Transmittal - 11/9/2022ERIN MENDENHALL DEPARTMENT of COMMUNITY
Mayor and NEIGHBORHOODS
Blake Thomas
Director
SALT LAKE CITY CORPORATION
451 SOUTH STATE STREET, ROOM 404 WWW.SLC.GOV
P.O. BOX 145486, SALT LAKE CITY, UTAH 84114-5486 TEL 801.535.6230 FAX 801.535.6005
CITY COUNCIL TRANSMITTAL
________________________Date Received: _________________
Lisa Shaffer, Chief Administrative Officer Date sent to Council: _________________
______________________________________________________________________________
TO:Salt Lake City Council DATE:1RYHPEHU
Dan Dugan, Chair
FROM: Blake Thomas, Director, Department of Community & Neighborhoods
__________________________
SUBJECT:Local Link Study Adoption
STAFF CONTACT:Lynn Jacobs, Transportation Engineer, lynn.jacobs@slcgov.com, 801-367-
3358.
DOCUMENT TYPE: Ordinance
RECOMMENDATION: Recommend that City Council Adopt the Local Link study as an
addendum to the 2103 Sugar House Circulation and Streetscapes Amenities Plan
BUDGET IMPACT: None
BACKGROUND/DISCUSSION: The Local Link study has completed an update to the original
Sugar House circulation plan from 2013 and a Transit Alternatives Analysis evalauting various
transit options that would connect Sugar House to Millcreek and Holladay. The Transportation
Division requests that this study be adopted as a formal plan.
PUBLIC PROCESS:
x Postcards to property owners in Sugar House, Millcreek, South Salt Lake and Holladay
x Multiple Social Media pushes throughout the 2-year planning process
x Multiple engagements with Sugar House Community Council Meetings from 2020
through 2021
x Presentations to Millcreek, Holladay and South Salt Lake City Councils
x Two Facebook Live Events hosted by Salt Lake City
x Yappy Hour Tabling Event in July 2021
x Multiple Surveys w/ community input and feedback
Lisa Shaffer (Nov 9, 2022 15:39 MST)11/09/2022
11/09/2022
o 1,200 responses to our final survey
x Lawn Signs and Pavement Stickers
x Media Coverage (KSL Radio, Fox 13, KUTV, ABC 4)
For the circulation study elements, the public process demonstrated support for the
recommendations, and helped the project team prioritize projects that have been proposed
For the transit element, the majority of support was for Streetcar on Highland Drive
These studies were presented to Planning Commission on July 27, 2022. Public Comment was
also received at that time. Planning Commission has forwarded a positive recommendation to
City Council to adopt this plan.
EXHIBITS:
1)Local Link Circulation Study
2)Local Link Transit Alternatives Analysis
3)Local Link Ordinance
(;+,%,7: Local Link Circulation Study
ERIN MENDENHALL DEPARTMENT of COMMUNITY
Mayor and NEIGHBORHOODS
Blake Thomas
Director
SALT LAKE CITY CORPORATION
451 SOUTH STATE STREET, ROOM 404 WWW.SLC.GOV
P.O. BOX 145486, SALT LAKE CITY, UTAH 84114-5486 TEL 801.535.6230 FAX 801.535.6005
April 11, 2022
Local Link Study
The 2020 Circulation Study (2020 Study) was prepared for the Local Link
Project to better understand how people travel in and around the Sugar
House Business District. With the projected growth and increasing
development pressures in Salt Lake City, South Salt Lake, Millcreek and
Holladay, it was critical to plan for multimodal transportation choices
including transit, bicycle, and pedestrian options, and improvements to
existing roads.
The purpose of the 2020 Study was to evaluate and accommodate
transportation options and identifying gaps and barriers that create
challenges for efficiently traveling through and around the study area.
To assess multimodal opportunities, challenges, and needs to the Sugar
House Business District, the following topics were analyzed: key destinations,
land use density, planned construction projects, bicycle and pedestrian
networks, safety, transit network, and freight networks.
In 2013, the Salt Lake City Redevelopment Agency (RDA) developed the
Circulation and Streetscape Amenities Plan for the Sugar House Business
District (2013 Study). The 2020 Study is not intended to supersede the 2013
Study. The goals of the 2013 Study were to provide recommendations that
could improve local and regional mobility and access while retaining the
special character of the Sugar House community. The 2020 Study provides a
deeper dive for interim opportunities within the core Sugar House Business
District. By providing diverse transportation options, the partner
communities can increase the resiliency, flexibility, and sustainability of the
transportation network.
Sincerely,
Lynn Jacobs, PE
Transportation Engineer
Circulation Study 2020 1
Executive Summary
Salt Lake City, South Salt Lake, Millcreek and Holladay collaborated on
the Local Link Circulation Study to better understand how people travel
in and around the Sugar House Business District. With each partner
community facing increasing development pressures and growth, it is
critical to plan for multimodal transportation choices including transit,
bicycle and pedestrian options, and improvements to existing roads.
