Sugar House Circulation Plan DRAFT

7/29/2019 Sugar House Circulation Plan DRAFT

1/96

Plan for the Sugar House Business District

CIRCULATION AND

STREETSCAPE AMENITIES

A U G U S T 2 0 1 2


2/96

The Ci

by Feh

Comm

commi

busine

the pr

Sugar

Its fest

crowd

the Su

as well

As a re

motor

desire

thrive,

makin

walka

walkin

This re

culation Plan

r & Peers und

unity and Eco

ittee compris

ss owners, an

cess.

House is a uni

ivals and mar

from many a

gar House Ce

as those seek

sult of this su

vehicle capac

to expand ca

it must make

better use

ility and bika

g, biking, and

port is structu

for the Sugar

er the directi

nomic Devel

d of staff fr

d representa

que commun

kets (i.e. farm

reas of the Sa

tral Business

ing a house a

ccess, several

ity during th

acity to acco

more efficien

of transit, ma

bility of CBD

transit rather

red around th

D

CHA

House Busin

n of Salt Lak

pment Depa

om a range

ives from loc

ity that attrac

ers market, a

lt Lake region

District (CBD)

d a yard on a

of Sugar Hou

peak hours

modate mo

t use of its ex

naging parki

streets so th

han driving.

ese principles

Chapter 2: S

existing con

boundaries o

Chapter 3: V

stakeholders

Chapter 4:

specific trans

Chapter 5: I

the key proje

RAFT - Sugar H

PTER 1:

ss District (th

e Citys Rede

tment (Trans

of departme

al institution

ts a broad ra

rts festival, F

. The residen

provide for t

quiet, leafy st

ses CBD stree

of the day, a

e cars. For th

isting transpo

ng supply m

at intra-CBD

, and its chap

tudy Area D

itions inform

f the plan.

ision and Go

desires and g

roject Evalu

portation rela

mplementati

cts, actions, a

use Business D

INTRe Plan) docu

elopment Ag

ortation Divi

ts, as well a

, provided g

ge of local a

urth of July f

ial neighborh

ose seeking

reet.

ts are approa

d there are f

Sugar House

rtation infrast

re carefully,

trips will pri

ers are arrang

scription, pr

ation and da

als, identifies

als.

tion, examin

ed projects in

on Plan, incl

d strategies.

istrict Circulati

DUCTI

ent was com

ency (RDA) a

sion). A stake

s property o

idance throu

d national re

ireworks, etc.)

oods in and a

rich urban li

hing their ef

w opportuni

CBD to conti

ructure. This

and increasi

arily be serv

ed accordingl

ovides multi-

a within the

the communi

es the feasibi

the study are

des a summ

n Plan

N

leted

d the

older

ners,

ghout

ailers.

draw

round

estyle

ective

ies or

ue to

eans

g the

ed by

y:

modal

study

y and

lity of

a.

ary of


3/96

2.1

The Pl

1300 E

80 (I-8

north (

LanThe S

central

(the w

(see Fi

streetc

oldest

uses, iThe p

1300 E

with t

bicycl

conve

redev

surrou

The n

neigh

and 2

bound

mode

In add

locate

C

n Study Are

ast to the eas

0) to the sou

see Figure 2-1

Usegar House n

l Salt Lake Cit

estern slope

gure 2.1-1). S

ar communiti

neighborhoo

ncluding cortion of the

ast is one of t

e mix and de

) investment.

ient walk dis

lopment site

nded by existi

rth part of t

orhood com

100 South. S

aries of the S

of transportati

ition to the g

within the S

Spr Su

HAPTE

is within th

, 900 East to t

th, and Ram

).

eighborhood

, Utah, along

f the Wasatc

ugar House,

es of Salt Lake

ds, includes a

mercial, officorridor bet

e few areas a

sity of land u

The area ha

tance of ma

in the Stud

ng residential

e Study Are

ercial and a

veral parks

udy Area. Th

on.

neral land us

udy Area:

ague Library (

ar House Sho

D

R 2: ST

area bound

he west, Inter

na Avenue t

is located in

the Wasatch

h Mountain R

one of the o

City and one

broad mix o

e, and resideen 900 Eas

long the Was

ses that could

a higher-th

y businesses.

Area that co

uses.

is predomin

few mixed re

nd institutio

close proxim

es described

Highland Driv

pping Center

RAFT - Sugar H

DY AR

ed by

state-

o the

east-

Front

ange)

iginal

of the

f land

ential.t and

tch Front

facilitate acti

n-average re

In addition,

uld result in

ately single-f

sidential/busi

nal uses are

ity of many

above, the fol

e)

(Highland Dri

use Business D

EA DE

ve transporta

sidential den

there are a n

mixed-use de

amily residen

ness corridor

dispersed thr

ixed uses pr

llowing major

ve)

istrict Circulati

CRIPTI

ion (pedestri

ity and is wi

umber of po

velopment in

ial with clus

, such as 110

oughout the

motes walkin

activity cent

n Plan

N

n and

thin a

ential

areas

ers of

0 East

outer

g as a

rs are


4/96

CIRCULATION STUDY AREA - NEIGHBORHOODIRCULATION STUDY AREA - NEIGHBORHOODFigure 2- 1 | Sugar House Bus iness Dist r ict Circulat ion Plan

FAIRMONT

PARK

SUGAR

HOUSE

PARK

2100 South100 South

Wilmingtonilmington

Sugarmontugarmont

Simpsonimpson

1300

East

1

Es

1100

East

1

Es

1200

East

1

Es

Highlan

Highlan

900

East

9

Es

2100 South

Wilmington

Sugarmont

Simpson

1300

East

1100

East

1200

East

Highlan

900

East

ElmlmElm

HollywoodollywoodHollywood

RamonaamonaRamona

NOT TO SCALE

N


5/96

CIRCULATION STUDY AREA - REGIONALIRCULATION STUDY AREA - REGIONALFigure 2- 1 . 1 | Sugar House Business Plan Circulat ion Plan

LIBERTY

PARK

PIONEER

PARK

UNIVERSITYOF UTAH

DOWNTOWN

ROSE PARK

9th & 9th

400 South00 South

1300 South300 South

900 South00 South

1300

East

1

E

State

Street

SaeSe

700

East

7E

1100

East

1

E

I-15

I-11700 South700 South

South Templeouth Temple

Footh

ill

Foothill

400 South

1300 South

900 South

1300

East

State

Street

700

East

1100

East

I-15

1700 South

South Temple

Footh

ill

NOT TO SCALE

N


6/96

Within

The St

additi

one mile of t

Fai Su For Int Hig We

udy Area and

nal importan

developme

SF of housin

WilmingtonWilmington

e Study Area

mont Park an

ar House Par

est Dale Golf

rmountain H

hland High S

stminster Coll

existing majo

activity cent

t with 16,00

g.

Gardens (WiGardens in

D

the following

d Aquatic Ce

(1300 East a

ourse (900 E

alth Center (

hool (2100 S

ege (1300 Eas

r activity cen

rs are expect

side of 21

downtown

with a mi

Developm

200,000 sq

next severa

(on the w

Avenue a

Housing p

SF of acade

lmington Aveugar House

RAFT - Sugar H

attractors als

ter (Sugarmo

d 2100 South

st)

00 East)

uth)

t)

ers are show

d to soon be

0 South at

Sugar Hous

of resident

nt plans in

uare feet (SF

l years.

est side of

d 2100 So

oject has be

ic space; 14,

nue betweenis planned t

resid

com

Devel

of r

use Business D

exist:

nt Park)

)

in Figure 2.1

added to the

The Granite1100 East). T

is planned

ial, commerci

lude 200 n

) of commer

Westminster

1300 East b

th). The W

un construct

000 SF of reta

Highland Drbe redevel

ntial, co

ercial, an

opment plans

sidential wit

istrict Circulati

-2. In additio

tudy Area:

Block (on thee Granite Bl

for redevelo

ial, and offic

w residence

cial/office ov

Student H

tween Wilmi

stminster St

ion on a mix

il space; and

ive and 1300ped with a

munity

d office

include 100,

h 20% affo

n Plan

, four

southck in

ment

use.

s and

r the

using

ngton

udent

d-use

4,000

East).ix of

space,

use.

