGE BREAK--- ---PAGE BREAK--- WALK MILLCREEK A program for pedestrian infrastructure in Millcreek Township GUIDANCE MANUAL December 2015 ---PAGE BREAK--- ---PAGE BREAK--- W A L K M I L LC R E E K i Acknowledgments Walk Millcreek was created through an interdisciplinary process among Salt Lake County Office of Township Services staff, community representatives, the consultant team, and the community at-large. The project team thanks all who were involved in this process; we believe this product reflects and balances the input and directive we received throughout the process. We thank the Millcreek Community Councils, many of whose members attended the Walk Millcreek public meetings, and privided feedback on draft elements. We thank the Millcreek Planning Commission, which initiated the idea for a sidewalk master plan, and many of whose members also attended Walk Millcreek public meetings. Finally, we thank all of our community participants who took our survey, attended and provided input and feedback at the public meetings, and otherwise contributed to this effort. Above all, we hope this program for improving walking in Millcreek works for the community. OFFICE OF TOWNSHIP SERVICES PROJECT MANAGEMENT TEAM Jena Carver, P.E. Andrea Pullos, P.E. John Miller, P.E. Rita Lund Stacee Adams Brent Beardall, P.E. David White, AICP Max Johnson, AICP Patrick Leary CONSULTANT TEAM InterPlan Co./Parametrix, Prime Consultant I Transportation Planning I Urban Design Tim Sullivan, AICP Michael Baker Michael Baker International, Civil Engineering Jodi Pearson, P.E. Kevin Farley, P.E. Landmark Design, Landscape Architecture Mark Vlasic, AICP, PLA, ASLA Scott Krumm, ASLA Laura McCoy, MLA Lisa Benson, PLA, ASLA SALT LAKE COUNTY MAYOR Ben McAdams SALT LAKE COUNTY COUNCIL Jenny Wilson Richard Snelgrove Jim Bradley Arlyn Bradshaw Michael Jensen Aimee Winder Newton Sam Granato Steve DeBry Max Burdick ---PAGE BREAK--- ---PAGE BREAK--- W A L K M I L LC R E E K iii Contents 1. Introduction 1.1 ORIENTATION FOR MANUAL USERS 1.2 SUMMARY OF WALK MILLCREEK 2. Foundations 2.1 GUIDING PRINCIPLES 2.2 PEDESTRIAN NETWORK 2.3 COMPLETE STREETS 2.4 PEDESTRIAN INFRASTRUCTURE POLICY 3. Context 3.1 WALKING IN MILLCREEK 3.2 THE PEDESTRIAN REALM 3.3 CONDITIONS FOR PEDESTRIANS IN MILLCREEK 3.4 WALK MILLCREEK COMMUNITY PROCESS 3.5 INITIAL STREET ASSESSMENT 4. Guidance 4.1 ROUTE TYPES Neighborhood Routes Community Routes Regional Routes 4.2 OVERALL ROUTE GUIDANCE 4.3 OTHER ROUTES Non-Motorized Routes Non-network guidelines New streets 4.4 OVERLAYS Recreational Routes Heritage Routes Pedestrian Districts 4.5 BARRIERS Neighborhood Intersections Barrier Intersections Grade Separated Roads Railroads 1 2 5 7 8 10 14 15 17 18 20 21 26 28 31 32 33 41 49 54 56 56 57 58 59 59 61 63 66 66 68 70 72 ---PAGE BREAK--- iv W A L K M I L LC R E E K Culs-de-Sac and Private Properties Creeks and Canals 5. Sustenance 5.1 BUILDING THE PEDESTRIAN NETWORK 5.2 SIDEWALK MAINTENANCE AND REPAIR 5.3 COMMUNITY PARTICIPATION 5.4 MEASURING PROGRESS 5.5 POTENTIAL FUNDING SOURCES 5.6 RESOURCES 5.7 GLOSSARY 72 74 77 78 84 86 88 89 91 92 ---PAGE BREAK--- W A L K M I L LC R E E K 1 1 I INTRODUCTION Walk Millcreek is the comprehensive pedestrian infrastructure program for Millcreek Township. This manual provides you with a top-to- bottom understanding of Walk Millcreek, from the program’s guiding principles to guidance for pedestrian design to the ways we pay for and maintain sidewalks. Perhaps most importantly, this manual is a common resource for all those with an interest in walking in Millcreek – citizens, property owners, community groups, elected and appointed officials, Salt Lake County staff, partner agencies, and others. Using this common touchstone, we can all contribute to the process of making it easier, safer, and more enjoyable to walk in Millcreek. While walking is a simple act, creating the conditions in our urban environment that support walking is complex. This is especially true in Millcreek Township, where we are retrofitting sidewalks and other pedestrian infrastructure into an environment that was largely not built for walking. Consequently, Walk Millcreek has been broadened from simply a strategy to build sidewalks to an ongoing program to plan, build, and maintain all pedestrian infrastructure – which includes not only sidewalks but also the other elements that keep pedestrians comfortable and safe, such as shade, lighting, integration with trails, and safe crossings of barriers. With Walk Millcreek, we have sought to address this complexity of good walking conditions while ensuring our approach to building pedestrian infrastructure is clear, fair, and sustainable. ---PAGE BREAK--- 2 W A L K M I L LC R E E K If you are a… CITIZEN, COMMUNITY GROUP, OR COMMUNITY COUNCIL MEMBER And you are… Wanting to understand the “gist” of the Walk Millcreek program: Consult the Walk Millcreek Summary and Foundations section (2.1- 2.4). Interested in getting a sidewalk for your street or community: Read the Initial Assessment in the Context section THEN read the Pedestrian Infrastructure Policy section in Foundations (2.4) to understand your options for getting a sidewalk or other pedestrian infrastructure. Interested in understanding the new approach to walking and pedestrian infrastructure in Millcreek Township: Read the Foundations section of this manual, which contains explanations of the Walk Millcreek Guiding Principles, Complete Streets, Pedestrian Network, and Pedestrian Infrastructure Policy (2.1 - 2.4). Interested in understanding what the pedestrian routes in the Pedestrian Network will look like: Read through the Guidance section (4.1-4.5). Interested in exploring and understanding alternatives to sidewalks in Millcreek: Review the Alternative designs for each Route type in the Guidance section Searching for funding options for a sidewalk in your area: Consult the Potential Funding Sources section in Implementation Trying to fix a small pedestrian safety problem in your community: Consult the Small Pedestrian Safety Project Program in the Community Participation section Concerned about maintenance of sidewalks and other pedestrian infrastructure in your area: Consult the Sidewalk Maintenance and Repair section in Sustenance Trying to understand the larger context of how walking and sidewalks fit into Millcreek Township: Review the Context section (3.1-3.5). Looking for more information on sidewalks, walking and pedestrian infrastructure and issues: Consult the Resources section PROPERTY OWNER OR DEVELOPER And you are… Wanting to understand the “gist” of the Walk Millcreek program: Consult the Walk Millcreek Summary and Foundations section (2.1- 2.4). Looking for what, if any, pedestrian infrastructure you are required to build as part of a project: Consult the Pedestrian Infrastructure Policy in Foundations the Pedestrian Network map in Foundations (2.2) and the Guidance section for guidelines for design of pedestrian infrastructure Trying to understand the larger context of how walking and sidewalks fit into Millcreek Township: Review the Context section (3.1-3.5). READ FIRST! 1.1 Orientation for manual users ---PAGE BREAK--- W A L K M I L LC R E E K 3 SALT LAKE COUNTY ELECTED OR APPOINTED OFFICIAL And you are… Wanting to understand the “gist” of the Walk Millcreek program: Consult the Walk Millcreek Summary and Foundations section (2.1- 2.4). Reviewing other County policies and plans such as General Plan updates or small area plan drafts for consistency with Walk Millcreek: Consult the Walk Millcreek Pedestrian Network map in Foundations (2.2) and corresponding design guidance in the Guidance section (4.1-4.5). Reviewing an individual case involving a property owner’s requirement to construct or maintain pedestrian infrastructure: Consult the Pedestrian Infrastructure Policy in Foundations Advocating for constituents’ ability to improve pedestrian infrastructure in their community: Consult the Pedestrian Infrastructure Policy in Foundations (2.4) and Community Participation Trying to understand the larger context of how walking and sidewalks fit into Millcreek Township: Review the Context section (3.1-3.5). OFFICE OF TOWNSHIP SERVICES STAFF MEMBER And you are… Designing and/or building a sidewalk: Find the location of your street in the Walk Millcreek Pedestrian Network in Foundations note the designations it is given, if any, and consult the Guidance section to find the design guidelines for these designations (4.1-4.5). Reviewing a development application: Reference Pedestrian Infrastructure Policy (2.4) to see if pedestrian infrastructure needs to be built, then reference the Walk Millcreek Pedestrian Network (2.2) to see if the property is on the network. If the policy indicates that pedestrian infrastructure should be built, note the designations it is given, if any, and consult the Guidance section to find the design guidelines for these designations (4.1-4.5). Looking for funding options for pedestrian infrastructure: Consult Potential Funding Sources in the Sustenance section Planning other aspects of Millcreek Township: Consult the Walk Millcreek Pedestrian Network map in Foundations (2.2) and corresponding design guidance in the Guidance section (4.1- 4.6). PARTNER AGENCY OR ORGANIZATION And you are… Wanting to understand the “gist” of the Walk Millcreek program: Consult the Walk Millcreek Summary and Foundations section (2.1- 2.4). Planning a street corridor project in Millcreek Township: Consult the Walk Millcreek Pedestrian Network (2.2) Guidance (4.1-4.5) and Building the Pedestrian Network (5.1) sections. Wanting an understanding of pedestrian conditions in Millcreek: Consult the Context Section ---PAGE BREAK--- 4 W A L K M I L LC R E E K ---PAGE BREAK--- W A L K M I L LC R E E K 5 PROGRAM GOALS 1) Create a plan for a pedestrian network that safely, conveniently, and comfortably connects the Millcreek Township for people walking within and through it. 2) Build this plan based on a robust public engagement process that eff ectively engages and educates key stakeholders and the general community and understands their preferences. 3) Balance the community’s desires, the Township’s rural character and history, and the need to maintain and restore pedestrian safety and comfort in the face of community growth and change. 4) Support County and Township land use, transportation and community goals with the pedestrian network, including walkable centers. 5) Make the ordinances, policies and processes pertaining to building sidewalks in Millcreek Township fair, consistent, and clear. 6) Include schools and surrounding areas as a major focus of the plan. 7) Articulate how each Millcreek Township street accounts for pedestrian safety and comfort and plays a role in the larger pedestrian network. 8) Develop policy amendments and design concepts to implement the preferred pedestrian network. 9) Prioritize sidewalk projects based on the preferred pedestrian network and other factors. PLANNING PROCESS Walk Millcreek was developed during a yearlong in-depth process that involved some 500 members of the community. The process included a survey about walking habits and preferences; stakeholder interviews; Community Council and planning Commission presentations; a project website; and three rounds of public meetings that consisted of both open houses and interactive workshop exercises for a total of 8 meetings. The process was educational in two directions: the Millcreek residents and other stakeholders educated the project team about their community while the project team educated members of the community about the importance of pedestrian infrastructure and the latest best practices. In addition, the project team itself was comprised of a range of diff erent department representatives and professionals. Consequently, Walk Millcreek considers the full range of implications for a pedestrian infrastructure program, from development applications, the General Plan, Planning Commission and County Council guidance, to engineering individual projects, funding sources, and ongoing maintenance. KEY RECOMMENDATIONS The Walk Millcreek project emerged with several key recommendations: » A set of Guiding Principles that provide the fundamental directives for the future pedestrian network in Millcreek; » A mapped Pedestrian Network that identifi es a hierarchy of priority pedestrian routes throughout Millcreek; » Clear yet fl exible design guidance for the hierarchy of Pedestrian Network routes; » Redirection of the process of how sidewalks are required and built in Millcreek so that resources are directed to the identifi ed Pedestrian Network and policy is consistent, fair, and clear; » Creation of a pedestrian infrastructure fund paying for capital costs of sidewalks and intersection improvements, maintenance, and small neighborhood-initiated safety projects; » Creation of a fee in lieu of improvements paid by property owners to the pedestrian infrastructure fund; » A list of priority Pedestrian Network projects; » The development of Walk Millcreek as an ongoing, evolving program encompassing all pedestrian infrastructure. Walk Millcreek Summary Walk Millcreek is the Salt Lake County Offi ce of Township Services’ program for pedestrian infrastructure in Millcreek Township. The following is a summary of the goals, process and recommendations of Walk Millcreek. ---PAGE BREAK--- 6 W A L K M I L LC R E E K MANUAL ORGANIZATION We have divided up this manual into four primary sections: Foundations describes the basic elements of the Walk Millcreek program, including the Guiding Principles, the Walk Millcreek Pedestrian Network map, Complete Streets, and the Pedestrian Infrastructure Policy. Context provides an overview of the unique environment of Millcreek Township as it relates to walking, including walking habits of citizens, walking destinations, walking barriers, and current sidewalk conditions. Guidance details the planning and design standards for pedestrian infrastructure, particularly how to interpret and implement the Walk Millcreek Pedestrian Network map. Sustenance provides resources for funding, building, and maintaining pedestrian infrastructure in Millcreek. Note that a Glossary defines key Walk Millcreek terms in Section 5.7. ---PAGE BREAK--- W A L K M I L LC R E E K 7 2 I FOUNDATIONS The Walk Millcreek pedestrian infrastructure program for Millcreek Township is guided by a set of foundational pieces: a series of Guiding Principles; a Pedestrian Network; a commitment to a broader Complete Streets approach; and key Pedestrian Infrastructure Policy. Each of these foundations grew out of the community-driven Walk Millcreek planning process. They will direct the evolution of pedestrian infrastructure in Millcreek and can evolve themselves as conditions in the community change. ---PAGE BREAK--- 8 W A L K M I L LC R E E K 2.1 Guiding Principles DIRECTIVE Provide a clear directive to the Planning Commission on the priorities in Millcreek Township for pedestrian infrastructure. NETWORK Create a connected pedestrian network that safely, conveniently, and comfortably connects the Millcreek Township for people walking within and through it. CONSISTENCY Create consistent pedestrian routes that create and deliver positive expectations of those walking on them from beginning to end. COMMUNITY Distribute benefits and burdens of sidewalks and other pedestrian infrastructure throughout the broader Millcreek community. QUALITY Emphasize quality walking routes and pedestrian infrastructure over higher quantities of poorer routes and infrastructure. The Walk Millcreek Guiding Principles are simple directives meant to guide the policies outlined in this manual as well as to guide future evolution of pedestrian policy in Millcreek. The principles were developed both out of the Walk Millcreek public process – throughout the project’s community outreach events and surveys, common themes became apparent in community feedback – as well as from the Salt Lake County Office of Township Services’ goals for sidewalk policy and community development. ---PAGE BREAK--- W A L K M I L LC R E E K 9 COMPREHENSIVE Develop walking routes that simultaneously address all the needs of pedestrians, such as safety, comfort, maintenance, lighting, and aesthetics. BALANCE Balance the community’s desires, Millcreek’s character and history, and the need to maintain and restore pedestrian safety and comfort in the face of community growth and change. SCHOOLS Include schools and surrounding areas as a major focus of the program. FAIRNESS Make the ordinances, policies, and processes pertaining to building sidewalks in Millcreek Township fair, consistent, and clear. EMPOWERMENT Empower citizens and community councils to help shape and implement pedestrian infrastructure. INTEGRATION Support County and Township land use, transportation, economic, and community goals with the pedestrian network, including walkable centers. ---PAGE BREAK--- 10 W A L K M I L LC R E E K 2.2 Pedestrian Network The Walk Millcreek Pedestrian Network is the centerpiece of the Walk Millcreek program and its policy. The Pedestrian Network map provides a hierarchy of pedestrian routes, barrier crossings, and other features that, together, create a comprehensive, high-level blueprint for how pedestrians can walk around Millcreek. The development of the Pedestrian Network was at the heart of the Walk Millcreek community planning process. The Walk Millcreek survey, successive rounds of public input, existing conditions data, and best practices for pedestrian planning all informed the development and refinement of the network. The Pedestrian Network consists of several different components, including Routes, Overlays, and Barrier Crossings. These are explained in the Walk Millcreek Pedestrian Network map, as well as in the Guidance section (4.1 - 4.5). As the Pedestrian Network is implemented, and as conditions and policies change in Millcreek and in surrounding communities, it is expected that the Pedestrian Network will evolve and adapt, in an ongoing effort to achieve the Walk Millcreek Guiding Principles. PEDESTRIAN NETWORK LIST OF STREETS * NOTE: To see which segment(s) of a listed street is designated, please reference the Pedestrian Network Map on the following pages. Neighborhood Routes 700 West 4060 South Howick Street Central Avenue Gordon Avenue/4050 South/Woodlake Drive/ Serenity Oak Lane 4090 South/Old Farm Road/4125 South Hillview Drive/4085 South/4130 South/ 4150 South Doreen Street 800 East Empire Avenue/Scott Avenue/Lorraine Avenue/Lorraine Drive/Luck Spring Drive 3670 South/Carolyn Street/3740 South/3745 South/Mariposa Avenue/Highland Cove Lane 1025 East 4580 South/4620 South/Stillwood Drive Crescent Avenue/Gregson Drive/3060 South/3080 South Imperial Street Woodland Avenue Melbourne Street Atkin Avenue Heritage Way Fisher Lane/2940 South/2920 South Connor Street 2520 East/2540 East 3040 South/3005 South (Canyon View Drive) 2900 East Grace Street/Metropolitan Way Valley Street Lambourne Avenue/3160 South/3185 South/3175 South/3075 East/Grace Street Margie Avenue Mill Hollow Circle/East Millcreek Way/Canyon Way Siggard Drive/2070 South/3780 South Evergreen Avenue/3380 South/Del Verde Avenue Honeycut Road 3820 South/2395 East/3750 South/ Springhaven Drive/Springhollow Drive Upland Drive 2940 East 3175 East Plaza Way/3325 South/3300 East El Serrito Drive/East Millcreek Road/Virginia Way/Birch Drive Craig Drive 3100 East 2860 East/Mountain View Drive ---PAGE BREAK--- W A L K M I L LC R E E K 11 Gateway Road Cascade Way Plateau Drive/Yosemite Drive/Teton Drive/ Monte Verde Drive Eastwood Drive Astro Way/Gilroy Road/3700 East/Millcreek Road 3725 East/Hale Drive/Lois Lane Jupiter Drive Apollo Drive Adonis Drive/Thousand Oaks Drive Achilles Drive/Diana Way/Loren Von Drive Brockbank Drive Fortuna Way/Fortuna Drive Oakview Drive/Parkview Drive/4260 East/4275 South/White Way Community Routes West Temple Main Street State Street 300 East 500 East 700 East 900 East 1100 East 1300 East Highland Drive 2000 East 2300 East 2700 East Wasatch Boulevard Gordon Lane 4500 South Murray-Holiday Road 3800 South Regional Routes 3300 South 3900 South (west of Highland Drive) Recreation Routes Jordan River Parkway Future Big Cottonwood Creek trail/Gordon Lane/4500 South Future Big Cottonwood Park-700 East connection/Big Cottonwood Park trail system Murray-Holiday Road Future Wasatch Lawn connection/Evergreen Avenue/Del Verde Avenue/3175 East Metropolitan Way/Grace Street 2920 South 2700 East Parley’s trail system 2000 East 3800 South Wasatch Boulevard Bonneville Shoreline Trail Oakview Drive/Parkview Drive/4260 East/4275 South/White Way Brockbank Drive/Fortuna Way Jupiter Drive/Adonis Drive/Thousand Oaks Drive Heritage Routes Jordan River Parkway Future Big Cottonwood Creek trail/Gordon Lane Future Big Cottonwood Park-700 East connection/Big Cottonwood Park trail system/4500 South Murray-Holiday Road Future Wasatch Lawn connection/Evergreen Avenue/Del Verde Avenue/3175 East 2000 East 2300 East 2700 East 3300 South Parley’s trail system Heritage Way/Atkin Avenue Gateway Road/Cascade Way/Plateau Drive/ Yosemite Drive/Teton Drive/Monte Verde Drive/Eastwood Drive/Astro Way/Gilroy Road/3700 East/Millcreek Road 3725 East/Hale Drive/Lois Lane/Jupiter Drive/ Brockbank Drive ---PAGE BREAK--- 12 W A L K M I L LC R E E K Neighborhood Pedestrian Route Routes typically on smaller streets linking neighborhood destinations such as schools and churches and providing neighborhood access to larger destinations. Community Pedestrian Route Routes that connect Millcreek neighborhoods to major destinations and corridors, serving as pedestrian “collectors” linking neighborhood pedestrian routes to citywide and regional destinations. Regional Pedestrian Route Route on high-trafficked streets of regional importance connecting a chain of destinations attracting those from throughout Millcreek and the region. Non-Motorized Pedestrian Route Trails allowing only non-motorized modes such as walking hiking, running and bicycling. R o u t e T y p e s Recreation Pedestrian Route A route recognized as a popular, often regionally significant recreational walking or running route. Heritage Pedestrian Route Route that highlight streets, corridors, areas and places significant to Millcreek’s history. Pedestrian District Areas planned for future intensive pedestrian activity. O v e r l a y D e s i g n a t i o n s Existing Barrier Crossing Existing crossing of identified pedestrian barier such as a major roadway, freeway, railroad, waterway, or property. Proposed New Barier Crossing Proposed new crossing of identified pedestrian barier such as a major roadway, freeway, railroad, waterway, or property. Existing Neighborhood Route Intersection Intersections that do not rise to level of barriers but where Pe- destrian Routes intersect collector- or above- level streets and benefit from additional pedestrian crossing infrastructure to strengthen the pedestrian route. Proposed New Neighborhood Route Intersection Proposed new pedestrian crossing infrastructure at inter- section of Pedestrian Route at collector- or above- level streets. B a r r i e r C r o s s i n g s MA TH MA MA 3 STA T T A E JORDAN RIVER PKWY 4500 UNKNOWN 4140 300 750 UNKNOWN 3990 UNKNOWN 380 UNKNOWN MEADOW BROOK DOREEN 300 UNKNOWN 3940 GORDON UNKNOWN W GAR 390 420 LOCHNIVA V R 3900 390 700 CENTRAL WEST TEMPLE 4 UNKNOWN AILEE MAIN WOODLAKE 430 4020 DOREEN RIVER HOLLOW CENTRAL WOODLAKE UNKNOWN 4115 UNKNOWN 200 RIVER TRAIL WESTO T N JEANNINE M WILLOW M 4090 300 WOODLAKE HILL 4 PA P RKHILL COLUMBIA GORDON 400 TROY 4060 HOWICK STONEHEDGE EXPY 500 W 300 W MAIN ST STATE ST WALK MILLCREEK PEDESTRIAN NETWORK School Place of worship Supermarket Community center Hospital Park D e s t i n a t i o n s H Supermarket Hill Woodlake Gordon Central Doreen 300 E. West Temple Howick Gordon 700 W. 4060 S. Jordan River Pkwy. Central ---PAGE BREAK--- W A L K M I L LC R E E K 13 0 0 G D S 2 W TH TH TH TH E 0 E 0 E 0 E 0 E D G D S 2 W ELGIN JULEP 800 ELGIN 4500 4500 OLY L MPIC 2700 3608 700 BIRCH 3900 RICHMOND KINGS 4675 MURRAY A HOLLADAY A AUSTIN IMPERIAL 570 2100 RICHMOND MARY DOTT I-80E WB 2930 3900 MELBOURNE 2700 AT A KIN YUMA 00 1000 4660 2700 EMPIRE O 900 39 EAST MILLBROOK 800 OLY L MPUS OAKS 530 UNNAMED CRAFTSMAN ARCADIA GREEN LUETTA T SHADY LAKE 645 BROOKLANE LEE WA W Y A LINCOLN OLD FA F RM 800 HONEYC Y UT 2175 800 MURRAY A HOLLADAY A MAPLE VIEW 4500 785 4115 3900 VINEYA Y RD HIGHLAND 3900 2300 DARD HILLS 1719 PINTA T IL 1950 500 4465 SIERRA VIEW BONNER 1250 GREEN VISTA T ROBIE HILL MORNING WOOD GILROY 850 3070 VINTA T GE WELLINGTON NOMA LINDA HOLLOW 3360 3650 CRESTBROOK METRO MONZA ADONIS SANTA T ROSA 700 4620 QUAIL VISTA T LOUISE REDMAPLE BONNER FOLKER 3950 WILLIAMS TREE MILLCREEK JERRIE LEE 700 4080 LAUREL 3900 3210 DRAGE UNNAMED CAROLY L N 1225 EASTWOOD CRESCENT 3100 05 715 EUROPA P ALT L A T VISTA T 4200 WHITE 4680 VIMONT HAZEL ARLENE SHADY TREE MELV L INA 3370 MARIE DARD WA W Y A MARK APPLE MILL 620 CANYO Y N 1200 4260 NAMBA PA P X 3900 3900 EMERALD SPRING 650 GAY A LAR I-215E SB 4500 OFF 3990 1335 NEFFS 4315 FISHER I-215E SB 4500 OFF CONNOR METROPOLITA T N TERRACE VIEW SCOTT PA P RK KIMBARY 4435 1000 4580 ASTRO 3805 OAKRIM SAG 850 RED SAGE PA P NTERA 1935 IDLEWILD MEGAN MILLCREEK PA P RK 2860 HUNTERS RIDGE FLY L NN MILLCREEK ARARAT A LINCOLN OAKS WELBY LORRAINE BELLA VERDE LORI LEIGH 3340 HAGOTH GEORGETOWN SPRING ELGIN MILL GARDEN 1200 MELBOURNE SIGGARD OLD WILLAMS 1650 620 FOX POINT 2800 3000 BURNSIDE 3020 VERDANT GILROY CANYO Y N VIEW 590 EASTWOOD CELESTE OAKWOOD 3780 ROSEGARDEN PA P INTER KAY A 1620 DELIA WOODLAND FORTUNA SMITHS ACCESS NEFFS MAPLE MORAINE FLORENCE BERNADA TINA ORCHARD LINDA INTEGRA 3300 490 1570 4350 WOOD WILLOW DEL MAR 1100 2880 GRACE 1465 3375 THOUSAND OAKS 760 ROYA Y L TROON LOLA ASHFORD SHADY YO Y UNG HAV A EN 3730 980 1220 3970 SKYVIEW JOYE 1380 BONNER MAGDA GAT A EWA W Y A CASCADE SUNSET VIEW OLY L MPUS VIEW CANYO Y N EDWIN IMPERIAL PA P RK ARCAT A A T JUNO GARY 1350 GREENVA V LLEY BECKY 3710 MONTECITO I-80E EB 2300 SB OFF STREAM SIDE ARNETTE