By providing diverse transportation options, the partner communities
FDQLQFUHDVHWKHUHVLOLHQF\ÀH[LELOLW\DQGVXVWDLQDELOLW\RIWKHWUDQVSRU-
tation network. The purpose of the Local Link Circulation Study is to
evaluate and accommodate transportation options (walking, bicycling,
WUDQVLWDXWRPRELOH DQGLGHQWLI\JDSVDQGEDUULHUVWKDWPDNHLWGLႈFXOW
IRUSHRSOHWRHႈFLHQWO\WUDYHOWKURXJKDQGDURXQGWKHVWXG\DUHD
Circulation Study 2020 2
Guiding Principles
There are several guiding principles for improving multimodal connections in the study area, including:
The Vision
These guiding principles were developed collaboratively by the partner communities and support the following vision for transportation in and
around the Sugar House Business District:
The transportation network that connects to the Sugar House Business
District will be safe, inviting, sustainable, and provide comfortable
travel choices for everyone. It promotes a connected network between
local neighborhoods and regional centers in South Salt Lake, Millcreek,
and Holladay to the Sugar House Business District. Active and Public
transportation connections to schools, neighborhood centers, parks,
and other public attractions are prioritized.
Circulation Study 2020 3
Existing Conditions
To assess multimodal opportunities, challenges, and needs to the Sug-
ar House Business District, the planning team analyzed a variety of
topics, including:
• Key Destinations such as the Sugar House Business District,
Millcreek City Center, Brickyard, or South Salt Lake Downtown
• Land Use Density indicating high demand areas for trips
• Planned construction projects, such as road reconstructions,
XWLOLW\SURMHFWVRURWKHUFDSLWDOSURMHFWVWKDWPD\RႇHURSSRUWX-
nities to reprogram streets or corridors to provide more diverse
transportation options
• Bicycle and pedestrian networks identifying where active
transportation infrastructure investment may be missing or in-
adequate
• Safety including bicycle and pedestrian crash history through-
out the study area
• Transit networkLOOXVWUDWLQJSRWHQWLDO¿UVWODVWPLOHSULRULW\ORFD-
tions
• Freight networks illustrating corridors that may have special
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Public Engagement
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focused on learning from locals about opportunities and barriers to
walking and biking in and around the study area, while the Recommen-
dations phase was geared towards getting feedback on recommended
projects, policies, and programs. In both phases, methods for public
input included online surveys and online interactive maps.
Key Needs and Priorities
Based on the existing conditions analysis and public engagement, sev-
eral key needs and priorities emerged. These included site and corri-
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throughout the study area.
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• Global Address gaps in Parley’s Trail through the Sugar House
Business District and South Salt Lake Downtown
• Address east-west connectivity into Sugar House for active
transportation users on 2100 S, 2700 S, and 3300 S
• Address connectivity between the Sugar House Business Dis-
trict and Brickyard/Millcreek City Center
• Improve pedestrian conditions at various intersections through-
out the study area
Global needs include:
•,PSURYHG¿UVWODVWPLOHLPSURYHPHQWV
• More convenient and secure bike parking
•&RPSUHKHQVLYHZD\¿QGLQJVLJQDJH
•&RPSUHKHQVLYHWUDႈFFDOPLQJRQORFDOVWUHHWV
• Improved pedestrian realm elements including street trees, site
furnishings, and public art, and other placemaking features
Circulation Study 2020 4
Final Project Recommendations
Circulation Study 2020 5
Final Program & Policy Recommendations
1. Creative Placemaking
2.*UHHQ&RQÀLFW0DUNLQJVRQ5HJLRQDOO\6LJQL¿FDQW
Bikeways
3.:D\¿QGLQJ 6LJQDJH
4. Bicycle Parking
5. Trail Oriented Development
6.&RRUGLQDWHG7UDႈF&DOPLQJ6WUDWHJ\
7.0LFURPRELOLW\,QIUDVWUXFWXUHDQG0RELOLW\+XEV
*More information about each recommendation can be found in the appendix
Circulation Study 2020 6
Process Overview
Circulation Study 2020 7
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Circulation Study 2020 8
Background Data
The following maps depict the existing conditions within the study area.
Key Points in the Study Area
The study area includes three existing or developing central business
districts or downtowns in the Salt Lake Valley.
Sugar House Business District
Since the 2013 Circulation Study in this area, the Sugar House Busi-
ness District has seen tremendous transformation and continues to.
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ZHVWRI(DVWKDVKDGVLJQL¿FDQWUHGHYHORSPHQWRIQHZVKRS-
SLQJKRXVLQJKRVSLWDOLW\DQGRႈFHVSDFH7KHQHZGHYHORSPHQWLV
denser, more compact, and has an overall urban feel.
South Salt Lake Downtown
South Salt Lake is building a downtown city center across 235 acres
at the northeast corner of where I-80 and I-15 meet. Over the course
of its development, the City expects more than 2,500 new multi-family
housing units, 1.5 million square feet of retail and 3 million square feet
RIRႈFHFRPPHUFLDOVSDFHSOXVSDUNVDJUHHQZD\3DUOH\¶V7UDLODQG
cultural and social attractions.
Millcreek City Center
The newly incorporated City of Millcreek is also building a city center.