00 SF

rdable


7/96

MAJOR ACTIVITY CENTERSAJOR ACTIVITY CENTERSFigure 2- 1 .2 | Sugar House Bus iness Dist r ict Circulat ion Plan

GRANITE BLOCKREDEVELOPMENT

WILMINGTONGARDENS

SUGAR HOUSECENTER

PARLEYS TRAILDRAW

WESTMINSTERSTUDENT HOUSING

SPRAGUELIBRARY

SUGAR HOUSEAPARTMENTS

WESTMINSTER

COLLEGE

FAIRMONT

AQUATICCENTER

URBANAON 11TH

MONUMENT PLAZA

SUGAR HOUSECOMMONS

FAIRMONT

PARK

SUGAR

HOUSE

PARK

2100 South100 South

Wilmingtonilmington

Sugarmontugarmont

Simpsonimpson

1300

East

1

Es

1100

East

1

Es

1200

East

1

Es

Highlan

Highlan

900

East

9

Es

2100 South

Wilmington

Sugarmont

Simpson

1300

East

1100

East

1200

East

Highlan

900

East

ElmlmElm


RamonaamonaRamona

NOT TO SCALE

N


8/96

2.2

Dev

Planni

develo

been c

Sugar Hous

East). The S

separated i

380,000 SF

this develo

The Parleys

The Parleys

Park to Hid

lopmen

g for the S

pment comm

onstructed, ar

Urbana onis 100 perce

John Gardi

under const

Westminste

44 three-

apartment

beds, appr

office space

space. Res

associated

of the

expansion,

student ho

currently

project and

fall 2012.

Wilmington

e Center (sou

ugar House

nto multiple

of commercia

ment site.

Trail Draw (1

Trail Draw p

en Hollow, a

Plans

ugar House

unity. The fo

e underway,

leventh29nt constructe

er Apartme

ruction and

r Mixed-Use

and four-

nits with a to

ximately 15,

, and 8,500 S

idential dev

ith this proj

estminster

and will

sing. This is

under co

will be co

Gardens

D

h of Wilming

enter is plan

phases. Full

l/office use.

300 East on t

roject is a tu

integral part

Streetcar Ph

llowing devel

r are approve

condominium.

t Complex

ill be comple

Project

bedroom

tal of 164

00 SF of

of retail

lopment

ct is part

College

erve as

project is

struction

plete by

Project

RAFT - Sugar H

ton Avenue b

ed to be a

build-out pla

structured p

he south sid

nel under 13

of the Parley

se 1 Project

opments wit

d, and are sh

s and 750 SF

70 apartmen

e by 2014.

use Business D

etween Highl

ixed-use red

ns include 8

arking garage

of Westmins

00 East conn

Trail.

has genera

in the Study

wn in Figure

of ground flo

t units. This

istrict Circulati

and Drive an

evelopment

0 residential

is also plann

ter Student H

ecting Sugar

ed interest i

Area have re

.2-1.

r retail. This

project is cu

n Plan

1300

roject

units,

ed for

ouse).

House

n the

cently

roject

rently


9/96

PROPOSED DEVELOPMENT LOCATIONSROPOSED DEVELOPMENT LOCATIONSFigure 2 .2-1 | Sugar House Bus iness Dist r ict Circulat ion Plan

GRANITE BLOCKREDEVELOPMENT

WILMINGTONGARDENS

SUGAR HOUSE CENTERREDEVELOPMENT

WESTMINSTERSTUDENT HOUSING

SUGAR HOUSEAPARTMENTS

DESERT INDUSTRIES

REDEVELOPMENT

12TH & VIEW

FAIRMONT

PARK

SUGAR

HOUSE

PARK

2100 South100 South

Wilmingtonilmington

Sugarmontugarmont

Simpsonimpson

1300East

1E

1100East

1E

1200East

1E

Highlan

Highlan

900East

9E

2100 South

Wilmington

Sugarmont

Simpson

1300East

1100East

1200East

Highlan

900East

ElmlmElm


RamonaamonaRamona

NOT TO SCALE

N

McClelland

MCea

McClelland


10/96

2.3

2.3.1

Tra

The ugener

conne

Pedestr

All str

includthe p

impro

as the

2.3-1

region

eight-

Area.

explai

region

side of

side o

Lake

M Cl l

developers

several acr

planning re

an addition

Granite Blo

with the ad

Boulder Ve

currently un

Cowboy Pa

be complet

sportati

ban patternlly running i

tions (sidewa

ian Netw

ets in the St

sidewalks,edestrian n

ed with a go

large parks n

for existing

al trails are pl

ile Parleys

urther detail

ed in subse

ally connect

the County t

the County.

anal Trail will

l d St t b

are working

s. At the co

ail, office, an

l 100 residen

k Developme

ition of 50,00

ture Project

der construct

tners Project

d in 2014.

n

in the Studya north-sou

lks), and only

rk

dy Area, exc

hich are thtwork. This

d trail netw

ar the Study

pedestrian

anned in the

rail will tran

on the rout

uent chapte

Parleys Cany

the Jordan R

he proposed

enter the St

f i

D

ogether to i

rner of Highl

residential d

ial units and

nt210 resid

0 SF of office

20,000 SF

ion and will b

170 residen

Area is builth/east-west

a few bicycle l

ept Sugarmo

foundationfoundation

rk in areas su

rea (see Figu

facilities). T

Study Area. T

sect the Stu

of the trail

s. The trail

on on the e

iver on the w

Jordan and S

udy Area alo

d th

RAFT - Sugar H

plement a

land and Wil

evelopment.

0,000 square

ential units a

space by 2030

f retail and 3

e complete is

ial units and

on a networrid pattern,

anes.

nt,

ofis

ch

re

o

he

dy

is

ill

st

st

alt

g

t

use Business D

ew vision fo

mington Ave

he group esti

feet of retail

d 56,000 SF r

.

0,000 SF of o

the spring of

1,200 SF of re

k of arterial aus routes an

istrict Circulati

Sugar Hous

nues, the gr

mates that by

ill be comple

etail space by

ffice. This pro

013.

ail. This proje

nd collectord stops, ped

n Plan

over

up is

2015,

ted.

2015,

ject is

ct will

roads,strian


11/96

EXISTING PEDESTRIAN AND BIKE AMENITIESXISTING PEDESTRIAN AND BIKE AMENITIESFigure 2 .3 - 1 | Sugar House Bus iness Dist r ict Circulat ion Plan

B

B

B

B

B

B

B

B

B

BBB B

B

B

B

BB

B

BB

B B B

B

B

B BB

BB

BB BB

FAIRMONT

PARK

SUGAR

HOUSE

PARK

2100 South100 South

Wilmingtonilmington

Sugarmontugarmont

Simpsonimpson

1300

East

1

Es

1100

East

1

Es

1200

East

1

Es

900

East

9

Es

2100 South

Wilmington

Sugarmont

Simpson

1300

East

1100

East

1200

East

900

East

ElmlmElm


RamonaamonaRamona

NOT TO SCALE

N


12/96

WALK TIME COMPARISONALK TIME COMPARISONFigure 2 .3 -2 | Sugar House Bus iness Dist r ict Circulat ion Plan

NOT TO SCALE

N

5:30:30

2:30:30

3:00:00

3:00:00

4:00:00

2:30

5:30

3:00

3:00

4:00

2:00:002:00

FAIRMONT

PARK

SUGAR

HOUSE

PARK

2100 South100 South

Wilmingtonilmington

Sugarmontugarmont

Simpsonimpson

1300East

1E

1100East

1E

1200East

1E

Highlan

Highla

900East

9E

2100 South

Wilmington

Sugarmont

Simpson

1300East

1100East

1200East

Highlan

900East

ElmlmElm


RamonaamonaRamona

McClelland

MCea

McClelland


13/96

2.3.2

2.3.3

Bicycle

Sugar

Avenu

study

lanes (

for exi

City p

2100

Septe

counts

numb

on a

102. E

averag

remai

Transit

Existin

TRAX l

Study

of the

Route

Street

is still

Network

ont Drive a

e are the onl

rea with desi

see the previo

ting bicycle l

rformed bic

South at 1

ber 2011.

indicate

r of bicycles

weekday is

ch direction

e number of

ing percenta

etwork

g transit facili

ines located t

Area are rout

routes in the t

Route

17

21

209

213

220Source: UTA

21 travels alo

ar Phase 1 Pr

onsidered on

d Wilmingto

streets in th

gnated bicycl

us Figure 2.3-

nes). Salt Lak

cle counts o

100 East i

The bicycl

the averag

n 2100 Sout

approximatel

(north, south,

bicyclists wh

e rides on th

ties (see Figu

o miles wes

s 17, 21, 209,

ravel shed:

Mode P

Local Bus

Local Bus

Local Bus

Local Bus

Local Bus2011

g 2100 Sout

ject. The cur

time for UTA

D

e

e

1

e

e

e

east, and we

o ride on th

road.

re 2.3-2) in th

and north of

213, and 220.

eak Off

30

15

15

30

20

within the S

ent bus runs

performance

RAFT - Sugar H

st) is about e

sidewalk ra

e Study Area

the Study Ar

Table 2.3-1 s

Table 2.3-1.