VA V LENCIA PA P RK ALV L A V 4119 OAKWOOD SPRUCE VIEW NOAL HALE MILLCREEK DELL 3720 NEPTUNE FA F LLON MARS 1ST ROCK BRIDGE MILL CUMMINGS HILLSIDE 4560 3610 3690 ST MARKS DELNO TERRACE HEIGHTS WINDY ARDEN 2890 1715 BRISTLE PINE ASHLAND 3945 3275 PEBBLE GLEN QUAILVISTA T CLIFF 4075 FA F IRCLOUGH 3355 785 OAKVIEW UPLAND TA T NNER GARDENS PA P RK TERRACE ZENIA MEADOWS 4149 EVELY L N VENAR 4129 3020 TA T ITLY L NN PA P RKVIEW 3835 HONEY CREEK APPLE VIEW 3345 KAT A HERINE ALT L A T LOMA 2825 2300 3900 3825 DEL VERDE 4116 I-215E SB OAKWOOD 1640 WA W INWRIGHT 565 YO Y SEMITE LARKWOOD 845 PHEASANT RIDGE JUPITER WEDGEWOOD CRAIG WHITE EL SERRITO KENWOOD RIDGEDALE 4780 MILLCREEK SPRUCE I-80E WB PA P RLEYS OFF 465 MILLHAV A EN MIRAMAR FOXBORO PA P RKVIEW 3835 SAN LUCAS CRUISE SOLITA T IRE 1460 CLAY A BOURNE GARDEN SPRING WINDERBROOK EMPIRE CELESTE 3800 4145 ORCHARD PA P RK LAKE SPRINGS GREEN FLOWER 1400 1500 CERES LORIEN DENISE 4300 ACHILLES BARBEY OAKCLIFF SUNNYDALE 4500 CUMORAH PLAT A EAU LARES FULLER 2870 GREGSON 045 4345 SUGAR LEAF 2000 DIANA 1140 E MONTC T LAIR 4410 QUAIL VISTA T BARBARA 4055 1030 FA F IRFIELD 2900 LORETTA T GREGSON HUNDLEY HAV A EN 2140 HILLV L IE ASH KIKKERT 3150 MELINDA 1025 HIGHLAND 3170 4270 SHILOH PA P RK 1070 COLEMERE MOUNTA T INVIEW 3730 CRESTWOOD MILLCREEK 3715 MOUNTA T IN 3380 WA W SAT A C T H OAKS SAN RAFA F EL EASTCLIFF LOST RIVER 3075 SUN MEADOW COLONY CLAY A BOURNE BROCKBANK CRAIG 2045 MILL CORNER COLONY LORRAINE MOUNTA T IN 2075 VA V LLEY CHAUNDRA 3740 TETO T N PIONEER MOUNTA T IN HOLLY L WA W SAT A C T H WILMOTT 635 SCOTT 1110 3990 ARNETTE BRANDT EMMA CASCADE 3100 HERITA T GE 3780 DORIE FOUR WOODS RAINIER ZENITH STILLMAN LAV A ON RUTH MEADOWS 4490 2910 2520 510 2520 STOCKBRIDGE 80 RANGE 3130 EL SERRITO T MANSFIELD 1885 3040 PA P RKCREST HERMES MANOR RIDGE GREENBRIAR LORENVON 1400 LEMMON 4010 2520 2900 1115 FOREST HILLS 2790 LOIS ROGER 4705 EVERGREEN BOSHAM 2035 APPLE PA P RK COLUMBIAN WHITE 4130 HAMPTON CREST FOUBERT 3020 1500 2110 CHRISTINE HIDDEN ACRES 3010 LINDA ROSA 3380 2410 BROOKVIEW COOPERS HAW A K BAY A 4380 3145 LAKE 2145 OAKRIDGE MILLBROOK SKYVIEW CONNOR PA P RK 3580 MUIRFIELD GREGSON LOCH LOMOND MICHAEL MILL 4705 IGHLAND LUTO PIONEER 1410 KAIBAB SUNSET VIEW NICHOLS 4030 2100 1860 3820 JOYC Y E PEACH 4100 950 ZARAHEMLA UNKNOWN NORMANDIE APPLE PA P RK WICKLOW 3955 PA P RIS CARSON GARDEN BLACK SWA W N 3340 4475 3670 BROOKBURN MILEHIGH NIBLEY VIEW AV A ELINE RANCH VIEW BARROWS PA P LISADE 3580 KENTO T N 3380 OLD FA F RM WA W RR 3300 4025 EL RANCHO 3220 2125 HILLSIDE PINES 3530 MILLBERT 1900 3170 4320 FA F RM BRIDGE CONRAD BROOKSHIRE MILLBROOK LAT A IMER VIEW 730 I-215E SB SAGE PA P RK ELMWOOD MILLHOLLOW KENTO T N KEYS VIEW ELGIN 1300 3065 GLORIETA T REDTA T IL HAW A K BAY A 2130 BONITA T 3175 4325 OAKWOOD MARDONNA TO T PPS 1570 3185 4080 CARMELITA T 2940 TO T RYN JONETTA T 2225 LAKEVIEW 2900 LAKE FOOTHILL PA P RLEYSTO I-215E SB 1045 1025 2210 WILLES ASH TREE N LARES 2740 LITTLE FA F RM PA P RKVIEW WESTVIEW RICHES ELGIN GRANITE MILL 2780 EWELL OLIVE 1450 WOODLAND INVERARY 4181 LUCK 1040 KEMPNER 4070 SCOTT MILLBROOK 3680 SPRING VIEW 3680 HAV A EN BAGEND GLORIA EVERGREEN 2850 MOTT IDLEWILD MAPLE VIEW ANGELINA MOUNT OLY L MPUS MURRAY A HOLLADAY A RIDGEDALE 3035 HOLLADAY A WOOD PA P RK HILL LEONA GRAND CAY A MAN CLAY A BOURNE CRAIG SNOWMASS EMPIRE CUMMINGS WINDER 3370 LAV A A V R 1215 3210 3510 LUCK SPRING MARIPOSA RUTH 775 SORENSON 2500 2175 OREGON KENWOOD HILLSIDE WA W T A SONS CREEK CLARIDGE 570 3950 1885 3600 HERMES 33 3370 4165 3015 2940 RANCHFIELD 3000 IRIS SEQUOIA 2750 ELGIN 3545 ASTRO HIGHLAND CRESTBROOK 1800 PA P IGE JUPITER MILLCREEK CYN TERRACE VIEW WINDER MEADOW 1730 OAKWOOD LAV A ON JOYC Y E BRUCE SANTA T ROSA BERNADA 2540 DELNO PA P RK OAK SIERRA RIDGE VA V NWINKLE 2700 LA DORE PA P RK HILL 4050 3375 4285 ORCHARD 2455 GREGSON 1530 CAROLY L N BELLTOWER 1135 PLAZA ASPEN MEADOWS YUMA 4530 LANEBROOK ANITA T I-80E EB MONTC T LAIR 4555 PA P RK MALIBU 1575 3735 3000 I-80E WB TO T I-80E WB DD 3125 KNUDSON OAKWOOD LA RUE HORNE 4280 EDWA W RD ARROYO Y GARDEN MULHOLLAND ORCHARD 2445 COLLEGE REDMAPLE 3710 825 1175 PIN OAK W GRAPE IVY WHITE 700 MARYROSE 4255 GREGSON ARNETTE 1940 CREST ORCHARD BEST CREST OAK 3120 LEMANS 3720 3930 3770 3210 3750 850 3745 FOOTHILL TO T I-80E EB WB DONEGAL LAHAR KELLER 3110 EDGEMONT 3825 MARVIAN BROOKWOOD 4370 GREGSON ELGIN ARNECIA 3700 BROOKWILLOW EAST MILLBROOK WHITE MAPLE VIKING FORTUNA ROWLEY 3115 LA MESA 1915 1950 1810 4200 2960 MAPLE TWIN VIEW VIEWCREST 3395 2990 1940 FA F RM MEADOW CANYO Y N RIM DEVEREAUX I-80EWBTO FOOTHILL PA P RLEYS ORCHARD 3060 OAK TERRACE LANARK LOS ALT L O T S MONTEVERDE PLAZA 1000 3625 3225 4200 3385 MUIRFIELD 3365 3400 HIGHLAND MARGIE 3045 4230 4750 3435 MEADOW PINE GREGSON 2070 860 4170 2815 HERMES 3685 PA P RKER 3570 LORRAINE 2910 GARDEN 3155 3205 LISONBEE JEPSON CANYO Y N VIEW GUNN MARS BONVIEW 4125 LORAN HEIGHTS ELM LEAF 2475 QUAIL POINT I-215E NB 3300 ON SAGEHILL 4160 POWERS MILLER AMBLEWOO 3345 FISHER 615 I-80E EB FOOTHILL ON 3745 MARIE ABINADI BENDEMERE 1140 CUTLER GILEAD 3650 QUAIL PA P RK 3665 ADONIS LAMBOURNE MOUNTA T IN VIEW LARCHMONT OAKRIDGE MILLCREEK RORA WA W SAT A C T H 2400 VIEWCREST MOUNTA T IR LAMBOURNE CHOKE CHERRY TWINBROOK I-215E NB 3300-3900 OFF 1350 OLY L MPUS PA P RK 3350 MONTA T MAT A HEWS 805 3600 VIMONT 3150 3010 EASTOAKS PONDORAY A I-215E SB 3900 OFF LAURELCREST 2880 LOIS WILD ROSE 2980 2940 MILL EVERGREEN BROCKBANK FISHER THOUSAND OAKS OLY L MPUS RIDGE SIERRA WESTWOOD HIGHLAND COVE 2965 I-215E SB 3300 OFF COVECREST FLEETWOOD I-80E EB LEDGEMONT 3380 DEERCREEK I-215E SB 3900 ON MILLBROOK 3205 WOODDUCK BROCKBANK 1590 I-215E SB I-215E SB 3300 ON ADONIS VIRGINIA PA P RKVIEW I-215E NB 3800 ON I-80E WB FOOTHILL ON I-80E WB TO I-215E SB I-215E NB N I-215E NB TO I-80E EB I-215E NB TO I-80E WB I-80E EB TO T I-215E SB ®v ®v ®v ®v ®v nm nm nm nm nm nm nm nm nm nm nm nm nm nm nm nm nm nm nm 700 E 900 E 1300 E HIGHLAND DR 4500 S 2300 E 3300 S 3900 S WASATCH Atkin Heritage Louise Lambourne Fisher 2540 E. 2700 E. 2000 E. Mebourne Imperial Connor 2900 E. Grace Valley Evergreen Del Verde 3780 S. 3750 S. Upland Craig 3100 E. Sunnydale Jupiter East- wood Apollo Achilles Diana Brockbank Fortuna Lorenvon Oakview Thousand Oaks Parkview Hale Eastwood Monteverde S. Plateau 3800 S. Honeycut Gregson Crescent Canyon Millcreek Lorraine 1100 E. 3745 S. Siggard Highland Cove Carolyn 3665 S. Scott Empire 500 E. Winder 4085 S. 1500 E. Stillwood College Murray-Holladay Hillview 4125 S. Old Farm e 1000 E. Canyon View ---PAGE BREAK--- 14 W A L K M I L LC R E E K 2.3 Complete Streets transportation planning practices.” This policy is important for justifying investment in more pedestrian infrastructure in Millcreek. Complete Streets are a challenge in Millcreek. Unlike in the historic core of Salt Lake City, the street rights-of-way in Millcreek are generally narrow, challenging the inclusion of all needed uses of the street. The Walk Millcreek Pedestrian Network is intended to convey the streets on which walking is a major Township-wide priority. Yet the Walk Millcreek program will benefit from the maximization of these narrow right-of-way widths for all modes. In some cases, the design of the whole street should be considered and/or redesigned when implementing pedestrian infrastructure. In general, the larger the street, the more the pedestrian infrastructure will have to be part of a “whole street” solution. At the same time, with the Complete Streets Policy in mind, it is important that especially on the Pedestrian Network streets, the needs of pedestrians are prioritized when considering other design and operational aspects of a street, such as speed limit, traffic signal timing, travel lane widths, and landscaping. Pedestrian infrastructure must coexist compatibly with other elements of Millcreek streets, such as space for auto travel, transit, and bicycle travel, as well as public space. This concept of considering all transportation modes and uses for a street when planning and designing it is called Complete Streets. In 2009, Salt Lake County passed a Complete Streets policy, with the purpose to “improve the ability of pedestrians, bicyclists, motorists, and transit riders of all ages and abilities to safely move along and across a complete street.” The policy is also intended to “integrate the needs of all road users into Salt Lake County’s everyday ---PAGE BREAK--- W A L K M I L LC R E E K 15 2.4 Pedestrian Infrastructure Policy The Pedestrian Infrastructure Policy provides the final foundational piece of the Walk Millcreek program. This policy provides an overview of how the Pedestrian Network and other pedestrian infrastructure is implemented by the public and private sectors. The Pedestrian Infrastructure Policy is organized in three “tracks” which each responds to one “trigger”: the Capital Improvement Program; new development; and citizen and Community Council request. In the past each of these triggers has led the Office of Township Services to make a decision whether or not to put a sidewalk on a given street. However, each track was troubled by a lack of guidance and consistency in sidewalk policy. This lack of guidance and consistency was reflected in the physical environment of Millcreek streets: sidewalks and associated drainage systems began and ended without any overall pattern that would connect the community. The new Walk Millcreek Pedestrian Infrastructure Policy builds off the directive of the Guiding Principles and Pedestrian Network. The main idea of the policy is to maintain the three triggers and tracks but to direct as much investment as possible to building the Pedestrian Network, and to do so in a clear and fair way. The diagram at the right illustrates how the three tracks lead to implementation of the Pedestrian Network: Track 2: New Development Track 3: Citizen Request A Millcreek Township citizen or group of citizens wants a side- walk built on their street. The Office of Township Services receives an application for a new development in Millcreek Township. Track 1: Capital improvement Program NETWORK SIDEWALK BUILT Budget request, design of sidewalk, and construction scheduling. NON-NETWORK SIDEWALK BUILT SAFETY IMPROVE- MENT BUILT PEDESTRIAN NETWORK PRIORITY PROJECTS Funding source identified Small Safety Projects In lieu of building sidewalk The Office of Township Services intiates sidewalk project. ---PAGE BREAK--- 16 W A L K M I L LC R E E K CAPITAL IMPROVEMENT PROGRAM The trigger: The Capital Improvement Plan includes pedestrian infrastructure initiated by the Salt Lake County Office of Township Services, or as part of a public street project initiated by another agency. Recommended track: The Salt Lake County Office of Township Services Capital Improvement Program for pedestrian infrastructure looks directly to a list of priority pedestrian projects pulled directly from the Pedestrian Network. The exact design for the pedestrian infrastructure is selected in a process of interpretation of the Guidance by Salt Lake County Office of Township Services Staff, with the option for solicitation of public input. Generally, the Standard Design for the given Route Type is encouraged unless there is a compelling reason to select one of the Alternative Designs. NEW DEVELOPMENT The trigger: New development occurs on property in Millcreek Township. The following situations DO NOT trigger the pedestrian infrastructure requirements: Demolition of an existing structure Building a single family dwelling or accessory structure. The following situations DO trigger the pedestrian infrastructure requirements: Subdividing property Application for a Conditional Use Permit Recommended track: If the above apply, and no sidewalk or other acceptable pedestrian infrastructure exists on the property’s street frontage(s), the pedestrian infrastructure requirements are as follows: The property owner pays into the Pedestrian Infrastructure Fund. The Pedestrian Infrastructure Fund is a budget within the Salt Lake County Highway Fund dedicated for the building and maintenance of sidewalks and other pedestrian infrastructure. UNLESS one of the following situations applies: The project is at least a block in size or has 300 feet of frontage on the street in question AND the pedestrian infrastructure is deemed to be able to be built without significant rearranging of other street elements, such as traffic lanes, bike lanes, or medians. The street is new. The lot is between two segments of existing sidewalk. If one of the above situations applies, the property owner builds the pedestrian infrastructure on the side of the street abutting the property, following the guidance for the specific street designations found in the Guidance section of this manual. The exact design for the pedestrian infrastructure is selected in a process of interpretation of the Guidance with Salt Lake County Office of Township Services Staff, with the option for input by the public. Generally, the property owner is required to build the Standard Design for the given Route Type unless there is a compelling reason to select one of the Alternative Designs. If the applicant pays the fee, it is recommended the applicant is charged per dwelling unit if residential or if commercial, a fee per occupiable square foot. Money from this fee is spent for: Network priority projects capital costs such as sidewalk and intersection improvements, and possible easement purchase for route connections; Network sidewalk maintenance; Network landscape establishment maintenance costs; and The Small Safety Project program. Money from this fee is spent for projects within smaller areas of Millcreek Township - potentially the sub areas of Community Council districts depicted in the map in Section 5.1 of this manual. CITIZEN AND COMMUNITY COUNCIL REQUEST The trigger: A citizen, group of citizens, or a community council desires pedestrian infrastructure in a specific place in Millcreek Township. Recommended track: There are a number of ways citizens can influence and implement pedestrian infrastructure in Millcreek: If the given street IS on the Walk Millcreek Pedestrian Network and the desired segment is at least 300 feet long: The citizen group submits a request and the Office of Township Services looks to see where the street is in the priority list. Staff analyzes whether the project could be moved up in priority. If the given street IS NOT on the Walk Millcreek Pedestrian Network (or does not meet the length requirement): Citizens can find funding for the pedestrian infrastructure and engage Salt Lake County to design and build it according to the Guidance section. If the reason for the desired improvement is a safety problem affecting a small area of a street or intersection: The citizens group can apply for funding through the Small Pedestrian Safety Project Program, which fixes safety- related problems. ---PAGE BREAK--- W A L K M I L LC R E E K 17 3 I CONTEXT There is no other transportation mode as dependent on so many details of an environment as walking. The ability of people to walk is dependent on specific aspects of the community, including the lay of the land, the connections of streets and paths, and the cultures of the community. We refer to this as context, and this section describes the context where walking happens in Millcreek. It includes the walking habits of Millcreek residents, employees and visitors; the places that draw Millcreek residents, employees, and visitors to walk; the current conditions for walking in Millcreek; and plans and projections affecting future walking in Millcreek. ---PAGE BREAK--- 18 W A L K M I L LC R E E K 3.1 Walking in Millcreek People walk in Millcreek. Nearly 42 percent of the Walk Millcreek survey respondents stated that they walk at least once a day, and 74 percent walk at least 3 to 4 times a week. Millcreek residents, employees, students, and visitors walk for all kinds of reasons – for exercise, to get to school or church, to go on errands to the grocery store, or to access public transportation. This section provides an overview of walking activities in Millcreek. WALKING TO COMMUNITY DESTINATIONS The most fundamental aspect of walking in Millcreek Township is the existence of places to walk to. Millcreek is rich in schools, churches, neighborhoods, commercial centers, and recreational resources - as well as pleasant streets that are destinations unto themselves. Nearly half of the Walk Millcreek survey respondents said they walked for errands; almost a third for church and a quarter for school. WALKING FOR RECREATION However, the largest reason Millcreek residents walk is for recreation. Ninety-four percent of respondents to the Walk Millcreek survey said they walk for recreational purposes. Millcreek Township is surrounded by outdoor recreation opportunities. These include a short stretch of the Jordan River Parkway, which provides unobstructed pedestrian access to points north and south; Big Cottonwood Regional Park, which creates a diagonal 1.5-mile swath of open space that runs nearly uninterrupted from 900 East to Highland Drive; Canyon Rim Park; Tanner Park; Olympus Hills trails; Parley’s Historic Nature Park; and access to the Bonneville Shoreline Trail. Both the eastern and western sides of Millcreek provide recreational and active transportation access to much of the region, including the Wasatch canyons. ---PAGE BREAK--- W A L K M I L LC R E E K 19 WALKING TO TRANSIT Many Millcreek corridors and intersections have significant transit ridership, and especially, in the western part of the township, people need to walk to these transit stops. Meanwhile, public transit is a critical ingredient of the future of Millcreek Township: While the Township’s most intense future development is planned for the area around the Meadowbrook TRAX station, higher capacity transit is planned for corridors such as 3300 South. In all cases, pedestrian infrastructure plays a critical role in providing access to transit. Some of the key issues, areas, and tips for pedestrian transit access are shown below: FUTURE WALKING Like many parts of the Wasatch Front, the shape of Millcreek’s communities and the transportation practices that are closely linked to these communities are evolving together. Several areas will likely see major change over the next several decades. Foremost among these is the area to the south of the Meadowbrook TRAX station, which has already experienced some new housing development and figures to see more of the type of intensive yet walkable housing developed in the Fireclay area immediately to the south, in Murray. Meanwhile, properties surrounding the Olympus Hills shopping center could be developed, and this area, which also includes a popular UTA park and ride and potential future high-capacity transit lines, could develop into a larger center for walking. Some of the larger shopping centers could redevelop, including the area along 3300 South in Canyon Rim, and the greater Brickyard Plaza area. In addition, regional planners predict that central Millcreek areas could take on increasing amounts of housing units and jobs in the future. These changes create major opportunities to refashion Millcreek’s centers, and in some cases, neighborhoods, into places for walking. To this end, Walk Millcreek has developed a “Pedestrian Center” designation for those areas likely to redevelop in the future into walkable centers. Public transit is a critical ingredient of the future of Millcreek Township - while the Township’s most intense future develop- ment will be around the Meadowbrook TRAX station, higher capacity transit is planned for corridors such as 3300 South. Meanwhile, many Millcreek corridors and intersections have significant transit rider- ship. In all cases, sidewalks play a critical role in providing access to transit. MEADOW BROOK EXPY 500 W 300 W MAIN ST STATE ST 700 E 900 E 1300 E HIGHLAND DR 4500 S MURRAY HOLLADAY RD VANWINKLE EXPY 2300 E 3300 S 3900 S WASATCH Average weekday riders at UTA bus stops 0 1 - 10 11 - 50 51 - 100 101 - 579 Percent of residents commuting by transit or foot Less than 5 percent 5 to 10 percent Over 10 percent Olympus Hills Amid an area of lower ridership, the 3900/ Wasatch Boulevard stop - with its Park N Ride - is a popular transit destination. 3900 S. corridor in west Millcreek Many of the bus stops with the highest ridership lie on the 3900 South corridor in Millcreek west of Interstate 15, providing an important link over this barrier to the rest of Millcreek. Highest ridership on rail corridor In general, the most bus boardings in Mill- creek occur at or near the Meadowbrook TRAX station. Consistent ridership on Millcreek corridors The central part of Millcreek contains sev- eral corridors whose stops are consistent in their ridership, with boardings concentrat- ed at intersections. Improving pedestrian access to transit Major streets: In Millcreek, bus stops tend to be on major streets so riders often must walk on these streets to access bus stops - Improving sidewalks on major streets is often the best investment for pedestrian transit access. BUS STOP BUS STOP BUS STOP Street Crossings: Large streets pose formidible pedestrian barriers throuhgout Millcreek, and many important and high-ridership stops lie at major street intersections. Providing safe and comfortable crossings at these intersections can be an effective way to improve access to transit. Pedestrian connections: There are some cases in Millcreek where a bus stop may be very close to a person’s home but there is no street connection to get there because of cul-de-sacs or other disconnected streets. Making these connections can be an important way to open up transit access to large areas. Higher commute mode share as one goes further west In general, commuters in the western parts of Millcreek and surrounding areas get to work by transit or foot more than those in the eastern parts - although some isolated areas in the east have high transit/walk mode shares. Source: UTA; US American Community Survey ---PAGE BREAK--- 20 W A L K M I L LC R E E K 3.2 The pedestrian realm FURNISHING ZONE : Space acting as a pedestrian buffer from moving traffic and space for amenities such as benches and other street furniture and lighting and utility poles THROUGH ZONE Space for people to walk. The Through Zone should be able to accommodate wheelchairs passing, and, depending on the environment and amount of pedestrians, people or pairs of people walking past one another. FRONTAGE ZONE Space for things asociated with the adjacent land use such as plantings, dining, seating or display. In an urban environment, walking generally takes place in what is called the pedestrian realm. The pedestrian realm describes the area of a street cross section designated to pedestrians, which is typically outside of the paved roadway and behind the curbs. The most important element of the pedestrian realm is the sidewalk, but park strips, street trees next to sidewalks, street furniture, and even pedestrian-oriented areas of adjacent properties are also pedestrian realm elements that provide several benefits. Park strips create a buffer between the sidewalk and vehicle traffic. When adjacent to higher-speed traffic, they need to be wider to achieve the same effect. Street trees create an inviting environment for pedestrians when consistently planted adjacent to a sidewalk. Together, they can help create a more human-scale environment for pedestrians. One can think of the pedestrian realm in terms of different “zones” that serve different functions – the “through” zone for walking and the “furnishings” zone for amenities such as street trees, lighting, and street furniture are the most typical, but the pedestrian realm can also include the “frontage” zone, where properties abutting the sidewalk can use pedestrian space for dining, gathering, or display; and the “edge” zone, which provides space to interface with the roadway for such activities such as getting in and out of vehicles. The design of the pedestrian realm – its width and the elements that are included - is context- dependent. For example, a sidewalk that may be comfortable to use on a residential street is less appropriate next to a 40 mile-per-hour arterial street, and vice-versa. ---PAGE BREAK--- W A L K M I L LC R E E K 21 3.3 Conditions for pedestrians in Millcreek One of the central issues addressed by the Walk Millcreek program is that the current and future activities of walking in Millcreek are not currently accommodated by the existing pedestrian realm. This section provides a background on why and how this is the case, and sets the stage for the solutions described in the other sections of this manual. HISTORY Understanding the predicament facing walkers in Millcreek requires some history. In the early years of the Salt Lake Valley, Millcreek was largely a hinterland for the growing urban area to the north. As the first pioneers explored the area, they found Millcreek Canyon to be a source of water and timber. This resource extraction activity spurred informal development along the creek and eventually led to the establishment of scattered agricultural farmsteads further afield. However, in the mid-20th century, as was the case throughout the United States, the shortage of housing at the end of World War II led to the establishment of residential subdivisions that overtook the agricultural areas. This growth in the Millcreek area occurred largely unplanned, so the narrow rural roads were forced to begin carrying increasing amounts of urban traffic. Unlike the 132-foot wide street rights-of-way in the historic core of Salt Lake City that contained sidewalks, landscaping, and vehicle space, the rights-of-way for major streets in Millcreek are closer to 70 or 80 feet and have barely had enough room for the expanding needs of automobiles, much less any space for other uses of the street. At the same time, because of the prevalence of the automobile during the development of Millcreek subdivisions, many of the local streets were built without sidewalks. Foothill Mountain Influence Foothill Mountain Influence MRC BCRP PHNP WF WF BCRP BCRP BCRP Millcreek Canyon Heritage Big Cottonwood Creek Heritage Orchard Heritage Agricultural Heritage Mid-Century Hillside Post WWII Industrial/ Commercial Canal Heritage Upper Canal Jordan and Salt Lake City Canal Historic Open Space and Parks BCRP - Big Cottonwood Regional Park MRC- Millcreek Recreation Center PHNP- Parleys Historic Nature Park WF - Wasatch Foothills Historic Features Historic Mills Historic Dairy Farm Area Evergreen Avenue Historic District Historic Features & Characteristics ---PAGE BREAK--- 22 W A L K M I L LC R E E K CURRENT CONDITIONS As a result of this history and a lack of clear and consistent pedestrian infrastructure policy, nearly 60 percent of street-sides in Millcreek do not have sidewalks. The lack of sidewalks is a common condition throughout the Township, from the Jordan River to Olympus Cove. In some cases, whole subdivisions do or do not have sidewalks, but in many other cases, sidewalks exist in short stretches with gaps between them, sometimes as short as one lot frontage long. The sidewalks that do exist occur in a range of widths and designs. The most commonly occurring sidewalk type in Millcreek Township is a 4-foot sidewalk with a 5- or 6-foot park strip. This sidewalk occurs both on smaller streets and on larger streets, and reflects the current Salt Lake County standard. While about two-thirds of Millcreek sidewalks have park strips, many of the narrower sidewalks throughout Millcreek Township are “contiguous” - meaning they are contiguous, or next to, the curb and gutter, with no park strip. These occur on residential as well as major commercial streets. Meanwhile, only about 15 percent of sidewalks in Millcreek are next to regular street trees. Other pedestrian amenities such as street furniture or pedestrian-scale lighting are almost nonexistent. On the whole, these conditions add up to a pedestrian realm that does not meet many of the Walk Millcreek Guiding Principles: The current Millcreek pedestrian realm is inconsistent and lacks quality. Map showing Millcreek Township streets with sidewalks (dark blue) and those without sidewalks (light blue). ---PAGE BREAK--- W A L K M I L LC R E E K 23 SCHOOL ACCESS The ability of students to walk from their homes to neighborhood schools is a central goal of Walk Millcreek. School pedestrian access has been considered by the State of Utah’s Student Neighborhood Access Program (SNAP), which promotes students walking to schools. SNAP Plans are developed by individual schools in collaboration with UDOT. This program is designed to promote students walking to schools. Routes in these plans are identified as the safest streets for students to walk on. However, over half of these safe routes to school in Millcreek Township are on streets without sidewalks. Some of the location-specific school pedestrian access issues in Millcreek include: Few schools are located in West Millcreek, but those students who live there and walk to schools in other jurisdictions lack identified safe routes. And, while the western part of Millcreek Township does not have many schools, it is experiencing large growth in families with children. 