Its city center will be located north of 3300 South, between Highland
'ULYHDQG(DVW,WZLOOIHDWXUHDSURPLQHQWDQGYLEUDQWPXOWLXVH
RSHQVSDFHDWLWVFHQWHUZLWKPL[HGXVHVLQFOXGLQJRႈFHUHVLGHQWLDO
retail, and civic buildings surrounding it. It will include over 100,000
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multifamily units over the next decade.
The land uses in and between these three centers includes a broad mix
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addition to the general land uses described above, there are a number
of other destinations in the study area:
• 2 Colleges (Salt Lake Community College, Westminster Col-
lege)
• 17 K-12 Schools (3 High Schools, 2 Junior High Schools,
3UH. (OHPHQWDU\6FKRROV6FKRROIRUWKH'HDIDQG%OLQG
• 10 Parks
• 2 Libraries (Sprague Branch Public Library, Millcreek Commu-
nity Library)
• 3 Hospitals or Health Clinics (University of Utah health Clinic
- Sugar House, St. Mark’s Hospital, South Main Public Health
Center)
• 3 Community or Recreation Centers (Fairmont Aquatic Center,
Columbus Center, Central Park Community Center)
• Salt Lake County Government Center
• South Salt Lake Creative Industries Zone
•(QWHUWDLQPHQWDQG6KRSSLQJ$UHDV %ULFN\DUG6KRSSLQJ&HQWHU
Sugar House Shopping Center, Century 16 Theater, Cinemark
Theatre
Figure 2. Key Study Area Locations
Circulation Study 2020 9
Parley’s Trail and S-Line Corridor
In addition to the point and district destinations and features of the
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prominent transit and active transportation corridor running east-west
between the Sugar House Business District and South Salt Lake’s
Downtown.
Ongoing and Planned Construction
Salt Lake City, South Salt Lake, and Millcreek have a number of up-
coming and ongoing road construction projects. The map shows six
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reconstruction projects, trail projects, road restriping projects, road re-
surfacing projects, and water storm and sewer projects. This study can
take advantage of this future construction work to make recommen-
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WKHVHURDGV6SHFL¿FLPSURYHPHQWVDUHOLVWHGEHORZE\FRQVWUXFWLRQ
year:
2020
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Avenue
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•5HFRQVWUXFWLQJ3DUNZD\$YHQXH(OL]DEHWK6WUHHWWR+LJKODQG
Drive
• Canal Replacement & Green Infrastructure Improvements -
Wilmington Avenue to Ashton Avenue
•5RXWH%XV6WRS(QKDQFHPHQWV
2021
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• Resurfacing Highland - Warnock to Salt Lake City line
2023
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Warnock Avenue
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•5HFRQVWUXFWLQJ(DVW$WNLQ$YHQXHWR6RXWK
•5HFRQVWUXFWLQJ/LQFROQ6WUHHW(OP$YHQXHWR6RXWK
•5HFRQVWUXFWLQJ0HDGRZ/DQH*UHHQ6WUHHWWR(DVW
•5HFRQVWUXFWLQJ*UHJVRQ$YHQXH (DVWWR/LQFROQ6WUHHW
•5HFRQVWUXFWLQJ6LPSVRQ$YHQXH(DVWWR+LJKODQG'ULYH
2024
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Boundary
2025
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Land-Use Density
The following four maps illustrate existing and future land use density
in the study area. Together, they illustrate areas of higher building den-
sity located in and around the Sugar House Business District, much of
the South Salt Lake Area adjacent to I-80, and property in and around
the Brickyard Shopping Center and the Millcreek City Center.
7KLV¿UVWPDSLOOXVWUDWHVSDUFHOEXLOGLQJGHQVLW\ZKLFKLVWKHWRWDOEXLOG-
ing square feet divided by the parcel size. It shows the intensity of
development on each parcel. The darker the red, the more intense the
parcel-building density. Parcels that are not red are likely single family
homes with large lots, open spaces and parks, or other parcels with
small buildings.
Figure 3. Ongoing and Planned Construction
Circulation Study 2020 10
Figure 5 shows parcels with multiple building stories. The darker the
red, the more building stories. There is a concentration in the Sugar
House Business District, the parcel of the Salt Lake County Building,
the area near South Salt Lake’s Creative Industries Zone, and along
3900 South near St. Mark’s Hospital.
)LJXUHVDQGVKRZ+RXVHKROGDQG2ႈFH-REHVWLPDWHVDFFRUGLQJ
to the Wasatch Front Regional Council’s 2030 projections by transpor-
tation analysis zone (TAZ). While households are spread throughout
the study area, there appear to be clusters south of 3300 South and
north of 2100 South.
7KHRႈFHSURMHFWLRQPDSVKRZQLQ)LJXUHVKRZVFRQFHQWUD-
tions in the southeast corner of the Sugar House Business District and
the TAZ encompassing the Salt Lake County Building.