-Peak Eve

30

15

15

30

20

udy Area. Thi

one to three

(which is up t

use Business D

qual in numb

ged from 53

include seve

ea. Bus routes

hows nominal

Nominal Hea

nings Sat

0

30

30

30

30

is route parall

inutes late i

five minutes

istrict Circulati

er of bicyclist

% to 80% a

ral bus route

that operate

l headways fo

dways in Mi

rday Su

0

30

30

60

30

ls the Sugar

the peak ho

late for a loca

n Plan

s. The

d the

, with

in the

r each

utes

day

0

80

60

0

60

House

r, but

l bus).


14/96

EXISTING TRANSIT NETWORKXISTING TRANSIT NETWORKFigure 2 .3 -3 | Sugar House Bus iness Dist r ict Circulat ion Plan

21

220213209

FAIRMONT

PARK

SUGAR

HOUSE

PARK

2100 South100 South

Wilmingtonilmington

Sugarmontugarmont

Simpsonimpson

1300

East

1

Es

1100

East

1

Es

1200

East

1

Es

Highland

Highland

900

East

9

Es

2100 South

Wilmington

Sugarmont

Simpson

1300

East

1100

East

1200

East

Highland

900

East

ElmlmElm


RamonaamonaRamona

NOT TO SCALE

N


15/96

2.3.4

An Alt

House

Preferr

Avenu

Highla

Street

Roadwa

The iSouth.

minor

ernatives Ana

Streetcar. Th

ed Alternativ

e, north on H

nd Drive to S

and onward.

y Networ

portant minA network o

roads. The pri

900 East is

center two-

(mph).

Highland

South. 1100

full-movem

between 21

lysis (AA) is c

AA is evalua

e would tak

ighland Drive

ugarmont Av

r arterials arlocal collect

ary roadway

a north-sout

way left-turn

rive/1100 E

East is a two-

ent, and majo

00 South and

D

urrently in pr

ting possible

the streetca

to the monu

nue, and we

1300 East,r streets serv

s in the Study

arterial roa

lane. 900 East

st. 1100 Eas

lane collector

r intersection

Stringham A

RAFT - Sugar H

ogress for an

mode and ali

r eastbound

ment plaza a

stbound on S

ighland Drives the comm

Area are desc

with one tr

has a posted

becomes Hi

street with o

have separa

enue is a fou

use Business D

extension of

ignment alter

from McClell

2100 South,

ugarmont Av

e/1100 East,unities betwe

ribed below:

vel lane in e

speed limit

ghland Drive

n-street parki

ed left-turn la

-lane arterial.

istrict Circulati

the Phase 1

natives. The

and onto Si

returning so

enue to McCl

900 East, anden these maj

ach direction

f 30 miles pe

just south o

g. Intersectio

nes. Highland

South of Strin

n Plan

Sugar

ocally

pson

th on

elland

2100r and

and a

r hour

2100

ns are

Drive

gham


16/96

DRAFT - Sugar House Business District Circulation Plan

turns at the major intersections. It intersects with I-80 at about 2300 South. 1300 East

has a posted speed limit of 35 mph.

2100 South is an east-west arterial in the Salt Lake Valley. In the Study Area, it consistsof two travel lanes in each direction. Some intersections have left- and right-turn lanes.

2100 South has signalized intersections at 1300 East, Highland Drive/1100 East, and

900 East. 2100 South has a posted speed limit of 30 mph.

Wilmington Avenue is an east-west local road with a posted speed limit of 30 mph.Wilmington Avenue has one travel lane in each direction with on-street parking andbicycle lanes on both sides.

Sugarmont Drive is an east-west local road with a posted speed limit of 25 mph.Sugarmont Drive has one travel lane in each direction and bicycle lanes on both sides.

The Sugar House Streetcar Phase 1 and Parleys Trail will run parallel with Sugarmont

Drive to the north of the road. The eastern 500 feet of Sugarmont Drive is a westbound

one-way street.

2.3.5 Traffic ConditionsFigure 2.3-3 shows the Average Daily Traffic (ADT) on the key roadways within the study area.

The ADTs are based on 2010 counts from UDOTs Traffic on Utah Highways database, with the

exception of Sugarmont Drive and Wilmington Avenue, of which the ADTs were calculated

based on the rule of thumb that the PM peak hour volume equals approximately 10% of the

ADT. The weekday PM peak hour experiences the highest traffic congestion than any other

time the day in the Sugar House area. PM peak hour traffic volumes were gathered from

previous traffic studies done in the Sugar House area and new traffic counts were collected at

2100 South / 1100 East and Simpson Avenue / Highland Drive in October 2011 and April 2012,

respectively. Figure 2.3-3 also shows the PM peak hour turning movement volumes at the key

intersections in the study area. Many of the major roadways in the Sugar House CBD area have

less traffic than they did three to four years ago, contributing to slightly less congested

conditions than five years ago. The decrease in traffic volumes could be due to a combinationof several factors including: fuel prices, economy, other modes being used, etc.

Level of Service (LOS) is a term that describes the operating performance of an intersection or

roadway. LOS is measured quantitatively and reported on a scale from A to F, with A

representing the best performance and F the worst. Table 2.3-2 provides a brief description of


17/96

EXISTING TRAFFIC CONDITIONSXISTING TRAFFIC CONDITIONSFigure 2 .3 -4 | Sugar House Bus iness Dist r ict Circulat ion Plan

2 Sugarmont / 900 East

450

155

667

110

16493

3 7

4

5

6

4 Wilmington / Highland

606

138

720

101

103163

5 Sugarmont / Highland

20

675

27

684

7 2100 South / 1300 East

233

724

590

110

693

47

44469

393

118

449

334

1

8

2

1 2100 South / 900 East

205

393

91

59

440

184

92

622

118

153

997

121

3 2100 South / 1100 East

204

324

156

117

374

181

117

433

143

117

646

282

6 Simpson / Highland

26

447

49

10

554

120

14331

30

85

48

81

8 Wilmington / 1300 East

167

1,

480

72

1,4

13

76224

11,

000

14,400

25,000

6,000

11,

700

21,2

00

21,600

5,500

28

,400

52,600

FAIRMONT

PARK

SUGAR

HOUSE

PARK

2100 South100 South

Wilmingtonilmington

Sugarmontugarmont

Simpsonimpson

1300

East

1

Es

1200

East

1

Es

900

Eas

9

Es

2100 South

Wilmington

Sugarmont

Simpson

1300

East

1200

East

900

Eas

ElmlmElm

NOT TO SCALE

N


18/96


reported based on the worst movement. The software package Synchro / SimTraffic was used

for this study.

Table 2.3-2. Level of Service Descriptions

LOS Description

Signalized

Intersections

(Avg Delay:

sec/veh)

Unsignalized

Intersections

(Avg Delay:

sec/veh)

A Free Flow / Insignificant Delay 0 to 10 0 to 10

B Stable Operations / Minimum Delays >10 to 20 >10 to 15

C Stable Operations / Acceptable Delays >20 to 35 >15 to 25

D Approaching Unstable Flows / Tolerable Delays >35 to 55 >25 to 35

E Unstable Operations / Significant Delays Can Occur >55 to 80 >35 to 50

F Forced, Unpredictable Flows / Excessive Delays >80 >50

Source: Fehr & Peers Descriptions, based on Highway Capacity Manual 2000

Methodology (Transportation Research Board)

The existing PM peak hour LOS for the key intersections within the study area are shown in

Table 2.3-3. As shown in Table 2.3-3, traffic conditions in the Sugar House CBD are generally

stable with the exception of the intersection of 1300 East / 2100 South which experiences

heavy delays during the peak hours of the day.