3900 South, with one of the highest auto- pedestrian collision rates, is identified as a safe route to school. Recent projects have improved school access, such as the new sidewalk on Oakview in Olympus Cove that connects two schools. Safe walking routes to bus stops are not included in SNAP Plans and are needed. Map showing Millcreek Township Student Neighborhood Access Program routes with sidewalks (blue) and those without sidewalks (red), as well as schools. ---PAGE BREAK--- 24 W A L K M I L LC R E E K WALKING BARRIERS Even with all the pedestrian destinations and trails in Millcreek, accessing these places on foot is challenging because of the barriers between them and Millcreek neighborhoods. These barriers are mostly big surface streets with high volumes of fast-moving traffic. But they also include creeks like Mill Creek, freeways, and even large fenced properties that pedestrians must make long detours around. Walk Millcreek addresses barriers by considering new connections across them, improving the existing connections, and investing in pedestrian corridors that are unimpeded by major barriers. PEDESTRIAN-AUTO COLLISIONS Many Millcreek neighborhoods do not often experience collisions with automobiles, but there are some “hot spots” of collisions in Millcreek. St. Marks Hospital and surrounding medical offices are an epicenter of pedestrian-auto crashes, including one fatality. 3900 South has the most pedestrian-auto crashes of any street in Millcreek Township. MEADOW BROOK EXPY 500 W 300 W MAIN ST STATE ST 700 E 900 E 1300 E HIGHLAND DR 4500 S MURRAY HOLLADAY RD VANWINKLE EXPY 2300 E 3300 S 3900 S WASATCH * Road with at least 2 of the following: 4 lanes; 35 mile or over speed limit; 20,000 or more average daily traffic Pedestrian Barriers Pedestrian Barrier Crossings Crosswalk Street/Trail Pedestrian bridge Freeway/rail tracks Large busy street* Waterway Fenced property barrier BARRIER: Large properties BARRIER: Large, busy streets BARRIER: Waterway CROSSING: Pedestrian bridge BARRIER: Rail tracks BARRIER: Freeway CROSSING: Street CROSSING: Crosswalk Map showing Millcreek Township pedestrian barriers. Map showing pedesrian-auto collisions in Millcreek Township. ---PAGE BREAK--- W A L K M I L LC R E E K 25 TYPICAL SIDEWALK CONSTRUCTION ISSUES IN MILLCREEK STREETS g p Town and transit centers As Millcreek develops walkable town centers and transit-oriented places, these denser, higher-activity areas will need wider side- walks with more amenities, conflicting with current conditions and standards. Piecemeal approach to sidewalks Throughout Millcreek’s history, sidewalks have been built in a piecemeal fashion, where one property or subdivision would build sidewalks while the adjacent one would not. In adapt- ing sidewalks in this environment, the Office of Township Services must accommodate a lot of inconsistent conditions. This case-by-case ap- proach is inefficient and labor-intensive. This has left the community with many dead-ends and lack of clarity and vision about where and how to build sidewalks. Snow removal and storage Winter maintenance can dis- suade residents from wanting new sidewalks. Historic Preservation Several aspects of the Millcreek Town- ship landscape could be considered his- toric. Historic status is typically associat- ed with buildings but sidewalks are more affected by historic trees, landscape, site design, and irrigation canals. In some areas such as Olympus, the lack of side- walks itself could be considered part of a historic mid-century design. Utilities and street engineering The building of future sidewalks in Millcreek must take into consider- ation utilities such as power lines, drain inlets, pull boxes, and others. The location of the road-crown rela- tive to the roadside - can also be an issue - adding sidewalks can require relocating the roadbed crown. Private improvements in the public right-of-way Throughout Millcreek Township, the location and width of the public right- of-way is inconsistent. Much of the roadside area in the public right-of-way but many property owners have planted landscaping that they value. Exception requests Many builders and developers infilling sites in Millcreek neighborhoods notice the inconsistency between the requirement to build sidewalks and the lack of sidewalks in the area - and apply for an exception. These excep- tions contribute to the difficulties of the piecemeal approach to sidewalks. Several issues challenge the construction of sidewalks in Millcreek Township, ranging from how sidewalks have been built in the past to current levels of expectations to future visions for Millcreek. Ongoing maintenance If new sidewalks are built, they must be maintained, which poses a challenge . ---PAGE BREAK--- 26 W A L K M I L LC R E E K 3.4 Walk Millcreek Community Process Walk Millcreek was created in 2015 through a yearlong in-depth process that involved some 500 members of the community. The process included a survey about walking habits and preferences; stakeholder interviews; Community Council and planning Commission presentations; a project website; and three rounds of public meetings that consisted of both open houses and interactive workshop exercises. The process was educational in two directions: the Millcreek residents and other stakeholders educated the project team about their community while the project team educated members of the community about the importance of pedestrian infrastructure and the latest best practices. In addition, the project team itself was comprised of a range of different department representatives and professionals. Consequently, Walk Millcreek has considered the full range of implications for a pedestrian infrastructure program, from development applications, the General Plan, Planning Commission and County Council guidance, to engineering individual projects, funding sources, and ongoing maintenance. The process that generated and refined the Walk Millcreek Pedestrian Network included both project team workshops (top left) and public open house and workshop feedback (top and bottom right). ---PAGE BREAK--- W A L K M I L LC R E E K 27 Adding sidewalks to streets currently without them... What are you willing to give up to achieve this outcome? 1- Essential 2 - Important 3 - Somewhat Important 4 - Not Important 5 - I don’t want sidewalks 1- Very Willing 2 - Somewhat Willing 3 - Unsure 4 - Somewhat Unwilling 5 - Very Unwilling 1- Very Willing 2 - Somewhat Willing 3 - Unsure 4 - Somewhat Unwilling 5 - Very Unwilling 1- Very Willing 2 - Somewhat Willing 3 - Unsure 4 - Somewhat Unwilling 5 - Very Unwilling 1- Very Willing 2 - Somewhat Willing 3 - Unsure 4 - Somewhat Unwilling 5 - Very Unwilling How important is this outcome? #1 Roadway width? #2 On-street parking? #4 Purchase private property for right-of-way? #3 Private yard improvements (gardens etc.) in the public right of way? A 1- Very Willing 2 - Somewhat Willing 3 - Unsure 4 - Somewhat Unwilling 5 - Very Unwilling One side question... How willing are you to accept sidewalks on one side as a compromise? Public R.O.W. B C D A B C D Shared pedestrian/bike lane lanes flush/at grade with street Opportunities & Constraints: • Works with narrower rights-of-way • Requires less modification • Less safe for pedestrians than raised sidewalks • Local tradition – bike lanes • Parking/bike/pedestrian lane – location options impact pedestrians painted asphalt concrete with symbols Pedestrian lane with edge delineators (bollards, curbs, fences, planters, etc.) asphalt/ concrete pavers asphalt/ crushed stone asphalt pavers/ concrete pavers Opportunities & Constraints: • Works with narrower rights-of-way • Requires less modification • Less safe for pedestrians than raised sidewalks, but safer than no delineators • No local tradition – substantial learning curve for drivers / potential vehicular hazard • Determining the best delineator option (kit-of-parts?) • Challenge for snow removal light bollards rubber armadillos parking stops planters lightposts W lk Mill k HIGH MEDIUM LOW COST LOCAL CHARACTER SAFETY ENVIRONMENTAL INTEGRITY MAINTENANCE CONTEXT (DOES IT FIT?) PROFESSIONAL ANALYSIS HIGH MEDIUM LOW COST LOCAL CHARACTER SAFETY ENVIRONMENTAL INTEGRITY MAINTENANCE CONTEXT (DOES IT FIT?) PROFESSIONAL ANALYSIS Comments 1. STRONGLY SUPPORT 2. MODERATELY SUPPORT 3. NEUTRAL 4. MODERATELY OPPOSE 5. STRONGLY OPPOSE GROUP ASSESSMENT Level of Support Comments 1. STRONGLY SUPPORT 2. MODERATELY SUPPORT 3. NEUTRAL 4. MODERATELY OPPOSE 5. STRONGLY OPPOSE GROUP ASSESSMENT Level of Support Examples of the interactive exercises undertaken by participants in the June 2015 series of three public workshops in the eastern, central, and western parts of Millcreek Township. In these exercises participants worked in small groups identify their opinions on “tradeoffs” among different approaches to pedestrian infrastructure (above) as well as their opinions on alternative pedestrian treatments (at right). ---PAGE BREAK--- 28 W A L K M I L LC R E E K 3.5 Initial street assessment The previous sections can give users of this manual some sense of why the conditions for pedestrians are what they are in Millcreek. However, conditions are unique to each street. If you are curious about the prospect of upgrading pedestrian infrastructure on a particular street, here are some things to look for and consider: Q: What is your street’s role in the larger pedestrian network – i.e., what destinations does it connect you and your neighbors to? Is it a designated route on the Walk Millcreek Pedestrian Network? A: Walk Millcreek prioritizes streets that lie on the Pedestrian Network. For more information on the Pedestrian network, see the Foundations section (2.1-2.4). Q: Is there already a sidewalk along part of the street? A: Some Millcreek streets only need to fill small gaps in the sidewalk in order to have a consistent pedestrian route. If your street is on the Pedestrian Network, a small “gap fill” on a network street could potentially move up in priority. If not, the project may qualify for the Small Pedestrian Safety Project Program Q: If a sidewalk is on only one side are there factors that lead you to prefer that sidewalks should be on both sides? A: The Guidance (4.1-4.6) section encourages sidewalks to be on both sides of the street, especially in the case of streets near schools, but constraints in available space in the street can employ a sidewalk on one side as a solution. Q: How big is the street and how much traffic does it have on it? Do you feel safe walking in the street? A: Many Millcreek community members indicated that they feel comfortable walking in their low-traffic neighborhood streets without a sidewalk. However, the more traffic on a street, the more important it is to have a sidewalk or other separated pedestrian realm. One goal of the Pedestrian Network is to provide every neighborhood with a choice of accessible, consistent, quality pedestrian routes within a short walk on low-traffic streets. On the other hand, if your street is not on the Pedestrian Network and you feel there is a safety problem for pedestrians, see the Small Pedestrian Safety Project program in the Sustenance section Q: Is the street near a school? A: The Walk Millcreek Pedestrian Network prioritizes streets that connect neighborhoods to schools. In addition, the Small Pedestrian Safety Project Program (5.3) provides funding to fix small safety issues along Millcreek streets; school access routes are ideal targets for this program. Also see the UDOT-administered Safe Routes to Schools funding program for school pedestrian and bicycle access described in Section 5.5. Q: How does the street currently drain? Does water that falls on the pavement simply drain into the adjacent property? Is there an existing curb and gutter even if there is no sidewalk? Does the street drain into a swale or one of Millcreek’s historic stone canals? A: Because drainage systems are so closely connected to sidewalks and other pedestrian infrastructure, Walk Millcreek seeks to create drainage systems that embody many of the same principles as the pedestrian infrastructure – consistent and effective. Curbs and gutters should be implemented as systems large enough to be effective. Otherwise, the Guidance section (4.1) proposes some drainage alternatives. Q: How wide is the right-of-way (the right- of-way is the width of the public property dedicated to the street)? Is there room to put sidewalks on either side of the existing pavement? A: Many Millcreek street rights-of-way have enough room to put sidewalks on either side of the existing pavement, even though this area may appear as private property. Q: Are above-ground utilities in the way of building a sidewalk? A: The Guidance section (4.1-4.6) provides strategies for working around above-ground utilities. Note your answers to these questions and then consult the relevant sections of the Guidance section. ---PAGE BREAK--- W A L K M I L LC R E E K 29 WHAT DESTINATIONS DOES YOUR STREET CONNECT TO? ARE ANY UTILITIES IN THE WAY OF BUILDING A SIDEWALK? DOES YOUR STREET HAVE A SIDEWALK ON ONE SIDE OR PART OF THE STREET? HOW DOES YOUR STREET DRAIN? IS YOUR STREET NEAR A SCHOOL? WHAT IS THE STREET RIGHT-OF-WAY? WHAT CAN FIT IN IT? DO YOU FEEL SAFE WALKING IN THE STREET’S ROADWAY? ---PAGE BREAK--- 30 W A L K M I L LC R E E K ---PAGE BREAK--- W A L K M I L LC R E E K 31 4 I GUIDANCE This section offers citizens, planners, elected officials, developers, community activists, and other users a common set of guidelines for planning and designing walking routes and places in Millcreek. These guidelines are based on the Walk Millcreek Pedestrian Network, a set of walking routes that will connect Millcreek neighborhoods, destinations, and recreational amenities for Millcreek pedestrians. The Pedestrian Network is made up of a series of components, such as walking routes, street intersections, connections across pedestrian barriers, and special conditions. This section of the manual guides the planning and design of these different elements, offering a coherent yet flexible approach to making the “lines on the map” functioning and sustainable pedestrian infrastructure. This section is comprised of five types of guidance: Route Types Other Routes Overall Route Guidance Overlays Barrier Crossings To use this section, look at the Walk Millcreek Pedestrian Network and find the street or location you are interested in and take note of all the designations. Guidance for these designations can be found in this section. ---PAGE BREAK--- 32 W A L K M I L LC R E E K 4.1 Route Types The most important component of the Walk Millcreek Pedestrian Network is the hierarchy of pedestrian routes that connects the entire Township. Much like urban streets are organized into large Arterial routes on one end for trips across the metropolitan region, and Local routes on the other for driving around a given neighborhood, Pedestrian Network routes are also organized according to these scales of use. Route types fall into one of three categories: Neighborhood Routes are intended for walking through a neighborhood or from one’s neighborhood to a neighborhood destination; Community Routes connect Millcreek neighbors to major destinations and corridors, serving as pedestrian “collectors” linking MA 0 0 G D S 2 W TH TH TH TH TH MA MA E 0 E 0 E 0 E 0 E D G D S 2 W ELGIN JULEP 800 3 ELGIN 4500 4500 OLY L MPIC 2700 3608 700 BIRCH 3900 RICHMOND KINGS 4675 MURRAY A HOLLADAY A AUSTIN IMPERIAL 570 2100 RICHMOND MARY DOTT I-80E WB STA T T A E 2930 3900 JORDAN RIVER PKWY MELBOURNE 2700 AT A KIN YUMA 4500 1000 4660 2700 EMPIRE O 900 39 EAST MILLBROOK 800 OLY L MPUS OAKS 530 UNNAMED CRAFTSMAN ARCADIA GREEN LUETTA T SHADY LAKE 645 BROOKLANE LEE WA W Y A LINCOLN OLD FA F RM UNKNOWN 800 4140 HONEYC Y UT 2175 300 800 MURRAY A HOLLADAY A MAPLE VIEW 4500 750 UNKNOWN 785 4115 3990 3900 VINEYA Y RD HIGHLAND 3900 2300 DARD HILLS 1719 PINTA T IL 1950 500 4465 UNKNOWN SIERRA VIEW BONNER 1250 GREEN VISTA T ROBIE HILL MORNING WOOD GILROY 850 3070 VINTA T GE WELLINGTON NOMA LINDA HOLLOW 3360 3650 CRESTBROOK METRO MONZA ADONIS SANTA T ROSA 700 4620 QUAIL VISTA T LOUISE REDMAPLE BONNER FOLKER 3950 WILLIAMS TREE MILLCREEK JERRIE LEE 700 4080 LAUREL 3900 3210 DRAGE UNNAMED CAROLY L N 1225 EASTWOOD CRESCENT 3100 05 715 EUROPA P ALT L A T VISTA T 4200 WHITE 4680 VIMONT HAZEL ARLENE SHADY TREE MELV L INA 3370 MARIE 380 DARD WA W Y A MARK APPLE MILL 620 CANYO Y N 1200 4260 NAMBA PA P X 3900 3900 EMERALD SPRING 650 GAY A LAR I-215E SB 4500 OFF 3990 1335 NEFFS UNKNOWN 4315 FISHER I-215E SB 4500 OFF MEADOW BROOK CONNOR METROPOLITA T N TERRACE VIEW SCOTT PA P RK KIMBARY 4435 1000 4580 ASTRO 3805 OAKRIM SAG 850 RED SAGE PA P NTERA 1935 IDLEWILD MEGAN MILLCREEK PA P RK 2860 HUNTERS RIDGE FLY L NN MILLCREEK ARARAT A DOREEN LINCOLN OAKS WELBY LORRAINE BELLA VERDE LORI LEIGH 3340 HAGOTH GEORGETOWN 300 SPRING ELGIN MILL GARDEN 1200 MELBOURNE SIGGARD OLD WILLAMS 1650 620 FOX POINT 2800 UNKNOWN 3000 BURNSIDE 3020 3940 VERDANT GILROY CANYO Y N VIEW 590 EASTWOOD CELESTE OAKWOOD 3780 ROSEGARDEN PA P INTER KAY A 1620 DELIA WOODLAND FORTUNA SMITHS ACCESS NEFFS MAPLE MORAINE FLORENCE BERNADA TINA ORCHARD LINDA INTEGRA 3300 490 1570 4350 WOOD WILLOW DEL MAR 1100 2880 GRACE 1465 3375 THOUSAND OAKS 760 GORDON ROYA Y L TROON LOLA ASHFORD SHADY YO Y UNG HAV A EN 3730 980 1220 3970 SKYVIEW JOYE 1380 BONNER MAGDA GAT A EWA W Y A CASCADE SUNSET VIEW OLY L MPUS VIEW CANYO Y N EDWIN IMPERIAL PA P RK ARCAT A A T JUNO GARY 1350 UNKNOWN GREENVA V LLEY BECKY 3710 MONTECITO I-80E EB 2300 SB OFF STREAM SIDE ARNETTE VA V LENCIA PA P RK ALV L A V 4119 OAKWOOD SPRUCE VIEW NOAL HALE MILLCREEK DELL 3720 NEPTUNE FA F LLON MARS 1ST ROCK BRIDGE MILL CUMMINGS HILLSIDE 4560 3610 3690 ST MARKS DELNO TERRACE HEIGHTS WINDY GARDEN 2890 1715 BRISTLE PINE ASHLAND 3945 3275 PEBBLE GLEN QUAILVISTA T CLIFF 4075 FA F IRCLOUGH 390 3355 785 OAKVIEW UPLAND TA T NNER GARDENS PA P RK TERRACE ZENIA MEADOWS 4149 EVELY L N VENAR 4129 3020 TA T ITLY L NN PA P RKVIEW 3835 HONEY CREEK APPLE VIEW 3345 KAT A HERINE 420 ALT L A T LOMA 2825 2300 3900 3825 DEL VERDE 4116 I-215E SB OAKWOOD 1640 WA W INWRIGHT 565 YO Y SEMITE LARKWOOD 845 PHEASANT RIDGE JUPITER WEDGEWOOD CRAIG WHITE EL SERRITO KENWOOD RIDGEDALE 4780 MILLCREEK SPRUCE I-80E WB PA P RLEYS OFF 465 MILLHAV A EN MIRAMAR FOXBORO PA P RKVIEW LOCHNIVA V R 3835 SAN LUCAS CRUISE SOLITA T IRE 1460 CLAY A BOURNE GARDEN SPRING WINDERBROOK EMPIRE CELESTE 3800 4145 ORCHARD PA P RK LAKE SPRINGS GREEN FLOWER 1400 1500 CERES LORIEN DENISE 4300 ACHILLES BARBEY OAKCLIFF SUNNYDALE 4500 CUMORAH PLAT A EAU LARES FULLER 2870 GREGSON 045 4345 SUGAR LEAF 2000 DIANA 1140 E MONTC T LAIR 4410 QUAIL VISTA T BARBARA 4055 1030 FA F IRFIELD 2900 LORETTA T GREGSON HUNDLEY HAV A EN 2140 HILLV L IE ASH KIKKERT 3900 3150 MELINDA 1025 HIGHLAND 3170 4270 SHILOH PA P RK 1070 COLEMERE MOUNTA T INVIEW 3730 CRESTWOOD MILLCREEK 3715 MOUNTA T IN 3380 WA W SAT A C T H OAKS SAN RAFA F EL EASTCLIFF LOST RIVER 3075 390 SUN MEADOW COLONY CLAY A BOURNE BROCKBANK CRAIG 2045 MILL CORNER COLONY LORRAINE MOUNTA T IN 2075 VA V LLEY CHAUNDRA 3740 TETO T N PIONEER 700 MOUNTA T IN HOLLY L WA W SAT A C T H WILMOTT 635 SCOTT 1110 3990 ARNETTE BRANDT EMMA CASCADE 3100 HERITA T GE 3780 DORIE FOUR WOODS RAINIER ZENITH STILLMAN LAV A ON RUTH MEADOWS 4490 2910 2520 510 2520 STOCKBRIDGE 80 RANGE 3130 EL SERRITO T MANSFIELD 1885 3040 PA P RKCREST HERMES MANOR RIDGE GREENBRIAR LORENVON 1400 LEMMON 4010 2520 2900 1115 FOREST HILLS 2790 LOIS ROGER 4705 EVERGREEN BOSHAM 2035 APPLE PA P RK COLUMBIAN WHITE 4130 HAMPTON CREST FOUBERT 3020 1500 2110 CHRISTINE HIDDEN ACRES 3010 LINDA ROSA 3380 2410 BROOKVIEW COOPERS HAW A K BAY A 4380 3145 CENTRAL LAKE 2145 WEST TEMPLE OAKRIDGE MILLBROOK SKYVIEW CONNOR PA P RK 3580 MUIRFIELD GREGSON LOCH LOMOND MICHAEL MILL 4705 IGHLAND LUTO PIONEER 1410 KAIBAB SUNSET VIEW NICHOLS 4030 2100 1860 3820 JOYC Y E PEACH 4100 950 ZARAHEMLA UNKNOWN NORMANDIE UNKNOWN APPLE PA P RK AILEE WICKLOW 3955 PA P RIS MAIN CARSON GARDEN BLACK SWA W N 3340 4475 WOODLAKE 3670 BROOKBURN MILEHIGH NIBLEY VIEW AV A ELINE RANCH VIEW BARROWS PA P LISADE 3580 KENTO T N 3380 OLD FA F RM WA W RR 3300 4025 EL RANCHO 3220 430 2125 HILLSIDE PINES 3530 MILLBERT 1900 3170 4320 FA F RM BRIDGE CONRAD BROOKSHIRE MILLBROOK LAT A IMER VIEW 730 I-215E SB SAGE PA P RK ELMWOOD MILLHOLLOW KENTO T N KEYS VIEW ELGIN 1300 3065 GLORIETA T REDTA T IL HAW A K BAY A 2130 BONITA T 3175 4325 OAKWOOD MARDONNA TO T PPS 1570 3185 4080 CARMELITA T 2940 TO T RYN JONETTA T 2225 LAKEVIEW 2900 LAKE FOOTHILL PA P RLEYSTO I-215E SB 4020 1045 1025 2210 WILLES ASH TREE DOREEN LARES 2740 LITTLE FA F RM PA P RKVIEW WESTVIEW RICHES ELGIN GRANITE MILL 2780 EWELL OLIVE 1450 WOODLAND INVERARY 4181 LUCK 1040 RIVER HOLLOW KEMPNER CENTRAL 4070 SCOTT MILLBROOK 3680 SPRING VIEW 3680 HAV A EN BAGEND GLORIA EVERGREEN 2850 MOTT WOODLAKE IDLEWILD MAPLE VIEW ANGELINA MOUNT OLY L MPUS MURRAY A HOLLADAY A RIDGEDALE 3035 HOLLADAY A WOOD PA P RK HILL LEONA UNKNOWN 4115 GRAND CAY A MAN CLAY A BOURNE UNKNOWN CRAIG SNOWMASS EMPIRE CUMMINGS WINDER 3370 LAV A A V R 1215 3210 3510 LUCK SPRING MARIPOSA 200 RUTH 775 SORENSON 2500 2175 OREGON RIVER TRAIL KENWOOD HILLSIDE WA W T A SONS CREEK CLARIDGE 570 3950 1885 3600 HERMES 33 3370 4165 3015 2940 RANCHFIELD 3000 IRIS SEQUOIA 2750 ELGIN 3545 ASTRO HIGHLAND CRESTBROOK 1800 PA P IGE JUPITER MILLCREEK CYN TERRACE VIEW WINDER MEADOW 1730 OAKWOOD LAV A ON JOYC Y E BRUCE SANTA T ROSA BERNADA 2540 DELNO PA P RK OAK WESTO T N SIERRA RIDGE VA V NWINKLE 2700 LA DORE PA P RK HILL 4050 JEANNINE 3375 4285 ORCHARD 2455 GREGSON 1530 CAROLY L N BELLTOWER 1135 PLAZA ASPEN MEADOWS YUMA 4530 LANEBROOK ANITA T I-80E EB MONTC T LAIR 4555 PA P RK MALIBU 1575 3735 3000 I-80E WB TO T I-80E WB DD 3125 KNUDSON OAKWOOD LA RUE HORNE 4280 EDWA W RD ARROYO Y GARDEN MULHOLLAND ORCHARD 2445 COLLEGE REDMAPLE 3710 825 1175 PIN OAK WILLOW GRAPE IVY WHITE 700 MARYROSE 4255 GREGSON ARNETTE 1940 4090 CREST ORCHARD BEST CREST OAK 3120 LEMANS 3720 3930 3770 3210 300 WOODLAKE 3750 850 3745 FOOTHILL TO T I-80E EB WB DONEGAL LAHAR KELLER 3110 EDGEMONT 3825 MARVIAN BROOKWOOD 4370 GREGSON ELGIN ARNECIA 3700 BROOKWILLOW EAST MILLBROOK WHITE MAPLE VIKING FORTUNA ROWLEY 3115 LA MESA 1915 1950 1810 4200 2960 MAPLE TWIN VIEW VIEWCREST 3395 2990 1940 FA F RM MEADOW CANYO Y N RIM DEVEREAUX HILL I-80EWBTO FOOTHILL PA P RLEYS ORCHARD 3060 OAK TERRACE LANARK LOS ALT L O T S MONTEVERDE PLAZA 1000 3625 3225 4200 3385 MUIRFIELD 3365 3400 HIGHLAND MARGIE 3045 4230 4750 3435 MEADOW PINE GREGSON 2070 860 4170 2815 PA P RKHILL HERMES 3685 PA P RKER 3570 LORRAINE 2910 GARDEN COLUMBIA 3155 GORDON 3205 LISONBEE JEPSON CANYO Y N VIEW GUNN MARS BONVIEW 4125 LORAN HEIGHTS ELM LEAF 2475 QUAIL POINT I-215E NB 3300 ON SAGEHILL 4160 POWERS MILLER AMBLEWOO 3345 FISHER 615 I-80E EB FOOTHILL ON 3745 MARIE 400 ABINADI BENDEMERE 1140 CUTLER GILEAD 3650 QUAIL PA P RK 3665 ADONIS