Figure 4. Parcel Building Density )LJXUH3DUFHOVZLWK0XOWLSOH%XLOGLQJ6WRULHV
)LJXUH+RXVHKROG3URMHFWLRQV
Circulation Study 2020 11
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Bicycle Facilities
The Sugar House Business District possesses a number of important
ELNHZD\FRQQHFWLRQVVKRZQLQ)LJXUH RႇHULQJDGMDFHQWQHLJKERU-
hoods convenient access to numerous shopping and entertainment
destinations. This includes east-west connections like Parley’s Trail
and bicycle facilities on 2700 S. The McClelland Trail provides a good
north-south route linking Sugar House to the 9th & 9th District. Bicycle
IDFLOLWLHVDUHJHQHUDOO\GH¿FLHQWLQOLQNLQJWKH6XJDU+RXVH%XVLQHVV
District to points south including Millcreek City Center and Brickyard.
Parley’s Trail also possess a vital gap between the Sugarmont TRAX
VWDWLRQDQG³7KH'UDZ´ZKHUH3DUOH\¶V7UDLOFURVVHVXQGHU(DVW
into Sugar House Park.
Annual Strava Data Bicycle Counts (2019)
The most heavily used corridors by Strava users include Parley’s Trail,
1700 South, and 2700 South going east-west. This is likely attributed to
the bicycle infrastructure on those roads and trails. Going north-south,
there are more corridors used by riders, but the most heavily used are
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WKDWVHHPWRVHHKLJKHUYROXPHVLQFOXGH0DLQ6WUHHW(DVW
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Figure 8. Strava Bicycle Counts
Bicycle Travelshed Analysis
The planning team analyzed existing bikeways and lowvolume road-
ways suitable for bicycling to understand how accessible the Sugar
House Business District is via surrounding neighborhoods based on
typical trip durations of 5-, 10-, and 20-minutes. Sugar House Plaza
was used as the origin for determining these “travelsheds”. Given a
gridded street network and ample streets suitable for bicycling, trav-
elsheds would appear diamond-shaped. In Sugar House, east-west
connectivity is strong thanks to the existence of Parley’s Trail. Connec-
WLRQVQRUWKWRZDUGV:HVWPLQVWHUDQGWKH(DVW/LEHUW\3DUNQHLJKERU-
hood are also good thanks to the McClelland Trail and several low-vol-
ume local streets. Bicycle connectivity begins to breakdown traveling
south out of Sugar House. A lack of suitable bicycle facilities on 1300
(RU+LJKODQGSUHYHQWVDFFHVVWR%ULFN\DUGDQG0LOOFUHHN&LW\&HQWHU
within the 10- and 20-minute travel sheds. With improved bikeways, it
could be possible to easily bike between the Sugar House Business
District and Brickyard / Millcreek City Center in as little as 10-minutes.
Circulation Study 2020 12
Figure 9. Bicycle Facilities
Circulation Study 2020 13
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Bicycle Crashes
The planning team analyzed bicycle crashes between 2010 to 2019
by severity, location, year of occurrence, and daylight characteristics.
Between 2010 and 2019, there were a total of 527 reported crashes
involving bicycles. As shown in Figure 1, 3 of these crashes were fatal;
43 were reported as causing “serious injury;” 253 were reported as
causing “minor injury;” 187 were reported as causing “possible injury;”
and 41 were reported as causing “no injury.” The three fatal injuries
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70% (366) bicycle crashes occurred at intersections, while 30% (161)
occurred at non-intersections. Only two percent of crashes occurred at
a bicycle or pedestrian path intersection. 30% (160) of bicycle crashes
occurred on roadways with designated bicycle infrastructure, where-
as 70% (367) occurred on roadways without designated bicycle infra-
structure, pointing to the importance of developing safe and comfort-
able bicycle facilities. The majority of crashes occurred on the largest
arterial roads such as State Street, 2100 South, and Highland Drive.
Reported bicycle crashes have decreased over time, with earlier years
showing higher number of crashes than later years as shown in Figure
2. In 2011, 79 crashes were recorded. In 2019, only 19 crashes were
recorded. Note that this could be due to incomplete crash reporting.
Figure 11. Bicycle Crashes
Circulation Study 2020 14
Annual Strava Data Pedestrian Counts (2019)
The pedestrian count data indicates the heaviest activity in and leading
to Sugar House Park, which makes sense given its recreative nature.
(DVW6RXWKDQGWKH6/LQHDQG3DUOH\¶VWUDLODOVRVHHDIDLU
number of pedestrian counts. More pedestrian activity seems to occur
in the northeast quadrant of the study area.
Figure 12. Strava Pedestrian Counts
Pedestrian Travelshed Analysis
The planning team analyzed existing sidewalks suitable for walking to
understand how accessible the Sugar House Business District is via
surrounding neighborhoods based on typical trip durations of 5-, 10-,
and 20-minutes. Sugar House Plaza was used as the origin for deter-
mining these “travelsheds.” Given the area’s gridded street network
WKDW¶VRXW¿WWHGZLWKVLGHZDONVRQPRVWVWUHHWVWKHSHGHVWULDQWUDYHO
shed is roughly diamond shaped similarly to the bicycle travel shed.