Table 2.3-3. Existing PM Peak Hour Level of Service

ID Intersection Control Delay (sec/veh) LOS

1 900 East / 2100 South Signal 34.1 C

2 900 East / Sugarmont Dr WB Stop 16.0 C

3 1100 East / 2100 South Signal 32.1 C

4 Highland Dr / Wilmington Ave Signal 10.1 B

5 Highland Dr / Sugarmont Dr - 5.71 A

6 Highland Dr / Simpson Ave Signal 10.0 B

7 1300 East / 2100 South Signal 106.9 F

8 1300 East / Wilmington Ave Signal 19.0 B

Notes:1Represents the worst movement (northbound left-turn)

Source: Fehr & Peers, July 2012


19/96


CHAPTER 3: VISION AND GOALS

The RDA initiated the Plan to create a coordinated plan for infrastructure improvements

around the Sugar House CBD. The goals of the Plan are to provide recommendations that will

improve local and regional mobility and access while retaining the special character of the

Sugar House community.

3.1 Community GoalsReview of the Sugar House Master Plan and consultation with approximately 25 stakeholders

during a set of interviews, group workshops, and study area walking tour resulted in the

identification of community goals and values for the Plan. A total of 24 stakeholders were

involved from the following organizations:

Bicycle Community East Central Community Council Gardiner Properties Mecham Management Olsen Properties Parleys Rails, Trails, and Tunnels Coalition Salt Lake City Fire Department Sprague Library

Sugar House Community Council Sugar House Merchants Association Sugar House Park Authority Utah Department of Transportation Utah Transit Authority Wasatch Front Regional Council Westminster College Woodbury Corporation Zions Bank

The communitys multi-modal transportation visions, principles, and goals are as follows:

Extend transit service to serve a greater number of households, employment, studenttrips and transit connections


20/96

Divide large

Redesign th

CBD.

Enhance pe

through th

Park.

Provide or

blocks.

Evaluate thAvenue at

Highland D

Plan for st

benches, an

Utilize the

link, especia

Additional

crossings ar

Evaluate th

two-lane st

r blocks into s

e present cir

destrian cross

district that

nhance a cen

feasibility ahe Highland

ive as a limite

eetscape am

d street trees.

alt Lake Jord

lly as it transe

laces for pe

e needed.

feasibility o

eet, with a c

D

maller blocks.

ulation syste

ings along wi

connects Su

tral public pla

d impacts ofintersection;

d access or pe

enities, inclu

an Canal / M

cts the Grani

estrians to c

making Hig

ntinuous ce

RAFT - Sugar H

Profunctional

promote a

Imand visitors

jobs, and

expenditure

improve hea

Pro

options th

pedestrian

public stre

access, and

.

m to provide

h traffic calm

ar House Pa

za with stron

realigning Sin addition t

destrian way.

ing transit s

Clelland corr

e Block.

oss 2100 So

land Drive, s

ter turn lane

use Business D

ide a saf

pedestrian

alkable com

rove quality

to Sugar Hou

recreation

s on personal

lth and air qu

ide multi-mt include tr

facilities, as

ts to facilita

educe traffic

better intern

ing measures,

k, Hidden H

pedestrian c

garmont Drithe extensi

helters, a str

idor right-of-

th and enha

outh of 2100

and angled

istrict Circulati

, attractive,

environmen

unity.

of life for res

se; access to t

centers; re

transportatio

ality.

dal transpoansit, bicycl

well as im

te better m

azards.

l access with

and provide

llow, and Fai

onnections to

e with Wilmin of Elm Str

et lighting t

ay as a ped

cement of e

South in the

r parallel on

n Plan

and

t to

idents

ransit,

duced

n; and

tationand

roved

bility,

in the

access

rmont

other

ngtoneet to

heme,

strian

isting

CBD a

street


21/96


Evaluate the feasibility of installing pedestrian crosswalks at intervals of approximately400 feet across collector and arterial streets (as stated in the Sugar House Master

Plan).

Evaluate the feasibility of installing a button activated pedestrian traffic signal on 2100South at 1200 East.

Provide bicycle lanes where appropriate and feasible. Unite the parks and recreation areas with the open space trail system to develop a

continuous bikeway system for inter- and intra-city travel for recreation as well as

alternative transportation.

Provide an alternative to auto travel to accommodate the increase in trips resultingfrom future development in the Sugar House Business District and the surrounding

area.

The Plan was a collaborative effort to prepare a timeline for implementing projects in the short-

term (2012-2014), mid-term (2014-2020), and long-term (beyond 2020). Conceptual projects

were established based on input from the project stakeholders, the Sugar House Master Plan,

and feasibility studies (including technical analysis) presented in Chapter 4.


22/96

4.1

The f

within

Transp

The fol

Mo

This se

heart

from fi

where

goal fr

Existi

llowing chap

the Study

ortation Divis

lowing is the l

Reconfiguri

into a town

Realigning

Reducing Hi

Dividing lar

Adding bic

Connecting

Raising the

Avenue

ument P

ction summa

f the Sugar H

eld trips and

people want

om the Sugar

ng Conditio

CHA

ter evaluates

Area. The se

ion based on

ist of the proj

g and/or ex

square.

ugarmont Dr

ighland Drive

e blocks into

cle lanes on 2

the two ends

street level

aza on 2

izes the feasi

ouse CBD. Fe

orkshops ha

to be its th

House Master

s

D

PTER 4

the feasibilit

ven projects

the goals and

cts:

anding the

ive and Wilmi

from four-lan

smaller block

100 South thr

of the Parley

f Highland

100 Sout

ility of expan

edback from

e reiterated

e focal point

Plan.

RAFT - Sugar H

: PROJ

y of six pote

were selec

visions state

onument Pla

gton Avenu

s to three-lan

s within the C

ough the Stu

Trail through

rive betwee

h

ding the Mon

arious stake

hat the Plaza

of Sugar Hou

The Pla

sidewalkan excl

and 18

exclusiv

blocked

use Business D

CT EV

ntial circulati

ed by the

in the Sugar

za on 2100 S

.

es (Road Diet)

BD.

y Area and b

the CBD.

Sugarmont

ument Plaza.

olders and c

is the heart

se. Expandin

a is currentl

to the south

sive eastbou

on-street

right-turn l

off for com

istrict Circulati

LUATI

on related p

DA and th

House Maste

outh and 110

.

yond.

Drive and Si

The Plaza sits

mmunity me

f Sugar Hous

the Plaza is

divided fro

on 2100 So

nd right-tur

arking stalls

ane is occasi

unity event

n Plan

N

ojects

City

r Plan.

0 East

pson

in the

mbers

e its

also a

the

th by

lane

. The

onally

s and


23/96


Adjacent to the Plaza, 2100 South carries approximately 25,000 ADT and 1100 East (south of

2100 South) carries approximately 21,200 ADT. The PM peak hour turning movement volumes

are shown in Figure 4.1-1. Assuming the exclusive eastbound right-turn is not blocked off in

existing conditions, the existing overall intersection LOS for 1100 East / 2100 South is a LOS C

with an average of 32.1 seconds of delay per vehicle (see Table 4.1-1 below). The existing

eastbound approach LOS for 1100 East / 2100 South is a LOS D with an average of 33.8 seconds

of delay per vehicle. The existing 95th percentile queue for the eastbound approach is

approximately 400 feet (about to McClelland Street).

Expanding the Plaza

Expanding the Plaza would consist of eliminating the exclusive eastbound right-turn. The

vehicular eastbound right-turns are then accommodated by sharing the outside eastbound

through lane at the 1100 East / 2100 South intersection. The impacts to traffic with this change

are shown in Table 4.1-1. The 95th percentile queue for the eastbound approach would increase

to approximately 900 feet (about the Subway restaurant).