LAMBOURNE TROY MOUNTA T IN VIEW LARCHMONT OAKRIDGE MILLCREEK RORA WA W SAT A C T H 2400 VIEWCREST MOUNTA T IR LAMBOURNE CHOKE CHERRY TWINBROOK I-215E NB 3300-3900 OFF 1350 OLY L MPUS PA P RK 3350 MONTA T MAT A HEWS 805 3600 VIMONT 3150 3010 EASTOAKS PONDORAY A I-215E SB 3900 OFF LAURELCREST 2880 LOIS WILD ROSE 2980 2940 MILL EVERGREEN BROCKBANK FISHER THOUSAND OAKS OLY L MPUS RIDGE SIERRA WESTWOOD 4060 HIGHLAND COVE 2965 I-215E SB 3300 OFF COVECREST FLEETWOOD I-80E EB LEDGEMONT 3380 DEERCREEK I-215E SB 3900 ON MILLBROOK HOWICK 3205 WOODDUCK BROCKBANK 1590 I-215E SB I-215E SB 3300 ON ADONIS VIRGINIA PA P RKVIEW STONEHEDGE I-215E NB 3800 ON I-80E WB FOOTHILL ON I-80E WB TO I-215E SB I-215E NB NEFF I-215E NB TO I-80E EB I-215E NB TO I-80E WB I-80E EB TO T I-215E SB ®v ®v ®v ®v ®v nm nm nm nm nm nm nm nm nm nm nm nm nm nm nm nm nm nm nm 500 W 300 W MAIN ST STATE ST 700 E 900 E 1300 E HIGHLAND DR 4500 S 2300 E 3300 S 3900 S WASATCH neighborhood pedestrian routes to citywide and regional destinations. Regional Routes are on high-trafficked streets of regional importance connecting a chain of destinations attracting those from throughout Millcreek and the region. Guidance for designing each route type follows. Neighborhood Pedestrian Route Routes typically on smaller streets linking neighborhood destinations such as schools and churches and providing neighborhood access to larger destinations. Community Pedestrian Route Routes that connect Millcreek neighborhoods to major destinations and corridors, serving as pedestrian “collectors” linking neighborhood pedestrian routes to citywide and regional destinations. Regional Pedestrian Route Route on high-trafficked streets of regional importance connecting a chain of destinations attracting those from throughout Millcreek and the region. Non-Motorized Pedestrian Route Trails allowing only non-motorized modes such as walking hiking, running and bicycling. Existing Barrier Crossing Existing crossing of identified pedestrian barier such as a major roadway, freeway, railroad, waterway, or property. Proposed New Barier Crossing Proposed new crossing of identified pedestrian barier such as a major roadway, freeway, railroad, waterway, or property. Existing Neighborhood Route Intersection Intersections that do not rise to level of barriers but where Pe- destrian Routes intersect collector- or above- level streets and benefit from additional pedestrian crossing infrastructure to strengthen the pedestrian route. Proposed New Neighborhood Route Intersection Proposed new pedestrian crossing infrastructure at inter- section of Pedestrian Route at collector- or above- level streets. School Place of worship Supermarket Community center Hospital Park R o u t e T y p e s D e s t i n a t i o n s Recreation Pedestrian Route A route recognized as a popular, often regionally significant recreational walking or running route. Heritage Pedestrian Route Route that highlight streets, corridors, areas and places significant to Millcreek’s history. Pedestrian District Areas planned for future intensive pedestrian activity. O v e r l a y D e s i g n a t i o n s B a r r i e r C r o s s i n g s H WALK MILLCREEK PEDESTRIAN NETWORK * For a larger version of this map, please see Section 2.2. ---PAGE BREAK--- W A L K M I L LC R E E K 33 Intent Neighborhood Routes are the most basic and frequent type of route, intended to link Millcreek residents to the surrounding community. Neighborhood Routes provide connections from the interior of Millcreek neighborhoods to other neighborhoods and community destinations such as schools and churches, while also providing access to the larger Millcreek pedestrian network on larger streets. Neighborhood Routes are typically located on smaller streets. NEIGHBORHOOD ROUTES 50 700 E 130 4500 S 0 S TCH ---PAGE BREAK--- 34 W A L K M I L LC R E E K Key design considerations: Short stretches of gaps in an existing sidewalk (of a block/300 feet or less) should be infilled with the existing design – see Gap Fill; Otherwise, the Standard Treatment should be implemented on both sides of the street unless: ◌◌Available right-of-way width constrains its implementation; drainage alternative to curb and gutter is desired; ◌◌An alternative can enable a specific community character; ◌◌The given street lies on an overlay: Recreational Route, Heritage Route, or Pedestrian District – see the Overlays section for guidance on these overlays; ◌◌Financial resources constrain the implementation of the standard ◌◌The Office of Township Services approves another compelling reason If the Standard design is not implemented, five alternatives are available: ◌◌For right-of-way width constraints: • Alternative 1 eliminates need for curb and gutter; • Alternative 2 can reduce width needed for sidewalk and park strip; • Standard can be implemented on one side of the street (Alternative and • Alternative 5 allows for a narrower contiguous sidewalk for short stretches in extreme constraints. ◌◌For drainage constraints: • Alternative 1 employs a swale to drain the street. ◌◌For desire to accommodate or enhance a specific community character: • Alternative 1’s swale lends a more rural character to the street; and • Alternative 4 is appropriate for areas with a more urban character or for places with high amounts of pedestrians, such as in front of a church or school. Of any of the Route Types, Neighborhood Route streets are most likely to have constrained right-of-way; many street rights- of-way are 50 feet or less. This means that after the minimum 25-foot wide roadway is accommodated, 25 feet are left for the pedestrian realm and curb-and-gutter. ---PAGE BREAK--- W A L K M I L LC R E E K 35 GAP FILL The “gap fill” treatment is when a street has a sidewalk on one or both sides, but has short segments where the sidewalk is interrupted. The approach is to fill that gap with the same sidewalk design, creating a more consistent pedestrian experience. Design guidelines If two sidewalks of the same design are separated by a segment without a sidewalk, the design of both ends should be filled in, barring any constraints such as utilities. If two sidewalks of differing designs are separated by a segment without a sidewalk, the design of the sidewalk most closely resembling the Standard Treatment for the route should be implemented in the gap, barring any constraints such as utilities. If there are constraints in the gap fill segment, see the Alternative Treatments section of this Route Type for options. If an existing sidewalk ends at a mid-block location, and then no sidewalk continues to exist beyond the next intersection, the gap between the existing sidewalk and the intersection could be filled with the existing sidewalk design and then the other side of the intersection could take on the Standard Treatment or an Alternative Treatment. Using the gap fill approach, the sidewalk in the right part of the photo would be continued on the left side of the driveway. ---PAGE BREAK--- 36 W A L K M I L LC R E E K NEIGHBORHOOD STANDARD TREATMENT The Standard Treatment for Neighborhood Routes is a five-foot-wide sidewalk with a five-foot- wide park strip and a curb and gutter. These are the minimum widths that enable neighborhood pedestrian travel and a healthy landscape buffer to comfort and shade pedestrians. The Standard Treatment should be employed as the basic design for Neighborhood Routes unless any of the conditions occurs outlined in the Key Design Considerations section. The priority location for this treatment is at the side of the paved roadway, where room exists on many Millcreek Neighborhood Corridor streets. If right- of-way does not exist between the paved roadway and the edge of the right-of-way, effort should be made to reduce the width of the roadway to accommodate the full width of the Standard Treatment. shade trees spaced regularly 20 to 30 feet on center; for maintenance see Section 5.2. drought-tolerant plants to be maintained by adjacent property owner or other designated entity curb and gutter drains to storm drain system pedestrians can walk two abreast or two pedestrians can pass one another the Standard Treatment suggests a park strip of 5 feet, one foot less than ideal, in order to better fit within the right-of-way constraints prevalent on Neighborhood Corridor streets. If the space is available, a 6-foot strip is preferred. ESTIMATED 2 SIDE COST: $159 / linear foot ---PAGE BREAK--- W A L K M I L LC R E E K 37 NEIGHBORHOOD ALTERNATIVE 1: SWALE Alternative Treatment 1 for Neighborhood Routes is a five-foot-wide sidewalk with a six-to-eight-foot swale that is a drainage alternative to the curb and gutter. Alternative 1 should be employed when a street has drainage constraints or if the swale would lend a more “rural” character to the street that would be preferred by the community. The priority location for this treatment is at the side of the paved roadway, where room exists on many Millcreek Neighborhood Corridor streets. If right-of-way does not exist between the paved roadway and the edge of the right-of-way, effort should be made to reduce the width of the roadway to accommodate the full width of the Alternative 1 Treatment. shade trees spaced regularly 20 to 30 feet on center; must be able to have “wet feet” swale drains roadway and sidewalk, 1:2 maximium slope pedestrians can walk two abreast or two pedestrians can pass one another coarse rock to filter runoff plants that can tolerate wet and dry conditions closely spaced bollards perforated pipe ESTIMATED 2 SIDE COST: $175 / linear foot (planted swale) $188/ linear foot (gravel swale) plus cost of bollard ---PAGE BREAK--- 38 W A L K M I L LC R E E K NEIGHBORHOOD ALTERNATIVE 3: ONE SIDE Alternative Treatment 3 for Neighborhood Routes is to build the Standard Treatment, but only on one side of the street. Alternative 3 should be employed when a street has severe width constraints where the street right- of-way simply cannot accommodate the Standard Treatment on both sides, or even Alternative 2. Alternative 3 should not be employed on Neighborhood Routes that are also Safe Routes to School or within a quarter-mile of a school. NEIGHBORHOOD ALTERNATIVE 2: NARROWER Alternative Treatment 2 for Neighborhood Routes is a four-foot-wide sidewalk with a five-foot-wide park strip and a curb and gutter, a narrowing of the overall pedestrian environment by one-and-a -half feet. Alternative 2 should be employed only when a street has width constraints where the street right-of-way cannot accommodate the Standard Treatment. shade trees spaced regularly 20 to 30 feet on center sidewalk is reduced by a foot from the Standard Treatment drought-tolerant plants to be maintained by adjacent property owner or other designated entity curb and gutter drains to storm drain system ESTIMATED 2 SIDE COST: $145 / linear foot ESTIMATED 1 SIDE COST: $79 / linear foot ---PAGE BREAK--- W A L K M I L LC R E E K 39 NEIGHBORHOOD ALTERNATIVE 4: HARDSCAPE shade trees spaced regularly 20 to 30 feet on center, planted in minimum 20 square foot pits covered with grates. furnishing zone can be highlighted by alternative paving such as paver blocks or stamped concrete higher pedestrian volumes and informal public space outside community destinations may warrant street furniture such as benches, as well as pedestrian-scale lighting curb and gutter drains to storm drain system Alternative Treatment 4 for Neighborhood Routes is a four- to- five-foot-wide sidewalk with a five- to-six-foot-wide hardscape furnishing zone and a curb and gutter. Together, the sidewalk and furnishing zone creates a 9 to 11-foot hardscape pedestrian realm that can function as a sidewalk for busy areas or for informal public space outside neighborhood destinations. Alternative 4 should be employed for brief stretches when higher demands are on the pedestrian realm for walking, waiting, or loading in and out of cars, such as outside schools, churches or stores. ESTIMATED 2 SIDE COST: $210 / linear foot ---PAGE BREAK--- 40 W A L K M I L LC R E E K NEIGHBORHOOD ALTERNATIVE 5: CONTIGUOUS In situations where a right-of-way is extremely constrained and none of the Neighborhood Route Alternatives will work, a six-foot concrete sidewalk immediately adjacent to a curb can be employed for short segments. An example of a contiguous sidewalk. ---PAGE BREAK--- W A L K M I L LC R E E K 41 COMMUNITY ROUTES Intent Community Routes connect Millcreek neighbors to major destinations and corridors, serving as pedestrian “collectors” linking Neighborhood Pedestrian Routes to citywide and regional destinations. Community Routes tend to run north-south in Millcreek, and also tend to be segments of longer streets that connect to cities to the north and south; making sure that the pedestrian experience along these routes is continued in the adjacent communities is an important consideration. 50 700 E 130 4500 S 0 S TCH ---PAGE BREAK--- 42 W A L K M I L LC R E E K Key design considerations for Community Routes: In general, when designing Community Route pedestrian infrastructure, the entire street right-of-way should be considered for how efficiencies among the different elements of the street can best be combined to accommodate all uses of the street; Short stretches of gaps in an existing sidewalk (of a block or less) can be infilled with the existing design – see Gap Fill. However, especially on Community Routes, opportunities should be considered to implement the Standard even on streets that have full or partial sidewalks, if they fall short of the Standard; Otherwise, the Standard should be implemented on both sides of the street unless: ◌◌Moving traffic runs against the edge of the pedestrian realm without a buffer (such as a parking lane, shoulder, or bike lane); ◌◌An opportunity exists to combine bicycle traffic with pedestrian traffic; ◌◌An alternative can enable a specific community character; ◌◌The given street lies on an overlay: Recreational Route, Heritage Route, or Pedestrian District – see the Overlays section for guidance on these overlays; ◌◌Financial resources constrain the implementation of the standard; or ◌◌The Office of Township Services approves another compelling reason. If the Standard design is not implemented, four alternatives are available: ◌◌For conditions in which moving traffic runs against the pedestrian realm without a buffer (such as a parking lane, shoulder, or bike lane): • Alternative 1 provides a wider buffer to separate pedestrians from moving traffic. ◌◌Where an opportunity exists to combine bicycle traffic with pedestrian traffic: • Alternative 2 combines pedestrian and bicycle traffic on a shared multi- use path at sidewalk grade; and • Alternative 3 combines pedestrian and bicycle traffic on a shared lane separated from moving traffic by delineators. ◌◌For desire to accommodate or enhance a specific community character: • Alternative 4 is appropriate for areas with a more urban character or for places with high amounts of pedestrians, such as in a shopping district, or in front of a church or school; and • Alternative 2 could lend the street a more rural character. ◌◌If financial resources constrain the implementation of the standard: • Alternative 3 involves primarily barriers and striping, and can be a cost effective near-term solution to protect pedestrians and cyclists on Community Routes without building new drainage infrastructure. ---PAGE BREAK--- W A L K M I L LC R E E K 43 GAP FILL The “gap fill” treatment is when a street has a sidewalk on one or both sides, but has short segments where the sidewalk is interrupted. The approach is to fill that gap with the same sidewalk design, creating a more consistent pedestrian experience. Design guidelines If two sidewalks of the same design are separated by a segment without a sidewalk, the design of both ends should be filled in, barring any constraints such as utilities. If two sidewalks of differing designs are separated by a segment without a sidewalk, the design of the sidewalk most closely resembling the Standard Treatment for the route should be implemented in the gap, barring any constraints such as utilities. If there are constraints in the gap fill segment, see the Alternative Treatments section of this Route Type for options. If an existing sidewalk ends at a mid-block location, and then no sidewalk continues to exist beyond the next intersection, the gap between the existing sidewalk and the intersection could be filled with the existing sidewalk design and then the other side of the intersection could take on the Standard Treatment or an Alternative Treatment. Using the gap fill approach, the sidewalk in the rear part of the photo would be continued on the near side of the intersecting street. ---PAGE BREAK--- 44 W A L K M I L LC R E E K COMMUNITY STANDARD TREATMENT The Standard Treatment for Community Routes is a five-foot-wide sidewalk with a six-foot wide park strip and a curb and gutter. These are widths that enable neighborhood pedestrian travel and a healthy landscape buffer to comfort and shade pedestrians. The Standard Treatment should be employed as the basic design for Community Routes unless any of the conditions occurs outlined in Section Key Design Considerations. The priority location for this treatment is at the side of the paved roadway, where room exists on many Millcreek Community Corridor streets. If right-of- way does not exist between the paved roadway and the edge of the right-of-way, effort should be made to reduce the width of the roadway to accommodate the full width of the Standard Treatment. On Community Route streets, other street elements such as parking, roadway lanes, bike lanes and medians, may have to be adjusted. shade trees spaced regularly 20 to 30 feet on center drought-tolerant plants to be maintained by adjacent property owner or other designated entity curb and gutter drains to storm drain system pedestrians can walk two abreast or two pedestrians can pass one another ESTIMATED 2 SIDE COST: $160 / linear foot ---PAGE BREAK--- W A L K M I L LC R E E K 45 COMMUNITY ALTERNATIVE 1: WIDER BUFFER Alternative Treatment 1 for Community Routes is a five-foot-wide sidewalk with an eight-foot park strip with a curb and gutter. Alternative 1 should be employed when a street has moving traffic driving right up against the pedestrian realm, and more separation and buffering from moving vehicles is desired for pedestrians. The priority location for this treatment is at the side of the paved roadway, where room exists on many Millcreek Community Corridor streets. If right-of- way does not exist between the paved roadway and the edge of the right-of-way, effort should be made to reduce the width of the roadway to accommodate the full width of the Alternative 1 Treatment. wider park strip creates more separation between pedestrians and moving traffic, if there is no roadway buffer such as on- street parking, bike lane or shoulder ESTIMATED 2 SIDE COST: $164 / linear foot ---PAGE BREAK--- 46 W A L K M I L LC R E E K Alternative Treatments 2 and 3 for Community Routes both combine pedestrians and bicycles together on the same facility in order to save space and protect both kinds of users. Alternative 2 is a multi-use path with a curb and gutter; Alternative 3 is a lane on the roadway protected by delineating buffers. Alternatives 2 and 3 should be employed where a street is attractive to different levels of cyclists and a separated path would serve that need; combining this separated bike path with a separated pedestrian path would save space within the limited Millcreek rights-of-way. These alternatives are also a good option for Recreational Overlay routes (see Section 4.4), to accommodate a range of recreationalists. While Alternative 2 is a higher cost option, involving construction of an asphalt path and curb and gutter, Alternative 3 is a lower cost option that involves primarily striping of a lane on the roadway and provision of delineating buffers such as planters or bollards. While Alternative 2 is likely fit in at the edge of the existing roadway, Alternative 3 is best fit within the existing pavement. COMMUNITY ALTERNATIVES 2 & 3: SHARED MULTI-USE PATH/LANE trees can be planted on the outside of the path to provide shade shared asphalt path with optional striping depending on volumes of pedestrians and cyclists pedestrian/bicycle lane is clearly striped with double line and hatch pattern, and depending on volumes and conflicts, striping and signage to assign use by different types of users closely spaced bollards or other delineators to add an additional level of visibility and separation from vehicles closely spaced delineators to separate pedestrians and cyclists from vehicles and discourage use of lane by autos; can be planters to add greenery to route but must be maintained by designated entity ESTIMATED 1 SIDE COST: $124 / linear foot (multi-use path) $60 / linear foot (shared lane) * NOTE: This cost is mostly dependent on the cost of the bollard or other delineator; this estimate asumes a basic Slow Stop rebounding bollard for both the path and the lane. A more expensive delineator would dramatically raise the cost of these alternatives while not having a delineator would drastically lower the price of these alternatives. ---PAGE BREAK--- W A L K M I L LC R E E K 47 COMMUNITY ALTERNATIVE 4: HARDSCAPE Alternative Treatment 4 for Community Routes is a five-foot-wide sidewalk with a six-foot-wide hardscape furnishing zone and a curb and gutter. Together, the sidewalk and furnishing zone creates an 11-foot hardscape pedestrian realm that can function as a sidewalk for busy areas or for informal public space outside community destinations or commercial districts. Alternative 4 should be employed in busier commercial or mixed-use districts , or for brief stretches when higher demands are on the pedestrian realm for walking, waiting, or loading in and out of cars, such as outside schools, churches or stores. shade trees spaced regularly 20 to 30 feet on center, planted in minimum 20 square foot pits covered with grates. furnishing zone can be highlighted by alternative paving such as paver blocks or stamped concrete higher pedestrian volumes and informal public space outside community destinations may warrant street furniture such as benches, as well as pedestrian-scale lighting curb and gutter drains to storm drain system ESTIMATED 2 SIDE COST: $210 / linear foot ---PAGE BREAK--- 48 W A L K M I L LC R E E K ---PAGE BREAK--- W A L K M I L LC R E E K 49 REGIONAL ROUTES Intent Regional routes are on high-trafficked streets of regional importance connecting a chain of destinations attracting those from throughout Millcreek and the region. Like Community Routes, Regional Routes serve as pedestrian “collectors” linking neighborhood pedestrian routes to citywide and regional destinations. As the busiest streets, they need to accommodate high pedestrian volumes. One other key aspect to Regional Routes is that they share space with high-speed auto traffic, so they need substantial buffers from this moving traffic. Additionally, along Regional Routes, walking within destinations is often as important as walking between them, so the sidewalks along these routes must easily hook into internal pedestrian networks of shopping centers, institutions and other major destinations. 