Connectivity to the north, west, and east is strong thanks to the exis-
tence of sidewalks on nearly every street in these neighborhoods. Con-
nectivity to the south is weaker due to the lack of sidewalks on some
local roads, dead-end cul-de-sacs, and the division of some neighbor-
hoods by Interstate 80. Many roads either dead-end at the Interstate
or do not provide adequate walking facilities, presenting a challenge
for those walking to the south of the Sugar House Business District.
With focused investment on implementing missing sidewalk links and
connecting cul-de-sacs, the 20-minute pedestrian travel shed could be
H[SDQGHGWRLQFOXGHWKH+LJKODQG3DUN(OHPHQWDU\6FKRROQHLJKERU-
hoods and other nearby areas.
Pedestrian Crashes
The planning team analyzed pedestrian crashes between 2010 to 2019
by severity, location, year of occurrence, and daylight characteristics.
Between 2010 and 2019, there were a total of 550 reported crashes
involving pedestrians. As shown in Figure 4, 33 of these crashes were
Figure 13. Pedestrian Travelshed
Circulation Study 2020 15
fatal; 78 were reported as causing “serious injury;” 237 were reported
as causing “minor injury;” 181 were reported as causing “possible inju-
ry;” and 21 were reported as causing “no injury.”
69% (378) of pedestrian crashes occurred at intersections, while 31%
(172) occurred at non-intersections. Crashes appear to be centered
around commercial areas with high to moderate pedestrian activity,
such as the Sugar House Business District, 3300 South, State Street,
2100 South, and State Street.
The number of reported crashes has varied over time, with the major-
ity of crashes occurring in 2017 (64), 2013 (63), and 2015 (60). 2019
showed the lowest number of reported crashes, with only 41 crashes
reported. Note that this number could be due to incomplete crash re-
porting.
Figure 14. Pedestrian Crashes
Circulation Study 2020 16
Transit Connections
The study area is well served by bus transit with routes running along
major north-south and east-west corridors. A summary of the bus
routes and their peak period headways in the study area is shown in
the table below.
Figure 15. Transit Network
The study area is also served by light rail service including three TRAX
lines on the west side and a streetcar (the S-Line) which runs from
Central Pointe Station in South Salt Lake to its terminus at Fairmont
Station in the Sugar House Business District. At Central Pointe Sta-
tion, riders can transfer from the S-Line to the Green, Blue, and Red
TRAX light rail lines. These lines reach West Valley and the Salt Lake
City International Airport, Draper and Salt Lake Central Station, and
Daybreak and the University of Utah, respectively. The table on the top
right provides a summary of light rail service.
Circulation Study 2020 17
The two charts below show more detailed information on SLine rid-
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2017 and then a slight drop in years 2018 and 2019. The second chart
shows that ridership remains steady throughout the months, with slight
peaks in August and September.
An Alternatives Analysis (AA) study will be conducted following this
study to explore extending the S-Line south of its current terminus at
Fairmont Station to Millcreek and Holladay, either down Highland Drive
RU(DVWRUDFRPELQDWLRQRIQRUWKVRXWKVWUHHWV
The region’s heavy rail commuter line, Front Runner, also appears on
the map, but is considered out of the study area.
Transit Boardings
The map shows average daily boardings at bus stops and SLine sta-
tions. It shows that the majority of boardings occur along the S-Line,
2100 South, 3300 South, and at major road intersections such as 900
(DVWDQG 6RXWK
Figure 16. Transit Boardings
Circulation Study 2020 18
Transit Alightings
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while the same bus stop locations tend to show more activity, 2100
South, 3300 South, and intersections such as Highland Drive and 3300
South, there is overall less activity. This may or may not accurately
UHÀHFWDFWXDODOLJKWLQJVVLQFHIHZHUSHRSOH³WDSRႇ´ZKHQJHWWLQJRႇ
the bus.
Figure 17. Transit Alightings
Freight Network
The freight network through the study area consists of freeways, arteri-
als, and major collectors. These routes include I-80, I-15, State Street,
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roads tend to be auto-priority and should likely be avoided as routes
for active transportation.
Figure 18. Freight Network
Sugar House Parley’s Trail
The next map shows how Parley’s Trail currently connects through the
Sugar House Business District. It passes north of the S-Line tracks
east along Sugarmont Drive. It picks up at Wilmington Avenue and
continues east, where it cuts north and goes through an alley behind
Wilmington Flats, through the southeast corner of Hidden Hollow and
then east through The Draw tunnel into Sugar House Park. The con-
nection between Sugarmont Drive and Wilmington Avenue along High-
ODQG'ULYHLVXQRႈFLDODQGLQIRUPDO7KHPDSFRQYH\VVHYHUDOURXWLQJ
Circulation Study 2020 19
alternatives through the Sugar House Business District, which include
a route for pedestrians through the new Sugarmont Apartments. The
McClelland Trail is also depicted in green and green dashed lines for
existing and expected routes, respectively.
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Circulation Study 2020 20
Bike Parking in Sugar House Business District
This map illustrates the extent of bicycle parking in the Sugar House
Business District as of July 2020. Many of the facilities are still in place
that existed when the 2013 study was completed. As new develop-
ment has happened, bicycle racks have been added next to several
new buildings indicating more acceptance and support of cycling in the
study area.