Table 4.1-1. Monument Plaza on 2100 South Level of Service Analysis

Scenario

Eastbound Approach Overall Intersection

Avg. Delay

(sec/veh) LOS

Avg. Delay

(sec/veh) LOS

Existing 33.8 C 32.1 C

No Exclusive EB Right-turn 86.4 F 51.7 DSource: Fehr & Peers, July 2012

With this increase in queue length with the exclusive right-turn removed, it is likely motorists

will use alternative routes more often during the peak hours. The alternative routes could

include 900 East, Lincoln Street, 1000 East, and McClelland Street. An alternative to reduce

delay and queue lengths for the eastbound direction of travel is to move the monument to the

south or west to accommodate a 10 foot exclusive right-turn lane adjacent to the through lane;

however, this is not a popular alternative to the public. This would still allow the expansion ofthe plaza to the south, but alleviate some of the impacts of losing the existing exclusive right-

turn lane that bisects the plaza today.

The public (including the adjacent property owners and the project stakeholders) have

e pressed positi e interest in the e pansion of pla a One propert o ner oiced concern ith


24/96


McClelland Street and onward. It should be noted that the traffic volumes used in this analysis

do not account for the internal capture and streetcar ridership that will occur with the

proposed redevelopment and/or the streetcar line. Figure 4.1-1 shows a conceptual illustration

of the expanded plaza with the proposed streetcar line.

The following Table 4.1-2 summarizes the feasibility criteria for evaluation.Table 4.1 -2. Monument Plaza on 2100 South Feasibility Criteria

Project Relationship to Goals

MobilityBenefits

(ped/bike/veh

/transit) Technical Constraints

ProjectCost

(low/med

/high)

Monument

Plaza on

2100

South

Encourages pedestrian-first zone

Provides pedestrian-scale activities in the

Sugar House CBD by

providing open spacecorridors

Establishes the SugarHouse Plaza Monument

as the community focal

point

Provides a central publicplaza with strong

pedestrian connections

Provides enhancedpedestrian crossings

Encourages safer andincreased levels of

bicycling and walking

Provides potential end-of-line station location

for streetcar

+/+/-/+1

Loss of on-streetparking (18 spaces)

Increase of 19.6seconds of average

delay for overall

intersection Increase of 52.6

seconds of average

delay for the

eastbound

approach

95th percentilequeue increase of

500 feet for

eastboundapproach

Medium

Notes:1

Represents a positive (+), neutral (0), or negative (-) impact for the respective travel mode.Source: Fehr & Peers, July 2012


25/96

MONUMENT PLAZA RECONFIGURATIONONUMENT PLAZA RECONFIGURATIONFigure 4 . 1 -1 | Sugar House Bus iness Dist r ict Circulat ion Plan

Highl

Highl

McClelland

MCea

2100 South100 South

Elmlm

Highl

McClelland

2100 South

Elm

1100Eas

t

1E1100Eas

t

1000E

ast

1E1000E

ast

1000East

1E1000East

NOT TO SCALE

N


26/96

4.2 Sug

This se

at Hig

Existi

Wilmi

street

the StHighla

Wilmi

streets

interse

has sid

both t

the str

Avenu

Wilmi

vehicu

comm

well as

a ped

interse

averag

Sugar

Highla

unsign

that in

with Si

the Firnorth

the so

an av

interse

(westb

rmont

ction summa

land Drive. T

ng Conditio

gton Avenue

about a mi

dy Area frond Drive. Th

gton Avenue

is a si

ction. Wilmi

ewalks and b

he north and

eet. The ADT

e is approxi

gton Aven

lar access

ercial and of

to the future

strian and bi

ction of Wil

e delay per ve

ont Drive is

nd Drive to 9

alized, stop-c

tersects with

mpson Aven

e Station, Faiide of Sugar

th side. The i

rage worst

ction of Sug

ound) delay o

rive / Wi

izes the feasi

is realignmen

s

is a two-lan

le in length i

1300 East te terminus

at these tw

nalized te

gton Avenu

icycle lanes o

south side

n Wilmingto

mately 5,50

ue provide

to variou

ice spaces, a

Wilmington

ycle connect

ington Aven

hicle of 8.9 se

a two-lane

00 East. All in

ontrolled inte

ighland Driv

e, then it con

mont Aquationt Drive or

tersection of

ovement (n

rmont Drive

f 16 0 second

D

lmingto

ility of realig

t is included i

e

n

of

o

-

e

n

f

n

.

s

s

s

ardens and S

ion from Wil

ue / Highlan

conds.

treet about

tersections al

rsections. Th

is one-way t

verts to two-

Center, andbout 300 fee

Sugarmont D

rthbound lef

/ 900 East

per vehicle

RAFT - Sugar H

Avenue

ing Sugarm

n the Sugar H

ugar House C

ington to th

d Drive oper

1/3 mile in

ong Sugarmo

eastern 450-

avel in the w

ay travel. Su

Fairmont Paron the west

rive / Highlan

t-turn) delay

perates at a

use Business D

Realign

nt Drive and

ouse Master P

enter develop

e Hidden Hol

tes at a LO

length in th

nt Drive and

foot portion

stbound dire

garmont Driv

k. There arerly end (near

d Drive opera

per vehicle

LOS C with

istrict Circulati

ent

ilmington A

lan.

ments. There

low. The sign

A with an

e Study Area

at the termin

f Sugarmont

ction until it

provides acc

o sidewalkshe tennis cou

es at an LOS

f 5.7 second

a worst ap

n Plan

venue

is also

alized

verall

from

us are

Drive

erges

ess to

n therts) of

with

s. The

roach


27/96

REALIGNMENT - WILMINGTON & SUGARMONTEALIGNMENT - WILMINGTON & SUGARMONTFigure 4 .2- 1 | Sugar House Bus iness Dist r ict Circulat ion Plan

FAIRMONT

Wilmingtonilmington

Sugarmont

Simpsonimpson

Highland

Highland

McClelland

MCea

Wilmington

Sugarmont

Simpson

Highland

McClelland

HIDDEN

HOLLOW

NOT TO SCALE

N

DRAFT S H B i Di t i t Ci l ti Pl


28/96


of the realignment. Simpson Avenue would also connect to the new Wilmington alignment as

well as a potential new north/south street bisecting the Granite Block. Global Positioning

System (GPS) travel time runs were performed on three routes in the study area, as shown inFigure 4.2-2. The purpose of the travel time runs was to compare the time it takes to go from

1300 East / Wilmington Avenue to 900 East / 2100 South utilizing three different routes. Table

4.2-1 shows the travel time comparison. The route (Route #1) using Wilmington, Highland,

Sugarmont, and 900 East is most similar to the route that would exist if Wilmington and

Sugarmont were realigned.

Table 4.2 -1. Travel Time Comparison

Route Description Eastbound1 Westbound1 Total1

1 Wilmington, Highland, Sugarmont, 900 East 2:55 3:00 5:55

2 Wilmington, Highland, 2100 South 2:43 3:00 5:43

3 1300 East, 2100 South 3:25 2:40 6:05

Notes:1Represents the travel time in minutes:seconds


As shown in Table 4.2-1, all routes are within 22 total seconds of each other, but Route #1 has

the shortest total travel time. With that said, either of the routes could vary by up to a minute

(higher or lower) depending on at what moment a vehicle arrives at an intersection during the

cycle of the signal. One could assume that Route #1 would be similar in travel time to the route

along the proposed realigned Wilmington and Sugarmont.

Route #2 could be reduced by implementing some minor modifications to roadway striping on

the northbound approach of the 1100 East / 2100 South intersection (see Implementation Plan

in Chapter 5). The eastbound travel time for Route #2 could increase with the elimination of the

exclusive eastbound right-turn lane (see Section 4.1) at 1100 East / 2100 South.