50 700 E 130 4500 S 0 S TCH Walk Millcreek identifies only two Regional Routes: 3300 South because of the central role it plays in the community and its destinations; and 3900 South west of Highland Drive, for the same reason. Both have been identified by regional planning processes as important for future multi- modal transportation infrastructure. Note that 3900 South east of Highland is not a Regional Route due to the street’s smaller size and more residential nature. ---PAGE BREAK--- 50 W A L K M I L LC R E E K Key design considerations for Regional Routes: In general, because of the effort, cost, space, and coordination involved in providing the right level of pedestrian realm for the Regional Routes, designing and implementing Regional Route pedestrian infrastructure will likely happen in two stages: ◌◌First, all Regional Routes, on both sides, should have sidewalks, much of which is filling short stretches of gaps in an existing sidewalk – see Gap Fill. ◌◌Second, the Office of Township Services should watch Regional Routes for opportunities to work with other agencies such as UDOT and UTA to implement the Standard. There may be situations where the Standard sidewalk is feasible as a stand-alone project, but more likely it will be implemented as a piece of a larger street re-design project that re-allocates space within the right-of-way and/or widens the right-of-way. The Standard should be implemented on both sides of the street unless: ◌◌The route lies on a street with heavy pedestrian traffic; ◌◌The route lies alongside on-street parking or the opportunity for short stretches of on-street parking; ◌◌The given street lies on an overlay: Recreational Route, Heritage Route, or Pedestrian District – see the Overlays section for guidance on these overlays; or ◌◌The Office of Township Services approves another compelling reason. If the Standard design is not implemented, four alternatives are available: ◌◌For conditions heavy pedestrian traffic: • Alternative 1 provides an all- hardscape surface to accommodate the increased pedestrian demand. ◌◌Where the route lies alongside on-street parking: or the opportunity for short stretches of on-street parking: • Alternative 2 places a 10-foot sidewalk next to on-street parking, with frequent bulb-outs providing places for street trees, landscaping and pedestrian crossing landings. • In addition, the Standard offers the opportunity to “trade” the landscape/ park strip area for parallel parking for short stretches in a “parking pocket.” If the Standard design is not completely feasible for space constraints, its sidewalk and buffer may be reduced for some stretches. ---PAGE BREAK--- W A L K M I L LC R E E K 51 GAP FILL/SHORT TERM The “gap fill” treatment is when a street has a sidewalk on one or both sides, but has short segments where the sidewalk is interrupted. The approach is to fill that gap with the same sidewalk design, creating a more consistent pedestrian experience. Regional Routes, on both sides, should be given at least minimal sidewalks, much of which is filling short stretches of gaps in an existing sidewalk. However, these “gap fill” solutions, as well as other sidewalks falling short of the Standard Treatment, should be considered interim solutions. In the long term, the Standard Treatment should be implemented on all Regional Routes. Design guidelines If two sidewalks of the same design are separated by a segment without a sidewalk, the design of both ends should be filled in, barring any constraints such as utilities. If two sidewalks of differing designs are separated by a segment without a sidewalk, the design of the sidewalk most closely resembling the Standard Treatment for the route should be implemented in the gap, barring any constraints such as utilities. If there are constraints in the gap fill segment, see the Alternative Treatments section of this Route Type for options. If an existing sidewalk ends at a mid-block location, and then no sidewalk continues to exist beyond the next intersection, the gap between the existing sidewalk and the intersection could be filled with the existing sidewalk design and then the other side of the intersection could take on the Standard Treatment or an Alternative Treatment. Using the gap fill approach, the sidewalk in the foreground of the photo would be continued, into the parking lot. ---PAGE BREAK--- 52 W A L K M I L LC R E E K REGIONAL STANDARD TREATMENT The Standard Treatment for Regional Routes is an eight-foot-wide sidewalk with a eight-foot wide park strip and a curb and gutter. These are widths that provide a robust pedestrian realm for large arterial streets. The Standard Treatment should be employed as the basic design for Regional Routes unless any of the conditions outlined in Section Key Design Considerations apply. Implementing the Standard Treatment on Regional Routes will involve more work and cooperation than on other types of routes. . shade trees spaced regularly 20 to 30 feet on center drought-tolerant plants to be maintained by a designated entity curb and gutter drains to storm drain system pairs of pedestrians can pass each other street furniture such as benches can be added into cut-outs in the park strip while maintaining buffer regularly spaced pedestrian -scale lighting 8-foot park strip creates separation of pedestrians from moving traffic ESTIMATED 2 SIDE COST: $199 / linear foot ---PAGE BREAK--- W A L K M I L LC R E E K 53 REGIONAL ALTERNATIVE 1: HARDSCAPE Alternative Treatment 1 for Regional Routes is an eight-foot-wide sidewalk with an eight-foot-wide hardscape furnishing zone and a curb and gutter. Together, the sidewalk and furnishing zone creates a 16-foot hardscape pedestrian realm that can function as a sidewalk for busy areas or for informal public space outside community destinations or in commercial districts. Alternative 1 should be employed in busier commercial or mixed-use districts , or for brief stretches when higher demands are on the pedestrian realm for walking, waiting, or loading in and out of cars, such as outside schools, hospitals, churches or stores. shade trees spaced regularly 20 to 30 feet on center, planted in minimum 20 square foot pits covered with grates. furnishing zone can be highlighted by alternative paving such as paver blocks or stamped concrete higher pedestrian volumes and informal public space outside community destinations may warrant street furniture such as benches, as well as pedestrian-scale lighting curb and gutter drains to storm drain system ESTIMATED 2 SIDE COST: $266 / linear foot ---PAGE BREAK--- 54 W A L K M I L LC R E E K REGIONAL ALTERNATIVE 2: PARKING AND BULB-OUTS Alternative Treatment 2 for Regional Routes is an eight-foot-wide sidewalk with an eight-foot- wide parking lane that alternates with eight-foot wide landscaped bulb-out curb extensions, and is drained by a curb and gutter. In Alternative 2, the parked cars function as a buffer for pedestrian. The frequent landscaped bulb-outs provide greenery and opportunities for street furniture. Alternative 2 should be employed in areas where there is the need for some on-street parking and space is constrained, so the landscaping, parking, and buffer functions can all fit into the same cross section element. NOTE: The landscaped bulb-outs should not be ignored in this alternative. The bulb-outs should take up roughly the same proportion of linear feet of the street as the parking lane. shade trees placed in landscaped bulb- outs parking lane or “pockets” provide opportunities to place on-street parking in front of specific land uses that need it Bulb-outs should be placed regularly and should be long enough that the proportion of bulb-out linear feet is roughly the same as the linear feet of parking lane. parked cars serve as a buffer for pedestrians from moving traffic street furniture and pedestrian scale lighting can be placed in the bulb-outs ESTIMATED 2 SIDE COST: $215 / linear foot ---PAGE BREAK--- W A L K M I L LC R E E K 55 4.2 Overall Route considerations In general, Pedestrian Routes should be designed so that the pedestrian has a consistent experience along the route. This means that routes should stick with one design for as long of a stretch as possible, especially along the same street. This is a benefit for the drainage system as well. However, by and large, the Standard and Alternative Treatments for Pedestrian Routes are compatible. That is to say that if one stretch of a route has one treatment, another stretch can have another treatment, with the following guidelines: ◌◌Generally, Pedestrian Route treatments should change at a street intersection, not mid-block. ◌◌Where Pedestrian Route treatments must change mid-block, create a smooth transition for both sidewalk and any landscape or buffer area. ◌◌Where a sidewalk treatment transitions into a non-sidewalk treatment (such as a shared pedestrian/cyclist multi- use path or lane) or vice-versa, create clear instructions through signage and markings for each type of user and highlight conflict areas among users or with motorists. Where Neighborhood Pedestrian Routes cross smaller streets not rising to the level of Neighborhood Intersections (See Barrier Crossings section), consider the following: ◌◌Ensure that directional curb ramps lead from sidewalks or other pedestrian paths into the street. ◌◌Consider shortening the crossing and extending the pedestrian realm into the street with curb extension “bulb-outs. All Pedestrian Routes should be designed for easy use by those with mobility impairments, which includes Americans with Disabilities Act compliance, the use of curb ramps at every street crossing, and sidewalks wide enough for wheelchairs to pass. In the future, consider development of a wayfinding signage program for Walk Millcreek Pedestrian Routes. This signage can tell pedestrians they are on a network route as well as how far it is to specific community destinations. Incorporate pedestrian-scale lighting into Pedestrian Routes. Work with surrounding cities on pedestrian connections and extension of the Walk Millcreek network to meet with similar quality routes in neighboring cities. Perhaps most important are those to the north and south, as much of Millcreek is a thin slice of the Salt Lake Valley between Salt Lake City/South Salt Lake on the north and Murray and Holladay on the south. Branded signs, such as this one for the Berkeley Bicycle Boulevard program, can help pedestrians identify Walk Millcreek Pedestrian Routes. ---PAGE BREAK--- 56 W A L K M I L LC R E E K 4.3 Other routes Design guidelines Provide wayfinding signage leading trail users onto on-street pedestrian infrastructure, especially onto Pedestrian Network routes, and vice-versa. Provide striping and signage identifying conflict areas among pedestrians, cyclists, and motorists. Provide curb ramps oriented to crosswalks leading to sidewalks on on-street routes. Give priority to connections between non- motorized trails and on-street Walk Millcreek Recreational routes. NON-MOTORIZED PEDESTRIAN ROUTES Intent Millcreek contains and is surrounded by a few different trails allowing only non-motorized modes such as walking hiking, running and bicycling. These include the Jordan River Parkway, the Big Cottonwood Regional Park trail system, Parley’s Trail, and Bonneville Shoreline Trail. These trails are a critical part of the Walk Millcreek Pedestrian Network because they provide recreational opportunities as well as links to destinations. These non-motorized trails are largely managed by other entities besides Salt Lake County, but their connections to Millcreek streets are a critical piece of creating consistent routes connecting the entire Millcreek Township. The interfaces between the off-street routes and on-street routes can be improved to provide safe and comfortable transitions. 50 700 E 130 4500 S 0 S TCH ---PAGE BREAK--- W A L K M I L LC R E E K 57 NON-NETWORK DESIGN GUIDELINES While most of the guidelines for pedestrian infrastructure in this section are oriented to the designated Walk Millcreek Pedestrian Routes, streets not within the official Pedestrian Network should be as walkable as possible. The following are guidelines for pedestrian infrastructure on “non-network” streets: Design guidelines If sidewalks are added to streets without a Walk Millcreek Pedestrian Network designation, they should follow the same general guidelines as Pedestrian Network streets: ◌◌Short stretches of gaps in an existing sidewalk (of a block/300 feet or less) should be infilled with the existing design; ◌◌Streets designated Local in the Salt Lake County Functional Classification should follow the guidelines for Neighborhood Routes; ◌◌Streets designated Collector or Arterial in the Salt Lake County Functional Classification should follow the guidelines for Community Routes. NEW STREETS As Millcreek is a built-out community, new streets are rare, yet within new subdivisions and in redevelopment areas, they do occur. It is likley that new streets will be Local streets. If that is the case, new streets should follow the guidelines for Neighborhood Pedestrian Routes. if for some reason the new street is a Collector level street or above, staff can determine whether the street should follow another set of guidelines or receive customized pedestrian infrastructure. ---PAGE BREAK--- 58 W A L K M I L LC R E E K ---PAGE BREAK--- W A L K M I L LC R E E K 59 RECREATIONAL ROUTES Intent A Recreational Route is a pedestrian route recognized as a popular, often regionally significant recreational walking or running route. With its proximity to the Wasatch Mountains and several rivers and creeks, Millcreek is a mecca for exercise and outdoor activities. This overlay is intended to accommodate joggers, walkers, roller-bladers, scooters, and other non-motorized recreationalists. In some cases, these routes can integrate cyclists with the pedestrian infrastructure. A recreational route’s design should help to continue the experience of walking, running, or skating on the Millcreek street in question, and help to smooth the transition between on- and off-street segments of a route. 4.4 Overlays While the primary Walk Millcreek Route Types (Neighborhood, Community, and Regional) provide the basic guidance for the Pedestrian Network design, three “Overlays” also add some additional considerations for selected routes. Recreational Routes suggest additional design features for routes popular for jogging, bicycling, and recreational walking; Heritage Routes suggest additional design features for routes that can evoke aspects of Millcreek’s varied history; and Pedestrian Districts are areas planned to be more pedestrian-oriented and intensive, where more substantial pedestrian infrastructure is required. 50 700 E 130 4500 S 0 S TCH ---PAGE BREAK--- 60 W A L K M I L LC R E E K Design guidelines One of the most important guidelines for recreational routes is to manage the transitions between off-street trails and on-street facilities. Many walkers, joggers, and bicyclists in Millcreek use a mix of on- and off-street facilities when exercising, and the instructions for the trail user and motorists should be clear when a route transitions from a trail to a street. These transitions occur at locations such as where Big Cottonwood Regional Park meets 1300 East; where 2700 East meets the Parley’s trail system; and where Wasatch Boulevard meets the Grandeur Peak trail and Parley’s trails. Providing a clear sense that these off-street recreational routes extend onto Millcreek streets can promote walking or biking to the trail and reduce the demand for parking at trailheads or in Millcreek neighborhoods. In general consistent wayfinding signage can mark routes that involve different streets and trails and turns and crossing among them. A recreational route may be located on any type of pedestrian route, however while some signing should be consistent, the treatments appropriate to each type of route differ: Neighborhood: ◌◌Consider building a wider sidewalk to allow joggers and walkers to pass one another. ◌◌In addition to the sidewalks, consider signage to increase awareness of joggers in the roadway. Community: ◌◌Consider building a wider sidewalk to allow joggers and walkers to pass one another. ◌◌Consider building Community Route Alternative 2 or 3 to create a wider path shared by pedestrians, joggers, bicyclists and other recreationists. Regional: ◌◌In general, Regional Routes are not Recreation Routes, but once the Regional Standard design is implemented on these routes, the width and buffer created could be attractive for walking and jogging. Adding amenities such as seating, pedestrian-scale lighting, and even drinking fountains along these routes increases their value for recreational use. Non-motorized: ◌◌Although the non-motorized trails in Millcreek are used for transportation, they are typically associated with and used for recreation, largely due to their proximity to natural and scenic resources such as the mountains and river and creek corridors. These routes are typically maintained by other agencies and organizations, but it is important to integrate them into Millcreek’s overall walking network. This can be accomplished through improvements at trailheads, transitions to on-street routes (see above), and wayfinding. Pedestrian Routes should connect to trails such as the Parley’s Historic Nature Park system in a clear, safe, and intuitive way. In this instance, the sidewalk and crosswalk lead into a roadway without any clear pedestrian markings before the pedestrian arrives at the trailhead. ---PAGE BREAK--- W A L K M I L LC R E E K 61 HERITAGE ROUTES Intent Heritage Routes highlight streets, corridors, areas and places significant to Millcreek’s history. The Walk Millcreek program encourages the use of historically significant forms, plant species and other design elements along these routes to evoke Millcreek’s diverse history, character, and identity. Heritage types The historic character of Millcreek expresses how the township developed into what it is today. Millcreek Township encompasses a diverse history running through the 19th and 20th centuries. It includes elements such as the fragments of old stone mills and bridges along the Mill Creek, the remnant trees and fences of old farms and orchards, and the clean lines of mid-century subdivisions. These past patterns, materials, and methods provide a rich precedent for establishing a pedestrian realm that is vibrant, responsive and connected to the area. The following are the types of heritage found throughout Millcreek that Millcreek pedestrian infrastructure can evoke: Canal Heritage - Segments of the Upper Canal and the 28-mile-long Jordan and Salt Lake City Canal extend north-to-south through the township. The adjacent neighborhoods are generally laid out in response to these features, and in many ways are defined by the geometry of the canals and the trees and vegetation that line their edges. Millcreek Heritage - Stretching from the mouth of Millcreek Canyon to the Jordan River, this area is marked by the large native trees and shrubs that line the river; remnant stretches of stone walls used to reinforce the river banks; and the remains of the old mills that dotted the area. Dairies and Farms Heritage - The remnants of at least two old dairies are located on historic homesteads near Millcreek/2100 East and 3000 South/2100 East. Key infrastructure elements include walls, fences and old roadways. 50 700 E 130 4500 S 0 S TCH Jordan and Salt Lake City Canal under construction. Mature farm tree rows at Oakwood in the Evergreen Historic District. Old waterworks and sloughs can inform the design of new infrastructure. ---PAGE BREAK--- 62 W A L K M I L LC R E E K Big Cottonwood Heritage - Similar to the conditions in the lower reaches of Mill Creek, this area is defined by the tall trees and mature vegetation that lines the lower banks of Big Cottonwood Creek just before it joins the Jordan River on its journey north to the Great Salt Lake. Orchard Heritage - Although few examples remain, the upper slopes of the east bench were scattered with large fruit orchards and berry patches prior to being developed as residential neighborhoods following WWII. Agricultural Heritage - The middle slopes of the township were scattered with large farmsteads, including several dairies. Remnant roadways, tree rows and structures remain in a few locations, although most were lost when the area developed into residential neighborhoods before and after WWII. Mid-Century Hillside Heritage - The steep slopes of Olympus Cove and the Bonneville Shoreline were largely undeveloped until the 1960’s, at which time large homes were developed along a system of winding roadways. Perhaps the most unique aspect of these neighborhoods is the lack of sidewalks and street trees, and attempts to incorporate Gambel Oak, other native stands of vegetation and natural hillside features into the landscape. Post WWII Industrial/Commercial Heritage - Stretching primarily from State Street westward to the Jordan River is an industrial/commercial zone with few discernible historic features. However, the areas east of Interstate 15 are generally older than those areas west of the freeway, often including iconic buildings and signs representative of the area they were developed. In addition, the Pedestrian network can highlight some key historic features and areas, including: Key Historic Features and Sites - Several mills were constructed along the Mill Creek banks, the earliest being sawmills located near the present- day intersection of Highland Drive and Murphy’s Lane (3605 South). Neff Gristmill, which was located along the creek near 2600 East. These and other mills often included era-representative stone bridges, culverts, walls and wooden fences. Evergreen Avenue Historic District - Stretching from 2300 East to 2700 East and 3300 South to Neff’s Lane, nearly 150 homes are identified as being historic or contributing to the historic character of this district. In addition to the eclectic mix of homes, the area also includes era- representative lanes, retaining walls, stone-lined irrigation ditches, head gates and out-buildings. Orchards and other iconic landscapes. Upland agriculture traditions could inform landscape. Typical mid-century neighborhood - indicative of a different era of development. Example of Big Cottonwood Creek environment. Native trees and shrubs in the Wasatch foothills can inform landscape treatments in adjacent locations. Old aqueduct in Parleys Historic Nature Park. ---PAGE BREAK--- W A L K M I L LC R E E K 63 Design guidelines Options to add design features to Heritage Routes are a “kit of parts” that can be selectively applied in different ways. The image to the right shows how these elements can fit together. Note that generally, not all elements will be present, just a few to highlight the route. In addition, if a community would like a specific network street designated as a Heritage Route, it has the option to work with the Office of Township Services to design the pedestrian realm for that street to evoke that heritage. district marker or historic site marker site specific landscaping (in this case orchard-like street trees) embedded stone or metal letters crushed stone mulch embedded bronze plaque interpretive signage or public art stone curbing ---PAGE BREAK--- 64 W A L K M I L LC R E E K PEDESTRIAN DISTRICTS Intent Pedestrian Districts are areas planned for future intensive pedestrian activity. In many cases, Pedestrian Districts are what Salt Lake County Office of Township Services has termed “Town Centers.” Indeed, one of the most critical aspects of a Town Center is that it is extremely walkable and oriented toward pedestrians. Walk Millcreek is just one tool among many needed to create a highly walkable environment, but its contribution could be major: Its guidelines for the pedestrian realm can not only allow pedestrians to move safely and comfortably but also support the desired character of these areas. Pedestrian Districts include areas with historically walkable areas such as the Highland Drive corridor north of 3300 South; areas where the Office of Township Services is actively planning to create walkable centers, such as at 2300 East and 3300 South; areas with high levels of neighborhood amenities, such as the 33rd and 33rd area; and current and future redevelopment areas, such as West Millcreek/Meadowbrook TRAX area. In Millcreek, the evolution of designated Pedestrian Districts into actual pedestrian-oriented places may often be a process in its early stages, where these districts remain primarily auto-oriented. Therefore, staff planners and engineers will have to decide how best to phase in the Pedestrian District guidelines. As is the case elsewhere in the Walk Millcreek program, it is the size of projects that will determine whether a critical mass of pedestrian design can be created to warrant the investment. 50 700 E 130 4500 S 0 S TCH Millcreek Pedestrian Districts include both historic walking streets like Highland Drive (left) as well as emerging transit-oriented areas such as the Meadowbrook-Fireclay area along Main Street. ---PAGE BREAK--- W A L K M I L LC R E E K 65 Design guidelines In Pedestrian Districts, the entire street network has the priority to support pedestrian access, activity, and economic development. In a Pedestrian District the following guidelines apply: All streets are priority pedestrian routes and should have at least the Neighborhood Route standard, with a 5-foot sidewalk and a 5-foot park strip. Streets with particular pedestrian focus and high pedestrian volumes should receive the Regional Route treatment with a 16-foot pedestrian realm, which may be all hardscape with trees in grates or an 8-foot sidewalk and 8-foot park strip. At intersections, the crossing distances of streets should be reduced to the highest degree possible and create crosswalks that are both highly visible and integrate with the area’s urban design character. Mid-block pedestrian crossings may be appropriate within some places in Pedestrian Districts. Mid-block pedestrian crossings are marked pedestrian crossings not located at an intersection. They are advantageous because they provide crossing opportunities for pedestrians without as many potential conflicts with vehicles as at standard intersections. They may be unsignalized, partially signalized with a flashing beacon or HAWK beacon, or fully signalized (sometimes in coordination with a driveway). Some streets in Pedestrian Districts are appropriate for a shared street design. A shared street design mixes autos, pedestrians, and other users in an environment where pedestrians are the primary users and autos are guests and must move at pedestrian speed. In specific places in Pedestrian Districts, pedestrian-only streets may be appropriate. In Pedestrian Districts, special pedestrian features should be considered: From left, midblock pedestrian crossings, pedestrian ways, and shared streets. Pedestrian Districts should contain key streets focused on nurturing pedestrian activity, including sidewalks, amenities, plazas, building frontages, and intersections. ---PAGE BREAK--- 66 W A L K M I L LC R E E K 4.5 Barrier Crossings The routes of the Walk Millcreek Pedestrian Network must cross regular barriers throughout the Township. These include small barriers such as medium-size roadways running through neighborhoods. They include larger barriers such as major roadways with high volumes of fast-moving traffic volumes. They also include waterways and private properties cutting off the connectivity of the pedestrian network. Helping pedestrians negotiate these barriers to extend walking routes throughout the Township is a major role of Walk Millcreek and this manual. NEIGHBORHOOD INTERSECTIONS Neighborhood Intersections are where Pedestrian Routes intersect collector- or above- level streets that are not classified as barriers. Most of these intersections occur within neighborhoods. Many of the Neighborhood Intersections identified in the Walk Millcreek Pedestrian Network already have marked pedestrian crosswalks (and may need to be upgraded), while others need to be created. Design Guidelines A high-visibility crosswalk should be the baseline marking of the pedestrian crossing. High-visibility crosswalks should be in accordance with the Manual of Uniform Traffic Control Devices (MUTCD). The most high-visible MUTCD design is typically the “Continental” design with stripes painted perpendicular to the direction of pedestrian crossing. Both legs of the Pedestrian Route should continue in a marked crosswalk, in both four- way and intersection situations. 