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Sugar House Transit Service
The Sugar House Transit Service map shows four bus lines (209, 21,
213, 220) and the S-Line streetcar route as well as 2019 total average
daily boardings and alightings for stops in the study area. The map
illustrates a concentration of activity at the Fairmont Station (corner of
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RIWKHQHZRႈFHGHYHORSPHQWLQ6XJDU+RXVHVXFKDVWKH8QLYHUVLW\
of Utah Health Clinic likely has not been around long enough to impact
bus stop use on Highland Drive between Ashton and Stringham, but it
is likely that location will begin to see more activity.
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The line chart below shows average daily ridership on bus lines that
run through the Sugar House Business District from 2010 to 2019. Rid-
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ZKLFKKDVVHHQDVORZGHFOLQHWKDWKDVÀDWWHQVLQFH$OOOLQHV
saw a small dip in service in 2014, which may be related to the launch
of the S-Line.
Circulation Study 2020 21
Public Comment Summary
The study engaged the public over several months in the summer and
HDUO\IDOORI7KH¿UVWIRUPDWZDVWKURXJKDQLQWHUDFWLYHSXEOLF
comment map in which members of the community could leave gener-
DORUVSHFL¿FFRPPHQWVRQFLUFXODWLRQLQWKHVWXG\DUHD6SHFL¿FFRP-
ments were tied to either points or lines that they drew on a map.
The majority of comments pertained to safety and biking (see pie chart).
Beyond those overarching comment tags, the three most common big
ideas revolved around:
1.,PSURYHGVLJQDJH ZD\¿QGLQJ
2. Need for addition bicycle facilities to improve ridership and safe-
ty
3. Improved street crossing environments for pedestrians
,PSURYHG6LJQDJHDQG:D\ÀQGLQJ
Several comments addresses the lack of or limited signage for the
trails that connect in the study area including Parley’s, the McClelland,
and the Millcreek Trails.
Additional Bicycle Facilities
,QJHQHUDOVHYHUDOFRUULGRUVZHUHLGHQWL¿HGDVODFNLQJELF\FOHODQHV
which made riders feel unsafe traveling along them, especially where
cars may be traveling at high speeds.
Improved Street Crossings
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for improved pedestrian infrastructure. Respondents indicated they felt
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of these areas without better pedestrian facilities.
Gaps and Barriers
A gaps and barriers analysis was done by assessing information gath-
ered in existing conditions and in the public comments about the study
area. The following three maps indicate major barriers and gaps and
targeted pain points for active transportation circulation.
Barriers
The study area is dissected by three large linear barriers: I-80 dividing
DUHDVQRUWKDQGVRXWKDQG6WDWH6WUHHWDQG(DVWGLYLGLQJDUHDV
east and west. These auto-priority thoroughfares can be challenging
and create undesirable conditions for traveling for cyclists and pedes-
trians. The thick blue lines on the map indicate these barriers’ locations.
White lines across them indicate safer or more welcoming crossing
conditions. Dashed white lines indicate locations where it is physically
possible to cross, but the environment may not be ideal and will likely
deter all but the most determined of people.
Smaller barriers are also indicated to show smaller corridors that are
GLႈFXOWWRFURVV7KH\DUHDWWKHLQWHUVHFWLRQRIWKH6/LQHDQG75$;
lines near Central Pointe Station, between the Sugar House Business
District and Millcreek City Center along Highland Drive, and a small
point along Sugarmont Drive between McClelland Street and Highland
Drive.
Figure 22. Barriers
Circulation Study 2020 22
Gaps
The gaps on the map depict areas and corridors of missing connec-
tions or infrastructure for active transportation in the study area. There
are six primary gaps listed below. Additional gaps in connectivity are il-
lustrated with dashed lines. Those include connections from the north-
east neighborhoods into the Sugar House Business District, connec-
tions east-west through the City of Millcreek, and a possible connection
south of I-80 that could function as an alternate route to cycling infra-
structure that exists on 2700 South and Parley’s Trail.
• Gap 1: Parley’s Trail through Sugar House Business District
•*DS 6RXWK(DVWWR(DVWJDSLQELNHZD\
infrastructure
• Gap 3: Sugar House Business District to Millcreek City Center/
Brickyard; gaps in bikeway and pedestrian infrastructure
• Gap 4: 3300 South: Gaps in bikeway and pedestrian infrastruc-
ture; future study planned
• Gap 5: 2100 South: lacking bikeways, inconsistent pedestrian
facilities outside of Sugar House Business District
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bikeway network; connects to Millcreek City and planned Salt
Lake City bikeway
Figure 23. Gaps
Pain Points
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study area. These are comprised of trail areas that are confusing, dan-
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infrastructure such as sidewalk, and other similar issues that make
connectivity in the area challenging.