Using the travel time data and traffic counts currently on the roadways, the change in PM peak

hour traffic volumes was estimated. The traffic volumes at Wilmington / Highland increased

(due to the addition of another intersection approach) by approximately 3% with the

realignment which resulted in the LOS staying at a B and an increase of 2.7 seconds of delay


29/96

TRAVEL TIME COMPARISONRAVEL TIME COMPARISONFigure 4 .2-2 | Sugar House Bus iness Dist r ict Circulat ion Plan

NOT TO SCALE

N

2:40:40

3:25:25

2:43:43 3:00:00

2:40

3:25

3:00:00

2:55:55

3:00

2:55

2:43 3:00

FAIRMONT

PARK

SUGAR

HOUSE

PARK

2100 South100 South

Wilmingtonilmington

Sugarmontugarmont

Simpsonimpson

1300East

1E

1100East

1E

1200East

1E

Highlan

Highla

900East

9E

2100 South

Wilmington

Sugarmont

Simpson

1300East

1100East

1200East

Highlan

900East

ElmlmElm


RamonaamonaRamona

McClella

nd

MCea

McClella

nd



30/96

DRAFT Sugar House Business District Circulation Plan

In summary, the realignment of Wilmington and Sugarmont would create more accessibility

and connections for the Sugar House CBD area. The benefit of the realignment is more

centralized to the core of Sugar House and is less of a regional mobility benefit due to the t-intersections on both ends of the route at 1300 East and 900 East. As redevelopment continues

along the Granite Block and potentially at the tennis courts/community gardens at 900 East /

Sugarmont, the need for the realignment could be more beneficial and important than it

currently appears in the short-term.

The following Table 4.2-2 summarizes the feasibility criteria for evaluation.



31/96

g

Table 4.2-2. Sugarmont Drive / Wilmington Realignment Feasibility Criteria


Mobility

Benefits

(ped/bike/veh


Project

Cost

(low/med

/high)

Sugarmont

Drive and

Wilmington

Realignment

Improves all modes ofmobility including

street and trail

networks, transit,pedestrian and

bicycle movement

opportunities

Creates useableconnections to

existing and future

pedestrian and

bicycle path systems

Provides multi-modaltransportation

options that include

transit, bicycle and

pedestrian facilities,

as well as improved

public streets to

facilitate better

mobility, access, and

reduce traffic hazards

Redesigns the presentcirculation system to

provide better

internal access within

the business district

Evaluated thefeasibility and impacts

of realigningSugarmont with

Wilmington at the

Highland Drive

intersection

Provides bicycle lanes

+/+/0/01

Loss of commercialproperty (i.e. Zions

Bank, and other

Granite Blockbuildings)

Cost to acquire landfrom property

owners

Access to propertyon one-way section

of Sugarmont could

potentially be lost

Potentiallychallenging

intersection where

McClelland,

Wilmington,

Simpson,

Sugarmont,

Streetcar, and

Parleys Trail all

intersect.

High

D

RAFT - Sugar H use Business District Circulati n Plan


32/96

4.3 Hig

This s

sectio

conve

Existi

Highla

String

sides.

the fol

land Dri

ction summa

of traffic to

sion is includ

ng Conditio

nd Drive bet

am Avenue,

ighland Driv

lowing street

60 feet (incl

on-street pAvenue and

48 feet c

Simpson Av

40 feet c

e Road

rizes the feas

three-lanes fr

d in the Suga

s

een 2100 So

Highland Driv

has a posted

idths:

udes gutters)

rking on bot2100 South.

nsists of tw

enue and Wil

nsists of tw

iet

ibility of con

om 2100 Sou

r House Mast

uth and Strin

e becomes a

speed limit o

consists of

h sides. Loca

travel lanes

ington Aven

travel lanes

g

erting Highl

th to the I-80

r Plan.

gham Avenu

two-lane roa

f 30 mph in t

two travel la

ed througho

in each dire

ue. There is n

in each direc

nd Drive fro

overpass. Th

e is a four-la

with on-str

e Study Area.

es in each di

ut sections b

tion. Located

parking in th

tion Located

a four-lane

e evaluation

e arterial. So

et parking o

Highland Dri

rection and p

tween Wilmi

primarily be

is section.

in various se

cross

f this

uth of

both

e has

arallel

ngton

tween

ctions



33/96

Highland Drive Road Diet

The road diet of Highland Drive would consist of a three-lane cross section with one travel lanein each direction, a center turn lane, parallel on-street parking (at existing locations only), and

bicycle lanes between the I-80 overpass and 2100 South (approximately 1,900 feet in length).

The center turn lane will need to terminate at the I-80 overpass in order for the three-lane

section to join with the two-lane section that exists south of the overpass. The width of travel

and bicycle lanes would vary based on the actual width of the roadway. The amount and

location of on-street parking does not change with the implementation of the road diet. There

is not enough right-of-way width to consider alternative parking configurations, such as angled

parking. Figure 4.3-1 shows the extent and location of the road diet area and proposed cross

sections. The following Table 4.3-1 shows the traffic operations results of reducing the number

of travel lanes for the road diet. The existing lane configurations at 1100 East / 2100 South

intersection would not change with the road diet.

Table 4.3-1. Highland Drive Road Diet Level of Service Analysis

Intersection

Four Lanes (Existing) Three Lanes (Road Diet)

Avg. Delay

(sec/veh) LOS

Avg. Delay

(sec/veh) LOS

1100 East / 2100 South 28.3 C 30.6 C

Highland Dr / Wilmington Ave 10.1 B 13.0 B

Highland Dr / Simpson Ave 10.0 B 13.5 B


As shown in Table 4.3-1, the impact to vehicle delay of implementing the road diet on

Highland Drive is minimal.


HIGHLAND DRIVE ROAD DIET


34/96

HIGHLAND DRIVE ROAD DIETIGHLAND DRIVE ROAD DIETFigure 4 .3 - 1 | Sugar House Bus iness Dist r ict Circulat ion Plan

8 ft.

Travel Lane Bike

Lane

Parallel

Parking

8 ft.

Parallel

ParkingSidewalkSidewalk

10.5 ft.

Travel Lane

10.5 ft. 6 ft.

Bike

Lane

6 ft.

2-Way

Turn Lane

11 ft.

Proposed ConditionsOn-Street Parking

60 ROW

6 ft. 12 ft.

Travel LaneTravel LaneSidewalk

& Gutter

Sidewalk

& Gutter

6 ft.12 ft. 12 ft.

Bike

LaneBike

Lane

Two-Way Left

Turn Lane

Proposed Conditions

No On-Street Parking

48 ROW

8 ft.

Travel Lane Parallel

Parking

8 ft.

Parallel

ParkingSidewalkSidewalk

11 ft.

Travel Lane

11 ft. 11 ft.

Travel Lane

11 ft.

Travel Lane

Existing Conditions

On-Street Parking60 ROW

12 ft.

Travel LaneTravel LaneSidewalk Sidewalk

12 ft.

Travel Lane

.12 ft112 ft.12 ft.

Travel Lane

Existing Conditions

No On-Street Parking

48 ROW

Existing ConditionsNo On-Street Parking

40 ROW

2100 South100 South

Wilmingtonilmington

Sugarmontugarmont

Simpsonimpson

1

100

East

1

Es

1

200

East

1

Es

Highland

Highland

2100 South

Wilmington

Sugarmont

Simpson

1

100

East

1

200

East

Highland

NOT TO SCALE

N



35/96

Table 4.3-2. Highland Drive Road Diet Feasibility Criteria


Mobility

Benefits

(ped/bike/veh


Project

Cost

(low/med

/high)

Highland

Drive Road

Diet

Improves bicyclemobility

Provides a safe,attractive, andfunctional pedestrian

environment to

promote a walkable

community

Creates useableconnections to existing

and future pedestrian

and bicycle path

systems Provides multi-modal

transportation options

that include transit,

bicycle and pedestrian

facilities, as well as

improved public streets

to facilitate better



Provides bicycle laneswhere appropriate and

feasible

Evaluated the feasibilityof making Highland Dr,

south of 2100 South in

the CBD a two-lane

street, with a continuous

center turn lane andangled or parallel on-

street parking

+/+/0/01

In areas where thestreet width is 40

feet, bicycle lane

widths (five feet)

and travel lane

widths (10.5 feet)

will likely need to be

less than standard

for Salt Lake City.

Low

Notes:1Represents a positive (+), neutral (0), or negative (-) impact for the respective travel mode.




36/96

the Study Area. Also, by reducing travel lanes and providing a buffer (bicycle lanes) between

the sidewalk and the vehicle travel lanes will create a better and more comfortable

environment for pedestrians. The net supply of on-street parking remains the same in eithercondition.

4.4 Division of Large BlocksThis section summarizes the feasibility of dividing larger blocks into smaller blocks within the

Study Area. The evaluation of this division is a goal from the Sugar House Master Plan.