50 700 E 130 4500 S 0 S TCH Where the Pedestrian Route along Lambourne Avenue crosses 2000 East, the intersection has some of the recommended features to highlight pedestrian visibility by motorists. ---PAGE BREAK--- W A L K M I L LC R E E K 67 Both legs of the Pedestrian Route should have curb ramps leading directly into the crosswalk. In addition to the high-visibility crosswalk, additional measures should be added to catch the attention of motorists, such as pedestrian walk signage and/or a flashing beacon, as well as advanced warning signs to prepare motorists for the pedestrian crossing. Innovations in pedestrian lights and signals continues to advance. In some cases, lights are placed in pavement. Note the different warants for types of pedestrian signals. Neighborhood intersections should shorten the roadway crossing for pedestrians as much as possible; they can employ “bulb-out” curb extensions into parking lanes or roadway shoulders. Consider the addition of small medians, even into a two-lane street. These medians can act both as pedestrian refuges and as traffic calming devices. Consider a smaller corner curb radius than is stated in Salt Lake County Ordinance §14.12.120, in order to shorten pedestrian crossings and provide more edestrian space at corners. See Salt Lake County Ordinance §14.12.065 and §14.12.025 for curb ramp standards and intersection standards respectively. Examples of the types of features that highlight pedestrians crossing mid-size streets along Pedestrian Routes: Curb extensions shorten the crossing into a continental crosswalk with a pedestrian sign (below left); directional curb ramps (below right); and a crosswalk leading into a median/pedestrian refuge, with walk signage and advance warning striping. ---PAGE BREAK--- 68 W A L K M I L LC R E E K BARRIER INTERSECTIONS Barrier intersections are where Pedestrian Routes cross designated “barrier” surface streets. Barrier roads are defined by a combination of roadway width, vehicle speeds, and traffic volume. A Pedestrian Barrier has at least 2 of the following: 4 or more vehicle lanes; 35 mile or over speed limit 20,000 or more average daily traffic Crossing these barrier streets involves a higher degree of visibility and protection for pedestrians. 50 700 E 130 4500 S 0 S TCH The intersection of 3900 South and 1100 East, near St. Marks Hospital and Mill Creek Elementary School, experiences some of the highest pedestrian volumes in Millcreek as well as the highest rates of pedestrian-auto collisions, and so is an important example of a Barrier Intersection in Millcreek. ---PAGE BREAK--- W A L K M I L LC R E E K 69 Design Guidelines All Barrier Intersection crossings should be signalized, where vehicles stop at a red light. Both legs of the Pedestrian Route should continue across the intersection with high- visibility crosswalks in accordance with the Manual of Uniform Traffic Control Devices (MUTCD). The most highly visible MUTCD design is typically the “Continental” design. Crosswalks should be placed so that they are in as direct a path as possible according to the path of travel of the sidewalks on either side, i.e. pedestrians should have to “jog” over from a sidewalk to a crosswalk as little as possible. All corners of the intersection should have bi-directional curb ramps leading into the crosswalk. Free right-turn lanes (slip lanes) are not encouraged where Pedestrian Network routes cross Barrier Intersections. However, where these conditions exist, both the crossing of the right-turn lane to the pedestrian corner refuge and the main road crossings should have high- visibility crossings. Consider adding a raised crosswalk to the free right-turn lane. The pedestrian clearance time at the crossing should be sufficient to allow a pedestrian crossing in the crosswalk who left the curb or shoulder at the end of the “Walking Person” (symbolizing WALK) signal indication to travel at a walking speed of 3.5 feet per second to at least the far side of the traveled way or to a median of sufficient width for pedestrians to wait, per the Manual of Uniform Traffic Control Devices 2009 Edition. Intersections should shorten pedestrian crossing distance to the highest degree. Strategies for this include reducing the curb radius and including “bulb-out” curb extensions. For pedestrian crossing distances of over four lanes, look for opportunities to install a pedestrian refuge of 6 feet wide or greater. Where a Pedestrian Route needs to cross a barrier street at a point other than a signalized intersection, a HAWK beacon can be used. These pedestrian signals have specific warrants. Where a high degree of conflicts occur between crossing pedestrians and right-turning vehicles, consider prohibiting right turns on red lights or provide pedestrian lead time so pedestrians get move into the crosswalk before vehicles begin making right and left turns. See Salt Lake County Ordinance §14.12.065 and §14.12.025 for curb ramp standards and intersection standards respectively. Examples of the types of features that Barrier Intersections should contain to highlight visibility and of pedestrians and their ability to cross comfortably in enough time: From left, pedestrian refuges to shorten crossing distances; high visibility Continental-style crosswalk with space in middle for mobility devices; and pedestrian-activated signals at crossings without full signalization. ---PAGE BREAK--- 70 W A L K M I L LC R E E K GRADE-SEPARATED ROADS Millcreek is crossed by two freeway corridors – Interstates 15 and 215, and brushes against Interstate 80. Each of these presents a formidable barrier to pedestrian travel; pedestrians can only cross at limited points. These points currently include streets running under the freeways such as 3800 and 3900 South at I-215; streets running over the freeways, such as 3900 South running over I-15 and 3300 South running over I-215; and non-motorized-only freeway crossings such as the Parley’s Trail bridge over I-215 and the pedestrian bridge over I-215 at Churchill Junior High. 50 700 E 130 4500 S 0 S TCH Examples of different types of freeway crossings in Millcreek: A pedestrian bridge over I-215 (left) and a sidewalk on the bridge over I-15 (right). ---PAGE BREAK--- W A L K M I L LC R E E K 71 Design Guidelines Many freeway crossings have on- and off-ramps, which are among the most dangerous types of pedestrian crossings because of the high speeds of vehicles, the oblique angles of the vehicle- pedestrian conflicts, and the overall chaos of freeway interchanges. Ensure that pedestrians and their crossings/conflict areas with vehicles are as visible as possible. For underpass on-street crossings of grade- separated roads, consider the following: Attempt to continue the width of the sidewalk running up to the underpass through the underpass. However, there is usually limited width in an underpass, so the sidewalk width may have to be narrowed. Consider adding bollards or another delineator to provide further buffer for pedestrians, especially in the case of a narrowed pedestrian realm. Supplement lighting with pedestrian-scale light poles and fixtures as well as reflectors to catch the attention of motorists. Consider humanizing the environment with public art or other features that could also be used as a “gateway” feature for Millcreek or its neighborhoods. Minimize places to hide to ensure personal security. For overpass on-street crossings of grade- separated roads, consider the following: Attempt to continue the width of the sidewalk running up to the overpass bridge through the overpass. However, there is usually limited width on a bridge, so the sidewalk width may have to be narrowed. Consider adding bollards or another delineator to provide further buffer for pedestrians, especially in the case of a narrowed pedestrian realm. Supplement lighting with pedestrian-scale light poles and fixtures as well as reflectors to catch the attention of motorists. Consider humanizing the environment with public art or other features that could also be used as a “gateway” feature for Millcreek or its neighborhoods. Minimize places to hide to ensure personal security. For potential new non-motorized-only crossings of grade-separated roads, consider the following: Follow Americans with Disabilities Act requirements for accessible routes and maximum slopes. Pedestrian bridge: ◌◌Design the bridge so that the path of the pedestrian route is as direct as possible over the barrier. To accomplish this, the bridge’s sloping upward may have to start very early. ◌◌Consider using the pedestrian bridge as an art or gateway or iconic element. ◌◌Use pedestrian-scale lighting to ensure enough lighting at night. Pedestrian tunnels: ◌◌Minimize the length of the underpass. ◌◌Maximize natural light. ◌◌Use pedestrian-scale lighting to ensure enough lighting at night. ◌◌In situations where a path must slope down to run under a road, minimize the slope so to make the crossing more accessible, light, and safe. ◌◌Consider humanizing the environment with public art or other features. Minimize places to hide to ensure personal security. Good examples of pedestrian tunnels (left) and bridges (right). ---PAGE BREAK--- 72 W A L K M I L LC R E E K RAILROADS Pedestrian Routes must cross rail tracks in a small area in West Millcreek, which is crossed by both the TRAX light rail tracks and the Union Pacific/FrontRunner tracks. There are two existing crossings of both of these lines, at 3900 South and Central Avenue. Both TRAX crossings are at-grade. The FrontRunner crossings are grade-separated: the 3900 FrontRunner crossing is part of the greater I-15 overpass while the Central Avenue crossing is a short underpass. The Walk Millcreek network proposes an additional railroad crossing along the Big Cottonwood Creek corridor. Design guidelines Raise the approach to the track to a level even with the top of the rail, which creates flat level areas to cross. Use a surface material that will not buckle, expand, or contract significantly in areas adjacent to the tracks so that the surface material will not interfere with railway function or degrade with use. Design crossings so that the pedestrian paths of travel intersect the railroad track at a 90 degree angle, or widen the crosswalk when a perpendicular crossing cannot be provided so that pedestrians have room to maneuver and position themselves to cross the tracks at a 90 degree angle. Install detectable warnings similar to a transit platform if the railroad crosses the sidewalk. Provide railroad crossing information in multiple formats, including signs, flashing lights, and audible sounds. The MUTCD requires railroad crossing signs whenever railroad tracks intersect the street. * Adapted from FHWA “Designing Sidewalks and Trails for Access.” 50 700 E 130 4500 S 0 S TCH West Millcreek has several railroad crossings. ---PAGE BREAK--- W A L K M I L LC R E E K 73 CULS-DE-SAC AND PRIVATE PROPERTIES Pedestrian Network routes are challenged by disconnected street patterns that include neighborhood culs-de-sac and large, impenetrable properties. These elements present barriers that often drastically increase the distances pedestrians must walk from point to point. These include both culs-de-sac that end in a wall of private properties and large properties such as the Wasatch Park Memorial Park. However, there are opportunities to cross these property barriers by negotiating easements and right-of-way purchase for pedestrian “pass- throughs.” Design guidelines Pedestrian pass-throughs: Paths should have a minimum width of 6 feet Where pass-throughs must go through a single- family residential area, opportunities should be sought to purchase a 6-foot-wide easement or property corridor between residential lots. Large property easements: Seek open spaces and parking lots where easements can be purchased to continue Pedestrian Network routes. Clarify property status and easement route with signage. 50 700 E 130 4500 S 0 S TCH Pedestrian “pass-throughs” like this one in the Olympus area will be the key to linking together longer Neighborhood Pedestrian Routes in Millcreek. ---PAGE BREAK--- 74 W A L K M I L LC R E E K CREEKS AND CANALS Several waterways also present barriers to pedestrian travel through Millcreek. The primary water barrier on the interior of Millcreek Township is Mill Creek. However, Big Cottonwood Creek in West Millcreek, the Jordan River, and Parley’s Creek form barriers at the edges of the Township. Design guidelines In Millcreek, creeks typically run amid private property lots, often at their edges. Similar to the pedestrian pass-throughs, opportunities should be sought to purchase easements or property corridor between residential lots, where pedestrian pass-throughs and a bridge can be constructed. 50 700 E 130 4500 S 0 S TCH Crossings of Mill Creek, like this one on 2700 East, are increasingly rare as one moves east in the Township. Especially in the eastern area of Millcreek Township, crossings of Mill Creek should be pedestrian-supportive, with dedicated space on the bridge. ---PAGE BREAK--- W A L K M I L LC R E E K 75 BUS ONLY BUS ONLY BUS ONLY BUS ONLY COMMUNITY PEDESTRIAN ROUTE NEIGHBORHOOD PEDESTRIAN ROUTE REGIONAL PEDESTRIAN ROUTE COMMUNITY ROUTE ALTERNATIVE TREATMENT 2: MULTIUSE PATH NEIGHBORHOOD INTERSECTION CROSSING BARRIER INTERSECTION CROSSING COMMUNITY ROUTE STANDARD TREATMENT REGIONAL ROUTE STANDARD TREATMENT NEIGHBORHOOD ROUTE ALTERNATIVE TREATMENT 2: SWALE NEIGHBORHOOD ROUTE STANDARD TREATMENT 1 1 High-visibility crosswalk 2 Bulb-out curb extension 3 Median pedestrian refuge 1 High-visibility crosswalk 2 Bulb-out curb extension 3 Median pedestrian refuge 4 Advance warning 4 Traffic signal 2 3 1 2 3 50 FEET RIGHT-OF-WAY 120 FEET RIGHT-OF-WAY 80 FEET RIGHT-OF-WAY 4 4 EXAMPLE DESIGN Below is an example of how the different Route Types and Barrier crossings could be put together into a connected network that achieves the Walk Millcreek Guiding Principles. ---PAGE BREAK--- 76 W A L K M I L LC R E E K ---PAGE BREAK--- W A L K M I L LC R E E K 77 5 I SUSTENANCE The Sustenance section offers tools to make the guidelines provided in the Guidance section a sustainable reality. Included in Walk Millcreek are tools and ideas to fund and maintain pedestrian infrastructure construction, as well as how the Office of Township Services, in conjunction with the community, can monitor the progress of the program in its achievement of the Walk Millcreek Guiding Principles. ---PAGE BREAK--- 78 W A L K M I L LC R E E K 5.1 Building the Pedestrian Network OVERVIEW The Walk Millcreek Pedestrian Network described in the Guidance section is implemented by coordinating and redirecting the different ways sidewalks and other pedestrian infrastructure were previously initiated. These three “tracks” include: Capital Improvement Program; Property owner/developer requirements; and Citizen and Community Council Requests Whereas previously, these tracks led independently to initiate and fund different segments of sidewalk and pedestrian infrastructure, Walk Millcreek recommends they be coordinated and directed toward funding the unified Walk Millcreek Pedestrian Network. The way in which each track directs resources toward the Pedestrian Network or other streets is detailed in the Pedestrian Infrastructure Policy section in Foundations Section 2.4. PROJECTS & FUNDING The primary method for building the Walk Millcreek Pedestrian Network is through the Capital Improvement Program (CIP). Within the CIP, funds for pedestrian infrastructure are directed toward a list of Priority Projects. This List of Priority Projects is developed based on a set of criteria and reviewed annually. As the Office of Township Services identifies projects to pursue, funding is opportunistically sought from a variety of sources, a list of which is identified on page 78. The key source that funds pedestrian infrastructure projects is the Pedestrian Infrastructure Fund, which is within the Highway Fund. Fees collected in lieu of building sidewalks (described in the Foundations Section 2.4) are directed here. Money from the Pedestrian Infrastructure Fund is spent on: Network priority projects capital costs such as sidewalk, intersection improvements, and possible easement purchase for route connections; Sidewalk maintenance; Landscape establishment maintenance costs; and The Small Safety Project program. In order for the fee payer to recieve the benefit of the infrastructure built by the fee, it is recommended that money collected from the Pedestrian Infrastructure fee should be spent within the same clearly defined small area as the property charged the fee. These small areas could be elementary school boundaries, or they could be sub-districts of community council areas that are roughly the size of one “walk shed” containing nearby schools and parks. Such a system of walk-shed size sub areas is shown in the map to the right. ---PAGE BREAK--- W A L K M I L LC R E E K 79 50 0 1,200 2,400 600 Feet ° TH TH TH TH 50 50 ELGIN JULEP 800 ELGIN 4500 4500 OLY L MPIC 2700 3608 700 BIRCH RICHMOND KINGS 4675 MURRAY A HOLLADAY A AUSTIN IMPERIAL 2100 RICHMOND MARY DOTT I-80E WB STA T T A E 2930 3900 JORDAN RIVER PKWY MELBOURNE 2700 AT A KIN YUMA 4500 1000 4660 2700 EMPIRE 900 3970 EAST MILLBROOK 800 OLY L MPUS OAKS UNNAMED AN ARCADIA GREEN LUETTA T SHADY LAKE 645 BROOKLANE LEE WA W Y A LINCOLN UNKNOWN 800 4140 HONEYC Y UT 300 800 MURRAY A HOLLADAY A 4500 UNKNOWN 785 3900 VINEYA Y RD 2300 DARD HILLS 1719 PINTA T IL 1950 4465 SIERRA VIEW BONNER GREEN VISTA T MORNING WOOD GILROY 850 3070 VINTA T GE WELLINGTON NOMA LINDA 3360 CRESTBRO METRO MO ADONIS SANTA T ROSA 700 4620 QUAIL VISTA T LOUISE REDMAPLE BONNER FOLKER WILLIAMS MILLCREEK JERRIE LEE 700 4080 3900 3210 DRAGE UNNAMED CAROLY L N 1225 CRESCENT 3100 715 EUROPA P ALT L A T VISTA T 4200 WHITE 4680 VIMONT HAZEL ARLENE SHADY TREE MELV L INA MARIE 380 DARD WA W Y A M APPLE MILL 620 1610 CANYO Y N 1200 4260 NAMBA PA P X 3900 16 EMERALD SPRING GAY A LAR I-215E SB 4500 OFF 1335 UNKNOWN 4315 FISHER I-215E SB 4500 OFF OW OK CONNOR METROPOLITA T N TERRACE VIEW SCOTT PA P RK KIMBARY 4435 1000 4580 ASTRO SAGE 850 RED SAGE PA P NTERA 1935 IDLEWILD MILLCREEK PA P RK 2860 HUNTERS RIDGE FLY L NN MILLCREEK ARARAT A DOREEN LINCOLN OAKS WELBY LORRAINE BELLA VERDE LORI LEIGH 3340 HAGOTH GEORGETOWN ELGIN MILL GARDEN 1200 MELBOURNE RALPH SIGGARD OLD WILLAMS 2800 UNKNOWN 3000 BURNSIDE 3020 VERDANT GILROY CANYO Y N VIEW EASTWOOD OAKW ROSEGARDEN PA P INTER KAY A 1620 WOODLAND FORTUNA 1140 HS ESS MAPLE FLORENCE BERNADA TINA ORCHARD LINDA INTEGRA 3300 1570 4350 WOOD WILLOW 1615 DEL MAR 1100 GRACE 1465 3375 THOUSAND OAKS 760 GORDON ROYA Y L TROON LOLA SHADY YO Y UNG HAV A EN 3730 980 SKYVIEW JOYE 1380 BONNER GAT A EWA W Y A CASCADE SUNSET OLY L MPUS VIEW CANYO Y N EDWIN IMPERIAL PA P RK ARCAT A A T GARY 1350 UN GREENVA V LLEY 3710 MONTECITO I-80E EB 2300 SB OFF STREAM SIDE ALENCIA PA P RK OAKWOOD SPRUCE VIEW HALE MILLCREEK DELL 3720 NEPTUNE 1ST ROCK BRIDGE MILL CUMMINGS 4560 3610 3690 ST MARKS TERRACE HEIGHTS WINDY GARDEN 1715 3275 QUAILVISTA T FA F IRCLOUGH 390 3355 785 OAKVIEW UPLAND TA T NNER GARDENS PA P RK TERRACE ZENIA MEADOWS EVELY L N VENAR 3020 TA T ITLY L NN PA P RKVIEW HONEY CREEK APPLE VIEW KAT A HERINE 420 2825 2300 3900 3825 DEL VERDE I-215E SB OAKWOOD 1640 WA W INWRIGHT YO Y SEMITE LARKWOOD 845 T WEDGEWOOD CRAIG WHITE EL SERRITO KENWOOD RIDGEDALE 4780 MILLCREEK SPRUCE I-80E WB PA P RLEYS OFF MIRAMAR FOXBORO PA P RKVIEW LOCHNIVA V R 3835 SAN LUCAS CRUISE SOLITA T IRE 1460 CLAY A BOURNE GARDEN SPRING W EMPIRE TE ORCHARD PA P RK LAKE SPRINGS GREEN FLOWER 1400 1500 ES LORIEN DENISE 4300 BARBEY OAKCLIFF SUNNYDALE 1045 4500 CUMORAH PLAT A EAU LARES 2870 GREGSON 4045 434 2000 DIANA 1140 E MONTC T LAIR 4410 QUAIL VISTA T BARBARA 1030 FA F IRFIELD 2900 LORETTA T GREGSON HUNDLEY HAV A EN HILLV L IEW ASH KIKKERT 3900 3150 1025 HIGHLAND 3170 4270 SHILOH PA P RK 1070 MOUNTA T INVIEW 3730 CRESTWOOD MILLCREEK MOUNTA T IN 3380 WA W SAT A C T H OAKS SAN RAFA F EL EASTCLIFF LOST RIVER 3075 390 SUN MEADOW 4095 COLONY CLAY A BOURNE BROCKBANK CRAIG 2045 MILL CORNER COLONY LORRAINE MOUNTA T IN 2075 VA V LLEY CHAUNDRA 3740 TETO T N PIONEER 700 MOUNTA T IN HOLLY L WA W SAT A C T H SCOTT 1110 3990 CASCADE 3100 HERITA T GE 3780 DORIE RAINIER ZENITH STILLMAN LAV A ON RUTH MEADOWS 3185 4490 2520 2520 STOCKBRIDGE RANGE EL SERRITO T MANSFIELD 1885 KCREST MANOR RIDGE GREENB LORENVON 1400 LEMMON 2520 2900 1115 FOREST HILLS 2790 OIS ROGER 4705 EVERGREEN BOSHAM 2035 APPLE PA P RK COLUMBIAN WHITE HAMPTON CREST FOUBERT 3020 1500 CHRISTINE HIDDEN ACRES LINDA ROSA 3380 2410 BROOKVIEW COOPERS HAW A K BAY A 4380 3145 CENTRAL LAKE WEST TEMPLE OAKRIDGE MILLBROOK SKYVIEW CONNOR PA P RK 3580 MUIRFIELD GREGSON LOCH LOMOND MICHAEL MILL 4705 PIONEER 1410 KAIBAB SUNSET VIEW NICHOLS 2100 1860 JOYC Y E PEACH 950 ZARAHEMLA UNKNOWN RMANDIE UNKNOWN APPLE PA P RK AILEE PA P RIS MAIN CARSON GARDEN BLACK SWA W N 3340 4475 WOODLAKE 3670 BROOKBURN MILEHIGH NIBLEY VIEW AV A ELINE RANCH VIEW BARROWS PA P LISADE 4050 3580 KENTO T N 3380 WA W RR 3300 4025 EL RANCHO 3220 2125 HILLSIDE PINES 3530 MILLBERT 1900 3170 4320 FA F RM BRIDGE BROOKSHIRE MILLBROOK LAT A IMER VIEW 730 I-215E SB SAGE PA P RK ELMWOOD MILLHOLLOW KENTO T N KEYS VIEW ELGIN 1300 3065 GLORIETA T REDTA T IL HAW A K BAY A 2130 BONITA T 3175 4325 WOOD MARDONNA TO T PPS 1570 3185 CARMELITA T 2940 TO T RYN JONETTA T 2225 LAKEVIEW 2900 LAKE FOOTHILL PA P RLEYSTO I-215E SB 4020 1045 1025 2210 WILLES ASH TREE DOREEN LARES PA P RKVIEW WESTVIEW RICHES ELGIN GRANITE MILL 1450 WOODLAND INVERARY LUCK 1040 RIVER HOLLOW KEMPNER CENTRAL 4070 SCOTT MILLBROOK 3680 SPRING VIEW 3680 BAGEND GLORIA EVERGREEN 2850 MOTT WOODLAKE IDLEWILD ANGELINA MOUNT OLY L MPUS MURRAY A HOLLADAY A RIDGEDALE 3035 HOLLADAY A WOOD PA P RK HILL LEONA UNKNOWN 4115 CLAY A BOURNE UNK CRAIG ASS EMPIRE CUMMINGS WINDER 3370 PERRYWILL 3210 LUCK SPRING 200 RUTH SOR OREGON RIVER TRAIL KENWOOD SIDE CLARIDGE 3950 1885 3600 3370 4165 3015 RANCHFIELD 3000 IRIS SEQUOIA 2750 ELGIN 3545 ASTRO HIGHLAND CRESTBROOK 1800 JUPITER MILLCREEK CYN TERRACE VIEW 1730 LAV A ON JOYC Y E BRUCE SANTA T ROSA BERNADA 2540 WESTO T N SIERRA RIDGE VA V NWINKLE LA DORE PA P RK HILL JEANNINE 3375 4285 ORCHARD GREGSON 1530 CAROLY L N BELLTOWER 1135 PLAZA YUMA 4530 LANEBROOK ANITA T I-80E EB MONTC T LAIR 4555 PA P RK MALIBU 1575 3000 I-80E WB TO T I-80E WB DD 31 LA RUE HORNE 4280 EDWA W RD ARROYO Y GARDEN MULHOLLAND ORCHARD COLLEGE RE 3710 825 PIN OAK WILLOW GRAPE IVY WHITE VERNON MARYROS 4255 GREGSON 1940 4090 ORCHARD BEST CREST OAK 3120 LEMANS 3210 300 WOODLAKE 2850 FOOTHILL TO T I-80E EB WB DONEGAL 2800 2750 LAHAR 3110 EDGEMONT 3825 BROOKWOOD GREGSON ELGIN BROOKWILLOW EAST MILLBROOK WHITE MAPL VIKING FORTUNA ROWLEY 3115 LA MESA 1915 1950 1810 2960 MAPLE TWIN V VIEWCREST 3395 2990 1940 FA F RM CANYO Y N RIM DEVEREAUX HILL I-80EWBTO FOOTHILL PA P RLEYS ORCHARD 3060 OAK TERRACE LANARK LOS ALT L O T S MONTEVERDE PLAZA 1000 3625 3225 3385 MUIRFIELD HIGHLAND MARGIE 3045 4750 3435 W GREGSON 2070 860 2815 PA P RKHILL HERMES 3685 PA P RKER 3570 LORRAINE 2910 GARDEN COLUMBIA 3155 GORDON 3205 LISONBEE JEPSON CANYO Y N VIEW GUNN MARS BONVIEW ELM LEAF 2475 QUAIL POINT I-215E NB 3300 ON SAGEHILL 4160 POWERS MILLER AMBLEWOOD 3345 FISHER 615 I-80E EB FOOTHILL ON 3745 MARIE 400 ABINADI BENDEMERE 1140 CUTLER GILEAD 3650 QUAIL PA P RK 3665 ADONIS LAMBOURNE TROY MOUNTA T IN VIEW LARCHMONT OAKRIDGE MILLCREEK WA W SAT A C T H VIEWCREST MOUNTA T IR LAMBOURNE CHOKE CHERRY TWINBROOK I-215E NB 3300-3900 OFF 1350 OLY L MPUS PA P RK 3350 MONTA T NAVISTA T MAT A HEWS 805 3600 VIMONT 3150 3010 EASTOAKS PONDORAY A I-215E SB 3900 OFF LAURELCREST 2880 LOIS 3175 3215 3135 WILD ROSE 2980 2940 MILL EVERGREEN BROCKBANK FISHER THOUSAND OAKS OLY L MPUS RIDGE SIERRA WESTWOOD 4060 HIGHLAND COVE 2965 3220 I-215E SB 3300 OFF COVECREST FLEETWOOD I-80E EB LEDGEMONT 3380 DEERCREEK I-215E SB 3900 ON MILLBROOK HOWICK 3205 WOODDUCK BROCKBANK 1590 I-215E SB I-215E SB 3300 ON ADONIS VIRGINIA PA P RKVIEW STONEHEDGE I-215E NB 3800 ON I-80E WB FOOTHILL ON I-80E WB TO I-215E SB I-215E NB NEFF I-215E NB TO I-80E EB I-215E NB TO I-80E WB I-80E EB TO T I-215E SB ®v ®v ®v ®v ®v nm nm nm nm nm nm nm nm nm nm nm nm nm nm nm nm nm nm nm EXPY 500 W 300 W MAIN ST STATE ST 700 E 900 E 1300 E HIGHLAND DR 4500 S 2300 E 3300 S 3900 S WASATCH 0 1,200 2,400 600 Feet ° MC 1 MC 2 MC 3 MC 4 MC 5 CR 1 CR 2 EMC 1 EMC 2 MO1 MO 2 MO1 & MO2 Money collected from both the MO1 and MO2 areas can go toward projects in and in the imme- diate area around the Olympus Hills shopping center. Development fees paid to Pedestrian Infrastructure Fund These boundaries determine where fees collected in lieu of building a sidewalk can be spent. Potential sub-district system for spending Pedestrian Infrastructure fee funds ---PAGE BREAK--- 80 W A L K M I L LC R E E K TH G J O STA T T A E JORDAN RIVER PKWY 4500 UNKNOWN 4140 300 750 UNKNOWN 3990 UNKNOWN 380 UNKNOWN MEADOW BROOK DOREEN 300 UNKNOWN 3940 GORDON UNKNOWN W GAR 390 420 LOCHNIVA V R 3900 390 700 CENTRAL WEST TEMPLE 4 UNKNOWN AILEE MAIN WOODLAKE 430 4020 DOREEN RIVER HOLLOW CENTRAL WOODLAKE UNKNOWN 4115 UNKNOWN 200 RIVER TRAIL WESTO T N JEANNINE M WILLOW M 4090 30 O 0 O WOODLAKE HILL 4 PA P RKHILL COLUMBIA GORDON 400 TROY 4060 HOWICK STONEHEDGE EXPY 500 W 300 W MAIN ST STATE ST T o p P r i o r i t y P r o j e c t s Phase 1 Pedestrian Route Improvements Sidewalks or other pedestrian path along the designated Pedestrian Network Route. Phase 1 Intersection Improvements Pedestrian safety upgrades at significant intersections. Phase 1 Route Obstacles Needing Resolution Negotiation of connections across barriers such as private property or major streets. Phase 2 Pedestrian Route Improvements Sidewalks or other pedestrian path along the designated Pedestrian Network Route Phase 2 Intersection Improvements Pedestrian safety upgrades at significant intersections. Phase 2 Route Obstacles Needing Resolution Negotiation of connections across barriers such as private property or major streets. Project letter A PRIORITY PROJECTS The current list of Priority Pedestrian Infrastructure Projects is shown on the following pages. This list is to be reviewed annually by the Office of Township Services. The priority