1. Parley’s Trail route confusing
2./DFNRIVLGHZDONRQ(DVWFUHDWHVGLႈFXOW\DFFHVVLQJWKH
S-Line
3. Signal to cross is slow and de-incentivizes biking
4. Dangerous crossing conditions for pedestrians/cyclists via multi-
use path
5. Confusing and dangerous intersection
6. Parley’s Trail signage and location confusing - often blocked by
vehicles
7.'LႈFXOW\FURVVLQJ(DVWYLD:HVWPLQVWHU$YHHYHQWKRXJKLW
is a common route to SHBD from northeast
8. Tunnel not inviting to AT, but wide enough for additional facilities
9.7KLVLQWHUVHFWLRQLVH[WUHPHO\GLႈFXOWXQIULHQGO\WRF\FOLVWVSH-
destrians
Figure 24. Pain Points
Circulation Study 2020 23
10.'LႈFXOW\FURVVLQJ6RXWKLQWRSDUNVLJQVDERXWGLUHFWLRQDO-
ity not clear, lack of bike racks
11.'LႈFXOWFURVVLQJDW(DVWGHEULVDQGVQRZDFFXPXODWHLQ
protected northbound bike lane
12. McClelland Trail not clear
13. Parking on Highland Drive not used - bike lane opportunity?
14.'LႈFXOWLQWHUVHFWLRQWRFURVV
15. Sidewalks in poor condition - but wide enough to install shared
use path
16. Dangerous crossing conditions
Circulation Study 2020 24
Appendix A
Program and Policy Recommendations Attachments
Circulation Study 2020 25
Creative Placemaking
Sugar House BD, Highland Drive
Existing Conditions:
Program Extent:
Land Use:
Program Destinations:
Project Alignment:
Guiding Principles:
Planning Integration:
Program Description:
Potential Impacts:
Collaborations and
Partnerships:
Implementation Phasing:
Sugar House Business District, Highland Drive
Commercial District
Shopping centers, S-Line, Parley’s Trail, U of U
Health Clinic, Sugarhouse and Fairmont Parks
Safety, Sustainability, Choice, Connectivity,
Health, Collaboration
This recommendation supports the safety,
choice, health, and collaboration guiding
principles.
A creative placemaking program in the Sugar
House Business District would formalize
activities and small improvements that
encourage people to spend time outside on
the streets of the commercial areas. It would
include staff time and funding to encourage
public art installations, street furnishings, and
activities and events that boost social and
economic vibrancy.
Conflicts with vehicles created by temporary
or permanent placemaking elements would
need to be mitigated.
Salt Lake City Arts Council, Sugar House
Chamber of Commerce, Utah Arts Alliance,
Salt Lake County Arts & Culture
Short- to mid-term
Circulation Study 2020 26
Green Conflict Markings
on Regionally-Significant
Bikeways
TYPICAL APPLICATION
Green conflict markings are typically used within bikeways, especially at turning
conflict areas, intersections, and driveways. These locations present areas where
typical vehicle movements frequently encroach into bicycle space, but where the
prevailing speed of turning traffic is low enough that motorist yielding behavior
can be expected.
Benefits of Green Conflict Markings
• Promotes the multi-modal nature of a corridor
• Increases the visibility of bicyclists
• Discourages illegal parking in the bike lane
• When used in conflict areas, raises motorist and bicyclist
awareness to potential areas of conflict
• Increases bicycle comfort through clearly delineated space
• Increases motorist yielding behavior
• Helps reduce bicycle conflicts with turning motorizes
Existing Conditions:
Program Extent:
Description:
Project Alignment:
Guiding Principles:
Planning Integration:
Collaborations and
Partnerships:
Implementation
Phasing:
Potential
Recommended
Corridors:
Neighborhood centers within the study area
including the Sugar House Business District, South
Salt Lake Downtown, Brickyard, and Millcreek’s
City Center
Green conflict markings on bikeways increase the
visibility of the facility, highlight potential areas
of conflict, and reinforces priority to bicyclists in
conflict areas. Historically, Salt Lake City has used
green conflict markings near Downtown bikeways
where bikeway use is highest. As the neighborhood
centers within the study area, such as the Sugar
House Business District, continue to grow and
attract more trips, green conflict markings should
be implemented on new and existing bikeways.
Color should always be applied consistently to
facilitate clear understanding for all roadway users.
Safety, Choice, Connectivity, Collaboration
Supports multimodal goals inherent in plans
including the Salt Lake City Pedestrian and Bicycle
Plan Update, the Millcreek City Center Master Plan,
and the South Salt Lake Downtown Master Plan.
Salt Lake City, South Salt Lake, Millcreek, Holladay
Short- to mid-term
• Highland Drive
• Parley’s Trail through the Sugar House
Business District
• 900 East
• 2700 South
The intersection of
Highland Drive and
2100 South is an area
that could benefit from
green conflict markings.
The intersection of
Highland Drive and
Wilmington Ave
(Parley’s Trail) is an
area that sees large
volumes of bicycle
traffic traveling along
the Parley’s Trail.
Dashed Color in Conflict Area
• Color should be applied in a dashed pattern within a dashed bicycle lane to
indicate conflict area/merging area.
• Dashed application of color pavement mimics typical traffic striping layouts,
where dashed markings indicate areas where merging is permitted.
• Colored surface should be skid resistant and retro-reflective.
• Normal white bike lane lines should be provided along the edges of the
colored lane to provide consistency with other facilities and to enhance
nighttime visibility.