Existing Conditions

The Sugar House CBD consists of large blocks with minimal and/or undefined multi-modal

connections to the existing street grid. The large blocks in the Study Area that need to the most

improvement include: the Granite Block and the Sugar House Center block.

Division of Large Blocks

Large blocks can be divided into smaller blocks with defined pedestrian, bicycle, vehicular,

and/or transit connections. Smaller blocks create better accessibility, walkability, and

distribution of traffic, which results in an increase in mobility and a decrease in congestion.

Figure 4.4-1 shows the proposed division of blocks with pedestrian pathways (including trail

systems and general walkways) and streets.


DIVIDING LARGER BLOCKS


37/96

DIVIDING LARGER BLOCKSIVIDING LARGER BLOCKSFigure 4 .4- 1 | Sugar House Bus iness Dist r ict Circulat ion Plan

NOT TO SCALE

N

FAIRMONT

PARK

SUGAR

HOUSE

PARK

2100 South100 South

Wilmingtonilmington

Sugarmontugarmont

Simpsonimpson

1300East

1E

1100East

1E

1200East

1E

Highlan

Highlan

900East

9E

2100 South

Wilmington

Sugarmont

Simpson

1300East

1100East

1200East

Highlan

900East

ElmlmElm


RamonaamonaRamona

McClelland

MCea

McClelland



38/96

Table 4.4-1. Division of Large Blocks Feasibility Criteria


Mobility

Benefits

(ped/bike/veh


Project

Cost

(low/med

/high)

Division ofLarge

Blocks


Provides a safe,attractive, and

functional pedestrian

environment to

promote a walkable

community



and bicycle path










Provides better multi-modal connectivity

Provides better internalaccess

Divides large blocks intosmaller blocks

+/+/+/+1

Collaboration withproperty owners for

implementation

Med to

High



4.5 Addition of Bicycle Lanes on 2100 South

D

RAFT - Sugar H use Business District Circulati

n Plan


39/96

sidewalk in

lane or path

Ensure new

improvemeProvide saf

bicycle arte

Sugar Hous

Use Americ

National As

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continuous

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Support thaddition of

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Business Dis

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ociation of Ci

signage for

s to upgrade

arks and recr

bikeway syst

ransportation

cycle routes

communitie

eliminationicycle lanes;

cle racks and

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c

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use Business

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ated adjacen

e bicycle lanes to parks fr

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new constru

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40/96

Existing Conditions

In the heart of Sugar House, 2100 South is a four-lane roadway with an occasional center turnmedian. The roadway has variable characteristics along its length between 300 West and

Parleys Way, which represents the majority of the urban roadway. Table 4.5-1 identifies major

segments of the roadway and their characteristics.

Table 4.5-1. 2100 South Characteristics

Segment

No. of

Lanes Sidewalks Parkstrip

On-Street

Parking ADT1

300 West to 200 East 4 Yes No No 18,000

200 East to 700 East 4 Yes Yes No 17,000


900 East to 1300 East 4 Yes Yes Some 25,000

1300 East to 1700 East 5 Yes Yes North side only 22,000


2100 East to Parleys Way 4 Yes Yes No 15,0002

Notes:12010 Average Daily Traffic data from UDOTs Traffic on Utah Highways.22010 Average Daily Traffic from Salt Lake City Transportation Division


Accommodating Bicycle Lanes

Salt Lake City could pursue several options for accommodating bicycle lanes on 2100 South.

These include removing a traffic lane (also known as a road diet), removing on-street parking,

widening the roadway, or establishing a shared bicycle/vehicle/transit on outside lanes. Theseoptions are outlined in Table 4.5-2.

Table 4.5-2. 2100 South Possible Bicycle Lane Alternatives

Alternatives Technical/Safety Constraints

Project

Cost

(low/med

/high)

Add bicycle

Road diets for a four-lane to three-lane cross section can generallybe successful with volumes up to 20,000 ADT depending on the

application; see Table 4.1-8 for 2100 South ADT.

Intersection at 2100 South and 700 East is frequently congestedwith high right-turn volumes.



41/96

Table 4.5-2. 2100 South Possible Bicycle Lane Alternatives

Alternatives Technical/Safety Constraints

Project

Cost

(low/med

/high)

Remove on-

street parking

to add bicycle

lane

On-street parking is only present in limited sections of 2100 South(see Table 4.1-8).

Removes buffer between pedestrians and travel lanes.

Potential for bus conflicts across bicycle lanes. Street lights would need to be relocated as well as parkstrip trees. Current on-street parking levels would need to be analyzed further

to determine utilization.

Medium

Shared

bicycle/vehicle

outside lane

Frequent right turns and intersections create possible safetyhazards.

Low

Widen roadway

to

accommodate

bicycle lanes

Additional cost and building acquisition associated with wideningbetween 600 East and 1300 East.

Right-of-way may be available between 200 East 600 East and eastof 1300 East via removal of on-street parking or road diets.

High

Widen the

sidewalk to

better

accommodate

cyclists1

Additional cost and building acquisition associated with wideningsidewalks between 600 East and 1300 East.

Some street lights would need to be relocated. Some parkstrips would need to be removed. Conflicts between pedestrians and cyclists on the sidewalk. Safety issues with vehicles entering/exiting driveways, not

expecting to see cyclists on the sidewalk.

High

Notes:1While this is not a typical preferred solution, it should be noted that bicycle counts conducted at the

intersection of 1100 East and 2100 South revealed that 53 80% of the cyclists traveling through that

intersection were on the sidewalk.


200 East to 600 East

Conclusion

It is feasible to add a bicycle lane through elimination of on-street parking between 200 East



42/96


Conclusion

An on-street bicycle facility is not recommended in this section, due to high traffic volumes and

inadequate width for cyclists. Salt Lake City should support finding other east-west alternates

for cyclists, such as Westminster Avenue or the proposed Parleys Trail. A road diet is not

recommended based on the daily traffic volumes.

Considerations

Percentage of total bicycles on 1100 East and 2100 South using the sidewalk ranged from 53%- 80%. The option of allowing cyclists to ride on the sidewalk is unconventional, but reflects the

trends that are already occurring on the corridor. Given that these behaviors are already taking

place, Salt Lake City may wish to consider safety treatments that alert motorists to the potential

presence of cyclists on the sidewalk.


Conclusion

A road diet is feasible on eastbound 2100 South between 1300 East and 1700 East, which will

allow space for a buffered bicycle lane. Narrowing westbound vehicle and parking lanes can

provide adequate space for a westbound bicycle lane as well. These can be accomplished

without major resurfacing of the roadway. Space reallocations are demonstrated in the

following cross-sections.



43/96

Considerations

A two-way cycle track is also feasible on the south side of 2100 South if the existing outside

eastbound lane is removed. Cycle track alignments would not continue west of 1300 East or

east of 1700 East. Cycle track treatments would need to transition at these intersections to

match bicycle treatments in adjacent roadway segments. Intersections between 1300 East and

1700 East will require special treatments as well in order to accommodate a cycle track.


Conclusion

It is feasible to add a bicycle lane in both directions by instituting a road diet, through

eliminating the outside travel lane and adding bicycle lanes plus a center turn lane. Another

option would be to establish outside shared lanes eastbound and westbound, using shared

lane markings and Bikes May Use Full Lane signage.

Considerations

Any transition between bicycle treatments on the corridor (bicycle lanes vs sharedlane markings) will need to be carefully designed to minimize confusion and enhance

bicyclist safety.

Salt Lake City should conduct a traffic analysis to verify that a road diet will not resultin undue traffic congestion in this corridor; it is possible that the surrounding

neighborhoods will voice concerns regarding cut-through traffic. It is recommended

that the City perform public outreach prior to implementation of a road diet.