project list is based on the following primary criteria: Connectivity value: The degree to which the project would create an important link in the Pedestrian Network connecting people to key destinations such as schools, parks, places of worship, recreational trails, and activity centers. Safety value: The degree to which the project would create a safety benefit or address a known safety problem. Community input: The degree to which stakeholder groups and individuals and other members of the public have advocated for the project. Constructability: The ease by which the project could be built and the degree of benefit it would provide for the cost. Hill Woodlake Gordon Central Doreen 300 E. West Temple Howick Gordon 700 W. 4060 S. Jordan River Pkwy. Central ---PAGE BREAK--- W A L K M I L LC R E E K 81 0 G D S 0 TH TH TH TH D C H A F K E I B R M Q T N S P E 0 E 0 E D G D S ELGIN JULEP 800 ELGIN 4500 4500 OLY L MPIC 2700 3608 700 BIRCH 3900 RICHMOND KINGS 4675 MURRAY A HOLLADAY A AUSTIN IMPERIAL 570 2100 RICHMOND MARY DOTT I-80E WB 2930 3900 MELBOURNE 2700 AT A KIN YUMA 00 1000 4660 2700 EMPIRE O 900 39 EAST MILLBROOK 800 OLY L MPUS OAKS 530 UNNAMED CRAFTSMAN ARCADIA GREEN LUETTA T SHADY LAKE 645 BROOKLANE LEE WA W Y A LINCOLN OLD FA F RM 800 HONEYC Y UT 2175 800 MURRAY A HOLLADAY A APLE EW 4500 785 4115 3900 VINEYA Y RD HIGHLAND 3900 2300 DARD HILLS 1719 PINTA T IL 1950 5 F 0 F 0 4465 SIERRA VIEW BONNER 125 GREEN VISTA T RO H MORNING WOOD GILROY 850 3070 VINTA T GE WELLINGTON NOMA LINDA HOLLOW 3360 3650 CRESTBROOK METRO MONZA ADONIS SANTA T ROSA 700 4620 QUAIL VISTA T LOUISE REDMAPLE BONNER FOLKER WILLIAMS TREE MILLCREEK JERRIE LEE 700 4080 LAUREL 3900 3210 DRAGE UNNAMED CAROLY L N 1225 EASTWOOD CRESCENT 3100 715 ALT L A T VISTA T 4200 WHITE 4680 VIMONT HAZEL ARLENE SHADY TREE MELV L INA 3370 MARIE DARD WA W Y A MARK APPLE MILL 620 CANYO Y N 1200 4260 NAMBA PA P X 3900 3900 EMERALD SPRING 650 GAY A LAR I-215E SB 4500 OFF 3990 1335 NEFFS 4315 FISHER I-215E SB 4500 OFF CONNOR METROPOLITA T N TERRACE VIEW SCOTT PA P RK KIMBARY 4435 1000 4580 ASTRO 38 OAKRIM SAG 850 RED SAGE 1935 IDLEWILD MEGAN MILLCREEK PA P RK 2860 HUNTERS RIDGE FLY L NN MILLCREEK ARARAT A LINCOLN OAKS WELBY LORRAINE BELLA VERDE LORI LEIGH 3340 HAGOTH GEORGETOWN SPRING ELGIN MILL GARDEN 1200 MELBOURNE SIGGARD OLD WILLAMS 1650 620 FOX POINT 2800 3000 BURNSIDE 3020 VERDANT GILROY CANYO Y N VIEW 590 EASTWOOD CELESTE OAKWOOD 3780 ROSEGARDEN PA P INTER KAY A 1620 DELIA WOODLAND FORTUNA SMITHS ACCESS NEFFS MAPLE MORAINE FLORENCE BERNADA TINA ORCHARD LINDA 3300 490 1570 4350 WOOD WILLOW DEL MAR 1100 2880 GRACE 1465 3375 THOUSAND OAKS 760 ROYA Y L TROON LOLA ASHFORD SHADY YO Y UNG HAV A EN 3730 980 1220 3970 SKYVIEW JOYE BONNER MAGDA GAT A EWA W Y A CASCADE SUNSET VIEW MPUS EW CANYO Y N EDWIN IMPERIAL PA P RK ARCAT A A T JUNO GARY 1350 GREENVA V LLEY BECKY 3710 I-80E EB 2300 SB OFF STREAM SIDE ARNETTE VA V LENCIA PA P RK ALV L A V 4119 OAKWOOD SPRUCE VIEW NOAL HALE MILLCREEK DELL 3720 NEPTUNE FA F LLON 1ST ROCK BRIDGE MILL CUMMINGS HILLSIDE 4560 3610 3690 ST MARKS DELNO TERRACE HEIGHTS WINDY ARDEN 2890 1715 ASHLAND 3945 3275 PEBBLE GLEN QUAILVISTA T CLIFF 4075 FA F IRCLOUGH 3355 785 OAKVIEW UPLAND TA T NNER GARDENS PA P RK TERRACE ZENIA MEADOWS 4149 EVELY L N VENAR 4129 3020 TA T ITLY L NN PA P RKVIEW 3835 HONEY CREEK APPLE VIEW 3345 KAT A HERINE 2825 2300 3900 3825 DEL VERDE 4116 I-215E SB OAKWOOD 1640 WA W INWRIGHT 565 YO Y SEMITE LARKWOOD 845 PHEASANT RIDGE JUPITER WEDGEWOOD CRAIG WHITE EL SERRITO KENWOOD RIDGEDALE 4780 MILLCREEK SPRUCE I-80E WB PA P RLEYS OFF 465 MILLHAV A EN MIRAMAR FOXBORO PA P RKVIEW 3835 SAN LUCAS CRUISE 1460 CLAY A BOURNE GARDEN SPRING WINDERBROOK EMPIRE CELESTE 3800 4145 ORCHARD PA P RK LAKE SPRINGS GREEN FLOWER 1400 1500 LORIEN DENISE 4300 BARBEY OAKCLIFF SUNNYDALE 4500 CUMORAH PLAT A EAU LARES FULLER 2870 GREGSON 045 4345 SUGAR LEAF 2000 DIANA 1140 E MONTC T LAIR 4410 QUAIL VISTA T BARBARA 4055 1030 FA F IRFIELD 2900 ETTA T GREGSON HUNDLEY HAV A EN 2140 HILLV L IE ASH T 3150 MELIN 1025 HIGHLAND 3170 4270 SHILOH PA P RK 1070 COLEMERE MOUNTA T INVIEW CRESTWOOD MILLCREEK 3715 MOUNTA T IN 3380 WA W SAT A C T H OAKS SAN RAFA F EL EASTCLIFF LOST RIVER 3075 SUN MEADOW COLONY CLAY A BOURNE BROCKBANK CRAIG 2045 MILL CORNER COLONY LORRAINE MOUNTA T IN 2075 VA V LLEY CHAUNDRA 3740 TETO T N PIONEER MOUNTA T IN HOLLY L WA W SAT A C T H WILMOTT 635 SCOTT 1110 3990 ARNETTE BRANDT EMMA CASCADE 3100 HERITA T GE 3780 DORIE FOUR WOODS RAINIER ZENITH STILLMAN LAV A ON RUTH MEADOWS 4490 2910 2520 510 2520 STOCKBRIDGE 80 RANGE 3130 EL SERRITO T MANSFIELD 1885 3040 PA P RKCREST MANOR RIDGE GREENBRIAR LORENVON 1400 LEMMON 4010 2520 2900 1115 FOREST HILLS 2790 LOIS ROGER 4705 EVERGREEN BOSHAM 2035 APPLE PA P RK COLUMBIAN WHITE 4130 HAMPTON CREST FOUBERT 3020 1500 2110 CHRISTINE HIDDEN ACRES 3010 DA SA 3380 2410 BROOKVIEW COOPERS HAW A K BAY A 4380 3145 LAKE 2145 OAKRIDGE MILLBROOK W CONNOR PA P RK 3580 MUIRFIELD GREGSON LOCH LOMOND MICHAEL MILL 4705 IGHLAND LUTO PIONEER 410 KAIBAB SUNSET VIEW NICHOLS 4030 2100 1860 3820 JOYC Y E PEACH 4100 950 ZARAHEMLA UNKNOWN NORMANDIE APPLE PA P RK WICKLOW 3955 PA P RIS CARSON GARDEN BLACK SWA W N 3340 4475 3670 BROOKBURN MILEHIGH NIBLEY VIEW AV A ELINE RANCH VIEW BARROWS PA P LISADE 3580 KENTO T N 3380 OLD FA F RM WA W RR 3300 4025 EL RANCHO 3220 2125 HILLSIDE PINES 3530 MILLBERT 1900 3170 4320 FA F RM BRIDGE CONRAD BROOKSHIRE MILLBROOK LAT A IMER VIEW 730 I-215E SB SAGE PA P RK ELMWOOD MILLHOLLOW KENTO T N KEYS VIEW ELGIN 1300 3065 GLORIETA T REDTA T IL HAW A K BAY A 2130 BONITA T 3175 4325 OAKWOOD MARDONNA TO T PPS 1570 3185 4080 CARMELITA T 2940 TO T RYN JONETTA T 2225 LAKEVIEW 2900 LAKE FOOTHILL PA P RLEYSTO I-215E SB 1045 1025 2210 WILLES ASH TREE N LARES 2740 LITTLE FA F RM PA P RKVIEW WESTVIEW RICHES ELGIN GRANITE MILL 2780 E K L K L OLIVE 1450 WOODLAND INVERARY 4181 LUCK 1 R 0 R 4 R 0 KEMPNER 4070 SCOTT MILLBROOK 3680 SPRING VIEW 3680 HAV A EN BAGEND GLORIA EVERGREEN 2850 MOTT IDLEWILD MAPLE VIEW ANGELINA MOUNT OLY L MPUS MURRAY A HOLLADAY A RIDGEDALE 3035 HOLLADAY A WOOD PA P RK HILL LEONA GRAND CAY A MAN CLAY A BOURNE CRAIG SNOWMASS EMPIRE CUMMINGS WINDER 3370 LAV A A V R 1215 3210 3510 LUCK SPRING RUTH 775 SORENSON 2500 2175 OREGON KENWOOD HILLSIDE WA W T A SONS CREEK CLARIDGE 570 3950 1885 3600 RMES 33 3370 4165 3015 2940 RANCHFIELD 3000 IRIS SEQUOIA 2750 ELGIN 3545 ASTRO HIGHLAND CRESTBROOK 1800 PA P IGE JUPITER MILLCREEK CYN TERRACE VIEW WINDER MEADOW 1730 OAKWOOD LAV A ON JOYC Y E BRUCE SANTA T ROSA BERNADA 2540 DELNO PA P RK OAK SIERRA RIDGE VA V NWINKLE 2700 LA DORE PA P RK HILL 4050 3375 4285 ORCHARD 2455 GREGSON 1530 CAROLY L N BELLTOWER 1135 PLAZA ASPEN MEADOWS YUMA 4530 LANEBROOK ANITA T I-80E EB MONTC T LAIR 4555 PA P RK MALIBU 1575 3735 3000 I-80E WB TO T I-80E WB DD 3125 OAKWOOD LA RUE HORNE 4280 EDWA W RD ARROYO Y GARDEN MULHOLLAND ORCHARD 2445 COLLEGE REDMAPLE 3710 825 1175 PIN OAK W GRAPE IVY WHITE 700 MARYROSE 4255 GREGSON ARNETTE 1940 CREST ORCHARD BEST CREST OAK 3120 LEMANS 3720 37 3210 3750 850 3745 FOOTHILL TO T I-80E EB WB DONEGAL LAHAR KELLER 3110 EDGEMONT 3825 MARVIAN BROOKWOOD 4370 GREGSON ELGIN 3700 BROOKWILLOW EAST MILLBROOK WHITE MAPLE VIKING FORTUNA ROWLEY 3115 LA MESA 1915 1950 1810 4200 2960 MAPLE TWIN VIEW VIEWCREST 3395 2990 1940 FA F RM MEADOW CANYO Y N RIM DEVEREAUX I-80EWBTO FOOTHILL PA P RLEYS ORCHARD 3060 OAK TERRACE LANARK LOS ALT L O T S MONTEVERDE PLAZA 1000 3625 3225 4200 3385 MUIRFIELD 3365 3400 HIGHLAND MARGIE 3045 4230 4750 3435 GREGSON 2070 860 4170 2815 HERMES 3685 PA P RKER 3570 LORRAINE 2910 GARDEN 3155 3205 LISONBEE JEPSON CANYO Y N VIEW GUNN MA BONVIEW 4125 LORAN HEIGHTS ELM LEAF 2475 QUAIL POINT I-215E NB 3300 ON SAGEHILL 4160 POWERS MILLER AMBLEWOO 3345 FISHER 615 I-80E EB FOOTHILL ON 3745 MARIE ABINADI BENDEMERE 1140 CUTLER GILEAD 3650 QUAIL PA P RK 3665 ADONIS LAMBOURNE MOUNTA T IN VIEW LARCHMONT OAKRIDGE MILLCREEK RORA WA W SAT A C T H 2400 VIEWCREST MOUNTA T IR LA D O D URNE CHOKE CHERRY TWINBROOK I-215E NB 3300-3900 OFF 1350 OLY L MPUS PA P RK 3350 MONTA T MAT A HEWS 805 3600 VIMONT 3150 3010 EASTOAKS PONDORAY A I-215E SB 3900 OFF LAURELCREST 2880 LOIS WILD ROSE 2980 2940 MILL EVERGREEN BROCKBANK FISHER THOUSAND OAKS OLY L MPUS RIDGE SIERRA WESTWOOD HIGHLAND COVE 2965 I-215E SB 3300 OFF COVECREST FLEETWOOD I-80E EB LEDGEMONT 3380 DEERCREEK I-215E SB 3900 ON M P ILLBROOK 3205 WOODDUCK BROCKBANK 1590 I-215E SB I-215E SB 3300 ON ADONIS VIRGINIA PA P RKVIEW I-215E NB 3800 ON I-80E WB FOOTHILL ON I-80E WB TO I-215E SB I-215E NB N I-215E NB TO I-80E EB I-215E NB TO I-80E WB I-80E EB TO T I-215E SB ®v ®v ®v ®v ®v nm nm nm nm nm nm nm nm nm nm nm nm nm nm nm nm nm nm nm 700 E 900 E 1300 E HIGHLAND DR 4500 S 2300 E 3300 S 3900 S WASATCH Atkin Heritage Louise Lambourne Fisher 2540 E. 2700 E. 2000 E. Mebourne Imperial Connor 2900 E. Grace Valley Evergreen Del Verde 3780 S. 3750 S. Upland Craig 3100 E. Sunnydale Jupiter East- wood Apollo Achilles Diana Brockbank Fortuna Lorenvon Oakview Thousand Oaks Parkview Hale Eastwood Monteverde S. Plateau 3800 S. Honeycut Gregson Crescent Canyon Millcreek Lorraine 1100 E. 3745 S. Siggard Highland Cove Carolyn 3665 S. Scott Empire 500 E. Winder 4085 S. 1500 E. Stillwood College Murray-Holladay Hillview 4125 S. Old Farm e 1000 E. Canyon View ---PAGE BREAK--- 82 W A L K M I L LC R E E K PHASE 1 PROJECTS No. Project name Description Notes A 1300 East Complete sidewalks along 1300 East. 1300 East is important for transit riders. In general this route has minor gaps. B 2300 East Complete pedestrian amenities on an important connecting street in East Mill Creek and Canyon Rim. Likely a mix of filling in gaps to the existing sidewalk and building a new sidewalk. An alternative treatment could be considered for the new sidewalk. 2300 East is a critical pedestrian corridor, connecting several pedestrian centers and amenities such as schools. C 3300 South gap closure A project filling in the key sidewalk gaps along 3300 South east of 2000 East. Strong input from the community to put sidewalks on this stretch of 3300 South; this segment connects the community to several amenities. Addresses short-term need for consistent sidewalks; Recognizes possibility for future comprehensive, robust pedestrian treatment as part of a potential future street project. D 3300 South parallel route Create a consistent route made up of local streets connecting northern Millcreek/ Canyon Rim area and Brickyard, 2300 East and 33rd + 33rd centers. Addresses pedestrian shortcomings of 3300 South itself; capitalizes on lack of east-west barriers E 3900 South parallel route Create a consistent route made up of local streets connecting Millcreek, East Mill Creek, and Olympus areas to access the several parks and schools along the route. Addresses pedestrian shortcomings of segments of 3900 South itself; capitalizes on lack of east-west barriers. Requires negotiation of several route obstacles. Might be an opportunity for alternative pedestrian treatments. F 500 East Complete sidewalks along 500 East. This project would primarily be comprised of additional crossings of 500 East and some sidewalk gap fillings. G 700 West/ 3900 South Intersection Improvements Study ways to improve pedestrian crossing safety, improve convenience, and overcome pedestrian barriers at this key intersection. Addresses a density of vehicle-pedestrian crashes in the area while improving access to important mass transit service in the area. H 900 East Complete sidewalks along 900 East. 900 East has emerged as a critical pedestrian route for the Millcreek community and important for transit riders. Most of the project would be filling in gaps in existing sidewalks, however the stretch north of 4500 South could have a new sidewalk treatment. I Evergreen Extension Obstacles Negotiate access through obstacles to enable the Evergreen east-west pedestrian route through north??? Millcreek and East Mill Creek. These obstacles include property barriers between 1300 East and 2000 East, the most significant of which is access through the Wasatch Lawn cemetery. Community input emphasized the value of walking through the cemetery - Evergreen is also an existing pedestrian route which runs through the new Millcreek Community Center. This project lays the groundwork for extending this popular route. J Main Street A stopgap measure filling in the key sidewalk gaps along Main Street. Main Street emerged as a major priority for community members in West Millcreek. It is a key route for access to Meadowbrook TRAX station. This plan recommends reconsideration of the sidewalk treatment once the area redevelops. K Old Farm Obstacles Negotiate access through obstacles to enable the Old Farm east-west pedestrian route through central Millcreek. These obstacles include property barriers and a crossing of 700 East at Old Farm. The most challenging obstacle will likely be the crossing of 700 East at Old Farm, as well as the crossing of State Street. L Olympus Hills Access Create a network of pedestrian facilities providing access between Olympus neighborhoods, Olympus Hills Shopping Center, Park & Ride, and schools. Could include an alternative pedestrian treatment. Along with the Wasatch Boulevard project, this project creates the foundation for pedestrian access in the Olympus area. ---PAGE BREAK--- W A L K M I L LC R E E K 83 PHASE 2 PROJECTS M 2700 East Create a new pedestrian route along 2700 East. Recreation - walking, jogging and bicycling - could be incorporated to this facility. An alternative treatment could be considered here. 2700 East is an important access route through Canyon Rim and east Mill Creek neighborhoods and to Tanner Park and the Parley's Canyon trailhead. N 3900 South Fill sidewalk gaps on 3900 South between 2300 South and 2700 South. Leverage new sidewalk project on 3900 South to extend to 2300 East. O 3900 South I-15 Xing Create a pedestrian facility on the south side of 3900 South to cross the I- 15/railroad barrier. Despite the existing sidewalk on the north side of 3900 South, I-15 is still a barrier to the many refugee community members. This largely pedestrian community needs connections between their homes west of I-15 to TRAX, bus stops, schools and friends/family on the east side; having a route on the south side would eliminate the need to cross the busy 3900 South. P Canyon Way Build a route along Canyon Way. Help facilitate safe access to William Penn Elementary, and to connect two long east-west Neighborhood Pedestrian Routes Q Hillview Drive Create a consistent route made up of local streets connecting Holladay through Millcreek to the west. This is the first segment of a larger route that will be possible once the Old Farm Obstacles Project is completed. Combined with the Old Farm Obstacles project, this project will begin to create an important pedestrian route from Millcreek west to the planned pedestrian center/redevelopment area around Main Street/West Temple. R St. Marks Intersection Improvements Study ways to make the crossing of the intersections of 3900 South and 900 East, 1100 East, and 1300 East safer. Addresses existing pedestrian safety issue. The most pedestrian-related crashes in Millcreek Township exist on of 3900 South at and around St. Marks Hospital between 900 east and 1300 East. S Stillwood Drive Create a consistent route made up of local streets connecting Holladay Lions Center through Millcreek to 900 East and the 900 East/4500 South pedestrian center. This route addresses the far southern end of Millcreek Township and connects important amenities. T Wasatch Boulevard Create a robust pedestrian facility on Wasatch Boulevard from the Grandeur Peak trailhead through the Olympus Hills shopping center and to Churchill Junior High. This could be created by incorporating the existing sidewalks and trails. Recreation - walking, jogging and bicycling - could be incorporated to this facility. Wasatch Boulevard constitutes the major access route to several of the area amenities because of the lack of sidewalks in Olympus Cove, hills, and indirect routes. While much of Wasatch has an existing sidewalk, we recommend the creation of a more robust pedestrian route. ---PAGE BREAK--- 84 W A L K M I L LC R E E K SIDEWALK MAINTENANCE RESPONSIBILITY In accordance with Salt Lake County Ordinance §14.32.010 the homeowner is responsible for maintaining the curb, gutter, and sidewalk which abuts their property. SIDEWALK INSPECTION PROCEDURE Salt Lake County, through the Department of Public Works, may inspect the condition of the public curbs, gutters and sidewalks to determine any defects or needed repairs. (§14.32.020) SIDEWALK REPLACEMENT AND REPAIR As Ordinance §14.32.030 states, “Notice of needed repairs or defects in the public curbs, curb ramps, gutters and sidewalks shall be sent to the owner of the abutting property as shown on the records of the county recorder. Such notice shall specify the repairs needed or the defect and shall state a deadline for completing the repairs. A review of such deadline shall be not earlier than thirty nor later than sixty days from the date of the notice. The notice shall specifically instruct the property owner of his obligation under this chapter and of his opportunity for review. “ The County may assist with the repair of a failing curb and gutter or sidewalk by hauling the old concrete away provided the owner/contractor has broken up the concrete into pieces less than 3 feet long and placed it in a pile where a front end loader can pick it up. (Only concrete removed from the sidewalk, curb, gutter, and drive approach). The County will also pave the road adjacent to the new concrete curb and gutter provided the sawcut of the asphalt is at least 2 feet from the new lip of the gutter and the old asphalt is removed. Contact Salt Lake County Public Works Operations at 385-468- 6101 to schedule the concrete and asphalt tie-in. No permits are necessary for these repairs unless it is necessary to alter the grade, location or dimensions of the curbs, curb ramps, gutters or sidewalks. In such event, there is no charge for the permit. (§14.32.040) In the event that the property owner fails to complete the repairs or to seek review within the time specified in the notice, the county may make the repairs with the implied consent of the owner. The cost of these repairs constitute a lien against the real property. If this lien is not satisfied within sixty days after being filed, for record, the county may seek to foreclose the lien in the manner provided in Title 38 of the Utah Code Annotated (1953) for the enforcement of mechanic’s liens. (§14.32.050). However, in the interest of promoting the goals and policies of the Walk Millcreek program, in some cases on Walk Millcreek Pedestrian Network designated Routes, the Office of Township Services may enter into an agreement with a property owner or Homeowners Association to provide maintenance or costs related to maintenance. 5.2 Pedestrian Infrastructure Maintenance and Repair ---PAGE BREAK--- W A L K M I L LC R E E K 85 PARK STRIP, TREE, AND LANDSCAPE CARE AND MAINTENANCE Salt Lake County Ordinance §14.44.010 - Care of trees, states that “In all cases the abutting property owner who receives the beneficial use of and benefit from trees is to care for and water same. Failure to care for trees may constitute a nuisance.” Salt Lake County Ordinance §19.77.160 references long-term viability of established landscapes. The ordinance states that “the owner, tenant and any agent shall be jointly and severally responsible for the maintenance of all landscaping in good condition and free from refuse and debris so as to present a healthy, neat and orderly appearance.” Where applicable this responsibility falls with the Homeowner Association. However, in the interest of promoting the goals and policies of the Walk Millcreek program, in some cases on Walk Millcreek Pedestrian Network designated Routes, the Office of Township Services may enter into an agreement with a property owner or Homeowners Association to provide maintenance or costs of establishing landscaping. ---PAGE BREAK--- 86 W A L K M I L LC R E E K 5.3 Community participation The Walk Millcreek program provides residents and Community Councils a range of ways to initiate and participate in pedestrian infrastructure planning, design, and construction. These include contributing to the planning and design of Walk Millcreek Pedestrian Network route projects, initiating and finding funding for projects not on the Pedestrian Network, initiating small safety- oriented projects, and helping to evaluate the Walk Millcreek program on an ongoing basis. PEDESTRIAN NETWORK PROJECTS For larger pedestrian infrastructure projects in Millcreek, the broader community will often have a chance to provide input on a project’s design and interpretation of the guidance for the specific route type (see Guidance section). COMMUNITY INITIATED PROJECTS In addition, residents and Community Councils still have the opportunity to complete portions of the sidewalk network that have not been identified as a Walk Millcreek Pedestrian Network designated route. This program is not funded from the CIP, with neighborhoods funding the project entirely and showing further community support in the form of a petition process. Community Sidewalk Request Process A neighborhood group, Community Council, or individual may request to have a sidewalk installed in their neighborhood. The neighborhood must show support for proposed sidewalk by submitting a petition to the Office of Township Services for verification. Once the petition is verified, Office of Township Services staff will make a field review of the area, document findings, and develop a conceptual cost estimate for the request. If directed by the Transportation Manager, OTS staff will develop a final project design using the Walk Millcreek Guidance (see Non-Network Streets) and cost which will be presented to the neighborhood. Once the neighborhood can provide funding, the sidewalk project will be implemented at the direction of the Transportation Manager. Community Petitions Salt Lake County Office of Township Services requires that there be wide support from the community for implementing sidewalks in its neighborhoods. All of the abutting property owners on both sides of the street where the sidewalk is being requested should be contacted and given an opportunity to sign this petition, indicating their opinion concerning the installation of the sidewalk. Any abstention or indication other than a “yes” will be considered a “no.” In order for the sidewalk to be considered for construction, 50 percent plus one vote of the property owners must sign the petition indicating that they are in favor of a sidewalk along the street. The completed petition must be returned to Office of Township Services where it will be verified against tax records and land lot maps to ensure that it meets all requirements. Office of Township Services reserves the right to set a reasonable expiration date on petition signatures. Project Cost All installation costs for these community-initiated sidewalk projects will be funded 100 percent by the community. Installation costs include but are not limited to: reconstruction of driveways, construction of curb and gutter, construction of the sidewalk, mail box relocation, sign and pavement marking modifications, and landscaping. For sidewalk projects, the neighborhood will assist the County in obtaining the necessary easements or rights-of-way to facilitate the construction project. ---PAGE BREAK--- W A L K M I L LC R E E K 87 SMALL PEDESTRIAN SAFETY PROJECT PROGRAM The Small Pedestrian Safety Project Program provides a separately funded annual budget allotment to be spent for small-scale pedestrian infrastructure projects directly related to safety concerns such as visibility of pedestrians, separation of pedestrians from moving traffic and unmaintained sidewalks or other paths. These projects can be on any type of street or intersection. They can include short segments of sidewalk, crosswalks or other pedestrian crossing devices, or projects to clear visibility between motorists and pedestrians. Projects must meet the following criteria to qualify for this program: Must directly address a safety problem. Initiated by written request from the community to the Office of Township Services. Once the Office of Township Services deems that a proposed project meets all required criteria for the program, the project request will be sent to the Transportation Manager for final approval and funding allotment. ---PAGE BREAK--- 88 W A L K M I L LC R E E K 5.4 Measuring progress A critical part of the Walk Millcreek program is assessing the progress of pedestrian infrastructure in Millcreek Township and how the evolving pedestrian network is achieving the Walk Millcreek Guiding Principles. Review the List of Priority Pedestrian Projects annually. Review the Walk Millcreek Pedestrian Network with all Millcreek Township Community Councils and the Planning Commission every 5 years. This review should consider the following: ◌◌How well is the network achieving the Guiding Principles? ◌◌Are there new pedestrian and community destinations that have been/or are being built that demand shifts in the designations of Pedestrian Network Routes? ◌◌Have new projects or plans been approved that require the shifting of designations of the Pedestrian Network? Are people walking more? To measure how much people in Millcreek are walking, the following regular procedures should be undertaken: ◌◌Select locations to count ◌◌When new pedestrian infrastructure projects are undertaken in Millcreek Township, assess different aspects of pedestrian activity on the route before the project is undertaken, immediately afterward, and then after several months or a year, once patterns have had time to adjust. Is walking in Millcreek becoming safer? To measure how much people in Millcreek are walking, the following regular procedures should be undertaken: ◌◌Review data on crashes involving pedestrians annually. Select “hot spot” locations and analyze