Safety concerns from a shared bicycle lane and bus stops would need to be addressed. Logical termini for bicycle lanes on 2100 South is 2300 East due to the presence of

bicycle lanes on this roadway; adequate space may exist east of 2300 East to

accommodate a bicycle lane on the shoulder, but the roadway eventually transitions

into a freeway on-ramp without space for cyclists. Other logical connections east of

2300 East may be considered if bicycle lanes were to continue further.

4.6 Parleys Trail ConnectionThis section summarizes options for a Parleys Trail alignment between the Fairmont Aquatic

Center (located on Sugarmont Avenue and McClelland Avenue) and Hidden Hollow Park

(located west of 1300 East and north of Wilmington Avenue). Establishing a Parleys Trail



44/96

Provide a pedestrian and bicycle circulation plan and identify the right-of-waynecessary to support multi-modal alternatives;

Provide safe bike routes to parks from residential areas, and establish a separatebicycle arterial system that connects Westminster College, the University of Utah, the

Sugar House Business District, and other major destination points with one another;

Unite the parks and recreation areas with the open space trail system to develop acontinuous bikeway system for inter- and intra-city travel for recreation as well as

alternative transportation; and

Connect bike routes with regional trail systems in other jurisdictions and neighboringcommunities.

Planning Context

Several factors must be considered when evaluating options for the Parleys Trail in this section.

These include adjacent Parleys Trail sections and their design treatments, potentialtransportation investments in the area, and development plans for private property parcels in

the section under study.

Adjacent Trail Sections

West of McClelland Avenue, the Parleys Trail is planned for co-location with the Sugar House

Streetcar, generally within the UTA right-of-way. East of Hidden Hollow, a tunnel (The Draw)

will soon be under construction at 1300 East which will connect trail users from Hidden Hollowto Sugar House Park, and to trail links eastward from there. The trail from Hidden Hollow to

1700 East will be paved for use by both bicyclists and pedestrians, but separated from vehicles.

Potential Transportation

Investments

Two potential transportationinvestments between McClelland

Avenue and Hidden Hollow are

noteworthy for the Parleys Trail. First,

Salt Lake City has, for some time,

considered realigning Wilmington



45/96

House area (see Section 4.1.2 and the figure above). It could establish an on-street Parleys Trail

alignment, placing trail users on bike lanes and pedestrians on sidewalks to connect between

McClelland Avenue and Hidden Hollow. However, realignment is not feasible in the short-term,but could be more viable in the mid- to long-term as redevelopment continues along

Sugarmont Drive and land is acquired on the Granite Block. Since the realignment is not

considered feasible in the short-term future, it is also not currently available as an option for

the Parleys Trail.

Another potential transportation investment in the

area is Phase Two of the Sugar House Streetcar.

Phase One of the Sugar House Streetcar extendsfrom the 2100 South (Central Pointe) TRAX Station

to McClelland Avenue, and began construction in

spring 2012. An extension (Phase Two) is currently

under consideration, and would take the streetcar

eastbound from McClelland onto Simpson Avenue,

north on Highland Drive to the monument at 2100

South, returning south on Highland Drive to

Sugarmont Avenue, and westbound on SugarmontAvenue to McClelland Street and onward. The

following figure illustrates the locally preferred

alternative (LPA) alignment for the streetcar in this area. An eventual streetcar extension along

1100 East to 1700 South may be considered in the future. Sugarmont Drive, currently a one-

way road westbound with on-street space for bicyclists and pedestrians, would be closed to

vehicles other than the streetcar.

Development Plans

As previously discussed in Section 2.1.2, several major redevelopment projects are progressing

in the Sugar House area. This includes Wilmington Gardens between Highland Drive and 1300

East north of Wilmington Avenue, and Sugar House Center between Highland Drive and 1300

East, south of Wilmington Avenue. Both projects involve developers who are supportive of the

Parleys Trail concept and bicycle and pedestrian facilities in general. The Wilmington Gardens

project will establish a bicycle-specific trail on the east edge of their project to accommodatecyclists exiting Hidden Hollow using the Parleys Trail, while pedestrians may connect from the

trail in Hidden Hollow to Wilmington Gardens from a pedestrian plaza and corridor in the

center of the project. Development plans at the Sugar House Center are in a preliminary stage,

and will become more detailed after this Plan is complete.



46/96

Parleys Trail users can use planned separate connections in the Wilmington Gardensproject to travel between Wilmington Avenue and Hidden Hollow: bicyclists using the

trail on the eastern edge of the property, pedestrians through the corridor and plaza inthe center of the project.

Existing bicycle lanes on Wilmington Avenue should be restriped, includingaccommodations for cyclists to make left turns at both ends of the corridor. Bicycle

detector loops should be considered.

For the near future, trail users should use Wilmington Avenue and Highland Drive toconnect to the Sugar House Streetcar greenway on Sugarmont Drive.

Salt Lake City should continue discussions with the developers of the Sugar HouseCenter to establish pedestrian corridors linking from Wilmington Gardens to

Sugarmont Drive.

PARLEYS TRAIL CONNECTIONARLEYS TRAIL CONNECTIONFigure 4 6 1 | Sugar House Bus iness Distr ict Circulat ion Plan


47/96

Figure 4 .6- 1 | Sugar House Bus iness Dist r ict Circulat ion Plan

Coordinate withdevelopers to establish

trail connections

Wilmington Gardenslink to Parleys Trail /

Hidden Hollow

Install HAWK beacon atSugarmont / Highland

Intersection

FAIRMONT

PARK

SUGAR

HOUSE

PARK

2100 South100 South

Wilmingtonilmington

Sugarmontugarmont

Simpsonimpson

1300

East

1

Es

1100

East

1

Es

1200

East

1

Es

Highlan

Highlan

900

East

9

Es

2100 South

Wilmington

Sugarmont

Simpson

1300

East

1100

East

1200

East

Highlan

900

East

ElmlmElm


RamonaamonaRamona

NOT TO SCALE

N



48/96

A HAWK beacon at the intersection of Sugarmont Dive and Highland Drive isrecommended; this would ideally connect interior pathways at the Sugar House

Center to the Sugar House Streetcar and greenway. This will become more critical aspedestrian connections are established through the Sugar House Center and if the

proposed streetcar line extends to Highland Drive.

Adequate space exists on Sugarmont Drive, with roughly 35 feet of right-of-way, toaccommodate both the streetcar and the Parleys Trail along the streetcars south side.

The turning radius for the streetcar may necessitate more space from the trail area; if

this is the case, the trail could be shifted slightly southward into property owned by

Salt Lake City that is planned for redevelopment.

4.7 Raised Street Level on Highland DriveThis section summarizes the feasibility of raising the street level of Highland Drive between

Sugarmont Drive and Simpson Avenue. The evaluation of this project was recommended by

RDA staff.

Existing Conditions

Highland Drive has a four-lane cross section between Sugarmont Drive and Simpson Avenue

and has a posted speed limit of 30 mph. The ADT on Highland Drive is approximately 21,200.

Raised Street Level

A raised street would consist of raising the street level to the same elevation as the sidewalks

and future proposed plazas in the area. With the redevelopment of the Sugar House Center

and the Deseret Industries block, as well as the proposed plaza at Sugarmont the raised street

level could tie all the developments and plazas together creating a synergy between them, the

plazas, and Farimont Park. As previously discussed, this is also the proposed location for the

Parleys Trail connection. The streetscape and amenities plan should provide further evaluation

of this project.




49/96

Table 4.7-1. Raised Street Level on Highland Feasibility Criteria


Mobility

Benefits

(ped/bike/veh


Project

Cost

(low/med

/high)

Raised

Street

Level on

Highland


Provides a safe,attractive, and

functional pedestrian

environment to

promote a walkable

community



and bicycle path










Provides better multi-modal connectivity

+/+/0/01

Streetcar design(going up and down

the elevation

change)

Bollards (orsomething similar)

may need to be

placed on either end

to visually segregate

pedestrian plazas

from the raised

street area Med to

High



DRAFT - Sugar H use Business District Circulati

n Plan


50/96

5.1The figure

Project Sh

some of t

note that

examinati

proceed.

(2012-201

on input f

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Pro

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eets follow th

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), mid-term (

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51/96

5.2A.

Mid

Wil

Existi

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Possi

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ington Av

ng Site Char

Currently, t

crosswalk a

The nearest

Wilmington

Recomme

Improve vis

Possibly rais

Cost may b

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As develop

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acteristics

ere is one mi

the intersecti

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on, roadway

ton near Hig

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rea is 250 fee

olumes may i

land and a

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ncrease.

D



52/96

B. McCExisti

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Currently, t

McClelland

both sides.

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Recomme

Improve vis

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Conflict wit

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with a numb

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nd Street, 23

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Documents

Sugar House Circulation Plan DRAFT