trends of collisions. Watch for new “hot spots” emerging. ◌◌Observe pedestrian behavior annually in these “hot spot” locations. ◌◌Pay special attention to school areas. Assess community satisfaction with pedestrian infrastructure and walking conditions. ◌◌Survey Millcreek residents, employees, and visitors approximately every three to five years about their satisfaction with both new pedestrian projects and overall progress of the Walk Millcreek program. ◌◌Maintain an open line of communication through the Walk Millcreek program online. Keep up-to-date community information regarding the pedestrian network, such as GIS files and maps. ---PAGE BREAK--- W A L K M I L LC R E E K 89 5.5 Potential Funding Sources The improvements identified in the Walk Millcreek program could be funded by a variety of Federal, State, and Local sources. FEDERAL FUNDING SOURCES The following is a list of possible Federal funding sources that could be used to support construction of many pedestrian improvements. Most of these are competitive, and involve the completion of extensive applications with clear documentation of the project need, costs, and benefits. Community Development Block Grants The CDBG program, authorized by Title I of the Housing and Community Development Act of 1974, provides annual grants to cities, counties and states to develop strong communities by providing decent housing, a suitable living environment, and expanding economic opportunities, principally for low- and moderate-income persons. CDBG eligible activities are initiated and developed at the state and local level based upon a community’s needs, priorities, and benefits. CDBG funds 28 eligible activities that include infrastructure, economic development projects, installation of public facilities, community centers, housing rehabilitation, public services, clearance/ acquisition, microenterprise assistance, code enforcement, and homeowner assistance, to name a few. More Information: www.hud.gov/cdbg Congestion Mitigation and Air Quality Improvement Program The Congestion Mitigation and Air Quality Improvement (CMAQ) program was implemented to support surface transportation projects and other related efforts that contribute air quality improvements and provide congestion relief. Funds from this program can be used to build pedestrian facilities that reduce travel by automobile. More Information: http://www.fhwa.dot.gov/ environment/air_quality/cmaq/ Surface Transportation Program The Moving Ahead for Progress in the 21st Century Act (MAP-21) continues the Surface Transportation Program (STP), providing flexible funding that may be used by States and localities for projects to preserve or improve conditions and performance on any Federal-aid highway, bridge projects on any public road, facilities for non-motorized transportation, transit capital projects and public bus terminals and facilities. More Information: http://www.fhwa.dot.gov/ map21/summaryinfo.cfm Transportation Alternatives Program The Moving Ahead for Progress in the 21st Century Act (MAP-21) authorized the Transportation Alternatives Program (TAP) to provide funding for programs and projects defined as transportation alternatives, including on- and off-road pedestrian and bicycle facilities, infrastructure projects for improving non-driver access to public transportation and enhanced mobility, community improvement activities, and environmental mitigation; recreational trail projects; safe routes to school projects; and projects for planning, designing, or constructing boulevards and other roadways largely in the right-of-way of former divided highways. More Information: http://www.fhwa.dot.gov/ environment/transportation_alternatives/ STATE FUNDING SOURCES The following is a list of possible State funding sources that could be used to support construction of pedestrian improvements in Millcreek Township. Safe Sidewalks Program The Safe Sidewalks Program provides a legislative funding source for construction of new sidewalks adjoining State Routes where sidewalks do not currently exist and where major construction or reconstruction of the route at that location is not included in the Statewide Transportation Improvement Program (STIP). More Information: http://www.udot.utah.gov/ main/f?p=100:pg:0:::1:T,V:583 Safe Routes to School Program The Safe Routes to School program is administered by UDOT to support increased safety and convenience for school children to walk and/or walk to school. UDOT gives priority to projects within 2 miles of participating schools. More Information: http://www.udot.utah.gov/go/ srts ---PAGE BREAK--- 90 W A L K M I L LC R E E K LOCAL FUNDING SOURCES The following is a list of possible Local funding sources that could be used to support construction of pedestrian improvements in Millcreek Township. Local Bond Measure Bonds can be approved by voters to fund a range of projects focusing on construction of pedestrian improvements. Sales Tax It may be possible to pass a specified sales tax that could be used to fund pedestrian improvements. Special Improvement District A Special Improvement District (SID) could be formed for specific districts/neighborhoods where pedestrian facilities are lacking. Improvements could be funded through a SID where property owners pay an assessment to offset the costs of the improvements. Tax Increment Financing Tax Increment Financing (TIF) is a method of creating debt backed by future increases in tax revenue due to investments in infrastructure such as sidewalks. Utah Transit Authority Passenger Enhancement Fund This program administered by UTA matches dollar- for-dollar local governmetn pedestrian or bicycle projects that improve access to transit stops and stations. Pedestrian projects should be within 1/2 mile of the stop. The local match can be either cash or in-kind work. ---PAGE BREAK--- W A L K M I L LC R E E K 91 5.6 Resources A wealth of resources exists for the shaping of pedestrian infrastructure. The following is a sample of those available: Guide for Maintaining Pedestrian Facilities for Enhanced Safety Research Report http://safety.fhwa.dot.gov/ped_bike/tools_solve/ Bicycle and Pedestrian Funding Opportunities: US Department of Transportation, Federal Transit, and Federal Highway Funds http://www.fhwa.dot.gov/environment/bicycle_ pedestrian/funding/funding_opportunities.cfm American Association of State Highway and Transportation Officials (AASHTO) Guide for the Planning, Design, and Operation of Pedestrian Facilities details.aspx?id=119 National Association of City Transportation Officials (NACTO) Urban Street Design Guide http://nacto.org/publication/urban-street-design- guide/ Designing Walkable Thoroughfares: A Context Sensitive Approach, Institue of Transportation Engineers (ITE) and the Congress for the New Urbanism (CNU) http://library.ite.org/pub/e1cff43c-2354-d714- 51d9-d82b39d4dbad ---PAGE BREAK--- 92 W A L K M I L LC R E E K 5.7 Glossary The complex world of pedestrian infrastructure has many components, which are referenced throughout the Walk Millcreek Manual. This Glossary defines those terms in the context of the Walk Millcreek program. Terms are listed in alphabetical order. Advanced warning Techniques to warn motorists to watch for crossing pedestrians in advance of the intersection or crossing point. These include perpendicular striping bars growing wider as the crossing approaches; pedestrian icon signage; blinking lights, and other techniques. Barrier Crossing The crossing of an identified barrier to pedestrian movement in Millcreek Township - specifically the infrastructure that allows pedestrians to cross the barrier safely, comfortably, elegantly and conveniently. Types of barriers identified by Walk Millcreek are: Major roads; Freeways; Railroads; Property barriers; and Creeks and canals. Ways to cross these barriers are detailed in the Barrier Crossings section Barrier intersection Type of Barrier Crossing where a Walk Millcreek Pedestrian Route crosses a street that meets two of the following: 4 or more lanes; 35 mile-per- hour minimum speed limit; and 20,000 or above average daily traffic. Buffer The function of separating pedestrians from moving traffic either physically or This function can be achieved either by physical barriers, grade changes, or space between pedestrians and moving traffic. Bulb-out An extension of the pedestrian realm into the roadway at a designated pedestrian crossing. Bulb- outs have the effect of both increasing pedestrian space where pedestrians tend to collect and to shorten pedestrian crossings of roadways. Capital Improvement Program (CIP) One of the three “tracks” of pedestrian infrastructure construction in Millcreek Township. The Walk Millcreek program has fashioned the CIP to become the main channel by which sidewalks and other pedestrian infrastructure are constructed, directing funds from different sources into the focused directive of the Pedestrian Network. Community Participation The ways by which Millcreek residents, employees, property owners, visitors, and others can participate in the process of creating pedestrian infrastructure in Millcreek. These ways are described in section 5.3. Community Route The middle of the three primary Walk Millcreek Route Types. Community Routes connect Millcreek neighbors to major destinations and corridors, serving as pedestrian “collectors” linking neighborhood pedestrian routes to citywide and regional destinations. Complete Streets A goal emerging in many communities to integrate the needs of all users into the transportation network and its primary fabric, public streets. Also refers to Salt Lake County’s 2009 policy to “improve the ability of pedestrians, bicyclists, motorists, and transit riders of all ages and abilities to safely move along and across a complete street.” Complete Streets concept also seeks, as the policy states, to “integrate the needs of all road users into Salt Lake County’s everyday transportation planning practices.” Creeks Creeks and other waterways are one of the types of barriers to pedestrian movement, as especially Mill Creek has emerged as a line across which not many streets cross in the eastern part of the Township. However, creeks and other waterways can also be a great asset to pedestrian infrastructure as walking and bicycling corridors with trails. Such opportunities exist in Millcreek, like stretches of Big Cottonwood Creek in the western part of the Township. Crosswalk Typically refers to a marked crossing of a street, although crosswalks can also be unmarked. Crosswalks - especially those highly visible to motorists - are a critical element of pedestrian crossings of roadways, although in the most effective crossings they are supplemented by other devices such as signage, advanced warnings, and flashing beacons and, in some cases, pedestrian- activated traffic control signals. Cul-de-sac Street end that does not connect to the rest of the network. Cul-de-sac street patterns sometimes create a barrier to Walk Millcreek Pedestrian Routes by requiring a pedestrian to detour around a much longer distance than she would have to if the street extended. Curb ramp A ramp connecting a sidewalk or other path behind ---PAGE BREAK--- W A L K M I L LC R E E K 93 Heritage Route One of the three Pedestrian Network Overlays, Heritage Routes highlight streets, corridors, areas and places significant to Millcreek’s history. The Walk Millcreek program encourages the use of historically significant forms, plant species and other design elements along these routes to evoke Millcreek’s diverse history, character, and identity. Manual of Uniform Traffic Control Devices (MUTCD) The Manual on Uniform Traffic Control Devices (MUTCD) defines nationwide standards to install and maintain traffic control devices on all public streets, highways, bikeways, and private roads open to public travel. The MUTCD is published by the Federal Highway Administration (FHWA). Mid-block crossing A special type of marked and/or signalized pedestrian crossing located between street intersections. Mid-block crossings are typically used in high-intensity pedestrian areas, or where there is a pedestrian “desire line” between two sides of a street. In Walk Millcreek, mid-block crossings are recommended for designated Pedestrian Districts (See Overlay section, 4.4). Multi-use path A wide paved path shared by multiple non- motorized modes such as pedestrians and cyclists. Multi-use paths are recommended as an alternative treatment for some types of Walk Millcreek Pedestrian Routes, including the mid- size Community Routes and Recreational Routes. See Guidance sections 4.1 and 4.4. Neighborhood intersection Street intersections where Pedestrian Routes intersect collector- or above- level streets that do not rise the level of “Barrier Intersection.” Most of these intersections occur within neighborhoods. Many of the Neighborhood intersections identified the curb down to the roadway, typically at a designated crossing location. Drainage The way stormwater runs off a street and into either a storm drain system or into the ground. Drainage is an important factor in deciding how to design pedestrian infrastructure, because sidewalks are usually accompanied by a curb and gutter. With drainage, the larger system must be considered - i.e. it does not make sense to build a short section of curb and gutter in an area where stormwater sheet flows into the adjacent properties. The design guidance for Pedestrian Routes specify treatments with both curb and gutter, and, alternatively, swales to infiltrate stormwater runoff. Gap fill A design treatment for any Pedestrian Route where an existing sidewalk is interrupted by a short stretch without a sidewalk. Walk Millcreek recommends “filling” in that short “gap” with the same design as the existing sidewalk. For more details, see Gap Fill treatment in Route Types guidance Grade-separated Where pedestrians are separated from automobiles or another mode (such as trains) by one going on top of the other. This condition factors into pedestrian barrier crossings - there are a specific set of ways to ensure that grade separated crossings are good for pedestrians. Guiding Principles Simple directives meant to guide the policies outlined in this manual as well as to guide future evolution of pedestrian policy in Millcreek. See Section 2.1. Hardscape Refers to paved or other non-living surfaces within the pedestrian realm, as opposed to landscape. in the Walk Millcreek Pedestrian Network already have marked pedestrian crosswalks (and may need to be upgraded), while others need to be created. Neighborhood Route The most basic and frequent type of the three primary Pedestrian Route Types, intended to link Millcreek residents to the surrounding community. Neighborhood Routes provide connections from the interior of Millcreek neighborhoods to other neighborhoods and community destinations such as schools and churches, while also providing access to the larger Millcreek pedestrian network on larger streets. Neighborhood Routes are typically located on smaller streets. New development One of the three “tracks” by which pedestrian infrastructure is initiated and funded in Millcreek Township. In the past, new development that triggered a requirement for a sidewalk required the property owner to build the sidewalk, but exception requests or delay agreements were sometimes granted. Now, unless the development project is of a certain size, the property owner/ developer pays into a Pedestrian Network fund in lieu of building the sidewalk. Non-motorized Route A designated type of route in the Walk Millcreek Pedestrian Network. Non-motorized routes are trails allowing only non-motorized modes such as walking hiking, running and bicycling. These include the Jordan River Parkway, the Big Cottonwood Regional Park trail system, Parley’s Trail, and Bonneville Shoreline Trail. These trails are a critical part of the Walk Millcreek Pedestrian Network because they provide recreational opportunities as well as links to destinations. On-street parking Designated space within a street designated for auto parking - typically intended to be parallel ---PAGE BREAK--- 94 W A L K M I L LC R E E K but in some cases can be angled or perpendicular. On-street parking is an important consideration of the design of the pedestrian realm for several reasons including: people getting in and out of cars need access to the sidewalk; parked cars and even an empty parking lane can serve as buffer for pedestrians; and space for on-street parking can be a trade-off for pedestrian space within a limited street space. Overlays Additional designations of Walk Millcreek Pedestrian Network Routes that provide guidance fro special conditions. The three types of Overlay designations are Recreational Routes, Heritage Routes, and Pedestrian Districts. Park strip An important element of the Pedestrian Realm that includes landscaped space between a sidewalk or other path and the roadway. Park strips are important because they can serve several different important functions of the pedestrian realm, including buffering, aesthetics, shade, amenities, and, in the case of a swale, drainage. Pedestrian Pertaining to walking as a transportation mode, as well as mobility for the mobility impaired. Pedestrian clearance time The amount of time allotted in a traffic signal cycle to allowing pedestrians to complete their walk across a roadway. Pedestrian District Small areas planned for future intensive pedestrian activity. Pedestrian Districts are one of the three Pedestrian Network Overlays, giving directive to provide a higher level of pedestrian infrastructure within them. Pedestrian infrastructure Built elements that together comprise a pedestrian network and allow the safe movement of pedestrians and the mobility impaired through a community. The most important pedestrian infrastructure element is a sidewalk. Others include intersection crossing features like crosswalks; park strips; and pedestrian amenities. Pedestrian Infrastructure Policy The policy directing the construction of pedestrian infrastructure in Millcreek Township, especially pertaining to its initiation, design, and funding. Pedestrian Network The centerpiece of the Walk Millcreek program and its policy. The Pedestrian Network, shown on the Pedestrian Network Map (Section 2.3) provides a hierarchy of pedestrian routes, barrier crossings, and other features that, together, create a comprehensive, high-level blueprint for how pedestrians will walk around Millcreek Township. Pedestrian Realm The area of a street cross section designated to pedestrians, which is typically outside of the paved roadway that is usually behind the curbs. Pedestrian refuge An area on a median in the middle of a pedestrian crossing of an intersection where bollards, curbs or another delineator protects pedestrians from moving traffic. Pedestrian refuges are typically used on larger streets to give a pedestrian the option of stopping partway through the crossing. Pedestrian Route A complete link of the Walk Millcreek Pedestrian Network that includes all aspects of pedestrian infrastructure needed to connect Millcreek’s communities for pedestrians. A route includes sidewalks, amenities, buffers, and barrier crossings. Following the Walk Millcreek Guiding Principles, Pedestrian Routes should be consistent, comprehensive, and high-quality. Pedestrian Routes differ by their place in the Pedestrian Network hierarchy as well as other contextual factors. Pedestrian safety Both the reality and perception of personal safety of pedestrians as it relates to conflicts with motorized traffic, and to a lesser degree, non- motorized traffic. Pedestrian scale lighting Lighting fixtures and poles designed to a human scale and intended to light the pedestrian realm. The Walk Millcreek Guidance section provides places for pedestrian scale lighting within the range of treatments for the different Pedestrian Routes. Street lights should also comply with recognized “dark sky” standards. Pedestrian signal A traffic signal intended to facilitate the safe crossing of a street by pedestrians. Pedestrian signals can either be warnings/advance warnings of uncontrolled pedestrian crossings, or they can be signals that control traffic and are activated (by a push button or other device) by crossing pedestrians. An example of the latter is a HAWK. Pedestrian Route treatment The way in which the Pedestrian Route is manifested within a street. Walk Millcreek Route Types have a range of options for how they are designed, ranging from a “Standard” Treatment to a series of Alternative Treatments that respond to different constraints and other special conditions. Pedestrian way A pedestrian-only street or path. In the Walk Millcreek program, pedestrian-only paths are mostly likely implemented in Pedestrian Districts, ---PAGE BREAK--- W A L K M I L LC R E E K 95 or else as “pass-throughs” to connect a route across a property barrier. Property barrier A type of barrier to walking in Millcreek that involves the breakdown of the public street network so that the routes pedestrians must walk from point to point must take detours around private properties These include both culs-de-sac that end in a wall of private properties and large properties such as the Wasatch Park Memorial Park. The Pedestrian Network identifies opportunities to cross these property barriers by negotiating easements and right-of-way purchase for pedestrian “pass- throughs.” Railroad crossing Type of barrier crossing where pedestrians must cross rail tracks for a route to continue. In Millcreek, these occur in a small area in West Millcreek, which is crossed by both the TRAX light rail tracks and the Union Pacific/FrontRunner tracks. The crossing of these tracks include both at-grade and grade- separated crossings. Recreational Route One of the three pedestrian Network Overlays, Recreational Routes are popular, often regionally significant recreational walking or running routes. With its proximity to the Wasatch Mountains and several rivers and creeks, Millcreek is a mecca for exercise and outdoor activities. This overlay is intended to accommodate joggers, walkers, roller-bladers, scooters, and other non-motorized recreationalists. Regional Route The highest level of the three primary Walk Millcreek Route Types. Regional Routes lie on high-trafficked streets of regional importance connecting a chain of destinations attracting those from throughout Millcreek and the region. Like Community Routes, Regional Routes serve as pedestrian “collectors” linking neighborhood pedestrian routes to citywide and regional destinations. As the busiest streets, they need to accommodate high pedestrian volumes. Regional Routes also share space with high-speed auto traffic, so they need substantial buffers from this moving traffic. Only two Regional Routes currently exist: 3300 South and the western part of 3900 South. School access Pedestrian access to schools, especially neighborhood elementary schools, is a critical component of Walk Millcreek. The Pedestrian Network has been designed to connect neighborhoods to all schools. Shared street Street design treatment that mixes autos, pedestrians, and other users in an environment where pedestrians are the primary users and autos are guests and must move at pedestrian speed. Shared streets, also called “woonerfs ” (Dutch for “living street”), are designed according to human scale, with more intricate paving patterns and without the curbs that usually separate vehicles from pedestrians. In Walk Millcreek, shared streets are most relevant to Pedestrian Districts. Sidewalk The most basic element of pedestrian infrastructure that consists of a paved way for pedestrians and the mobility impaired. Sidewalks are unique from other pedestrian paths in that they are for pedestrians and mobility impaired only and are a component of a larger street. However, note that, within the Walk Millcreek pedestrian infrastructure program, sidewalks are not the only way of designing pedestrian infrastructure. Signage Signs play a major role in the Pedestrian Network and are an important piece of pedestrian infrastructure. The two primary signage functions within Walk Millcreek are to alert motorists to the presence of pedestrians crossing a roadway and for pedestrian wayfinding. In addition signage elements can be included in a special Heritage Route treatment. Standard Treatment The recommended design approach for a given Pedestrian Route Type. Each Route Type has a Standard Treatment that should be adhered to unless it won’t work; in that case, several Alternative Treatments are available. Street furniture Amenities generally geared toward the comfort of pedestrians within public streets, such as seating, trash cans, and news stands. Street trees Trees placed in a public street. Generally street trees are intended to accomplish several purposes within the public realm, including aesthetics, buffer of pedestrians from moving traffic, shade, environmental and urban forest goals, and creating an architecture of the street. Swale A depressed channel intended to convey and infiltrate stormwater runoff. Swales can be readily applied to a street environment as a drainage alternative to a curb and gutter. They can also be landscaped and can accommodate certain types of trees and as such can complement sidewalks well. They are often perceived as having a more “rural” flavor. Transit access The way pedestrians access public transit stops. In Millcreek these include both UTA bus stops, transit center/park and rides, and the Meadowbrook TRAX light rail station. Pedestrian access to transit ---PAGE BREAK--- 96 W A L K M I L LC R E E K should be as direct as possible within a quarter- to half-mile of the stop/station. Walk Millcreek The comprehensive pedestrian infrastructure program for Millcreek Township. The Foundational elements of Walk Millcreek are the Guiding Principles; Salt Lake County’s Complete Streets Policy; the Pedestrian Network and associated design guidance; and Pedestrian Infrastructure Policy.