• A “Yield to Bikes” sign should be used at intersections or driveway crossings
to reinforce that bicyclists have the right-of-way at colored bike lane areas.
Maintenance costs vary depending on paint and material used.
900 East is a regionally-
significant bikeway
and could benefit from
green conflict markings,
especially near high-
conflict areas such as
Nibley Park Elementary.
Photos (top to bottom): Typical application of green conflict markings (NACTO,
2019). Example of green conflict markings on 200 W in Salt Lake City.
Circulation Study 2020 27
Wayfinding & Signage
Local Link Study Area
Existing Conditions:
Program Extent:
Project Alignment:
Guiding Principles:
Planning Integration:
Program Description:
Collaborations and
Partnerships:
Implementation Phasing:
Sugar House Business District, Downtown South Salt Lake, Millcreek City
Center, along major trails and bicycle corridors
Choice, Connectivity, Collaboration, Transparency & Engagement
Good wayfinding and signage is part of the Millcreek City Center and South
Salt Lake Strategic Mobility master plans.
Successful signage and wayfinding projects include a comprehensive network
that develops a variety of sign types for different users. The signage is legible,
consistent, and demonstrates a hierarchy of information and sign types.
Identity and placemaking should be supported by signage and information in
the signage should be inclusive using symbols, icons, or multilingual text.
Wayfinding throughout the Local Link study area should create a consistent
visual language with a clear hierarchy of signage types including access signs
indicating primary gateways, fundamental and enhanced navigation, and
educational interpretive signage.
South Salt Lake, Salt Lake City, Millcreek, Salt Lake County, and WFRC
Short- to mid-term
Trail wayfi nding and signage elements
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Access FUNDAMENTAL NAVIGATION Enhanced Navigation Interpretive
BIGDRY
CREEKTRAIL
-
-
-
Rectangular shape
Standard symbols
Standard color
Three destinations
maximum, 2” text
minimum, standard
font and case
Arrow shape, order
and location
consistent
The Indianapolis Cultural Trail is very well defined an marked in a variety of ways that include pavement paint, art,
and consistent application of the trail logo.
ACCESS
Access signage may vary from a simple confirmation sign stating
the name of the route to a kiosk that has route name, map panel,
and additional destination information
ENHANCED NAVIGATION
Enhanced navigational elements provide additional
wayfinding information to trail users. They tend to vary in
content and formatting. They include pavement markings
such as trail logos or shared lane markings. Mile markers
and street/trail signs are also considered under enhanced
navigation.
FUNDAMENTAL NAVIGATION
Fundamental navigation signage can vary from decision
signs to turn signs to confirmation signs. These signs clarify
potentially ambiguous routes, a change in direction of a
route, or indicate the direction of a destination.
INTERPRETIVE
Interpretive signs illuminate the power of
place with content that informs, educates, and
entertains the public. More than just dates
and fact, interpretive panels inspire a feeling
of stewardship in site visitors, strengthening
awareness of cultural and natural resources.
Circulation Study 2020 28
WAYFINDING AND SIGNAGE PROGRAMS & POLICIES
Wayfinding & Signage
LOCAL LINK |CIRCULATION STUDY
CASE STUDIES
WalkYourCity.org - helps encorage
community walkability by connecting
people to city neighborhoods through
signs created and installed by community
members. It includes web-based
campaign management and data
collection that can provide maps and
directions for peoples smart phones.
Citizens, community development groups
and real estate companies are using
the program’s sign builder to design
and install campaigns that embrace
walkability on their communities.
Ledgible London - is a pedestrian focused
wayfinding effort that tries to coordinate
signage across multiple neighborhoods
in London. Prior to these efforts, an
inventory of pedestrian signage in the
city center identified 32 separate sign
systems. The myriad of sign types lacked
the consistency and confused citizens
and visitors. Since 2005 the campaign’s
ongoing effort boasts over 500 signs as
well as digital maps and smartphone apps
that aid pedestrian navigation.
Walk Your City and other focused
wayfinding efforts like Legible London
demonstrate the way clear signage
and citizen engagement can promote
more active transportation choices,
making communities healthier, safer, and
more vibrant. Ideas present in signage
campaigns like these are good case
studies and examples and elements
of them can be adopted within a
comprehensive signage and wayfinding
effort for the Local Link study area.
WAYFINDING PRINCIPLES
tUnderstand where they are with respect to other key locations
tOrient themselves in an appropriate direction with little misunderstanding or stress
tDiscover new places and services
CONNECT PLACES
Wayfinding enables both residents and visitors to travel between destinations and to discover
new ones. Wayfinding connects neighborhoods and provides navigational assistance to both
local and regional destinations. Effective wayfinding is an extension to the bicycling and walking
network and provides a seamless travel experience for non-motorized users.
PROMOTE ACTIVE TRAVEL
A wayfinding network should encourage increased rates of active transportation by creating a
clear and attractive system that is easy to understand. The presence of wayfinding signs should
help to communicate that walking and bicycling to many destinations is possible. Wayfinding
helps overcome physical barriers that discourage the use of active transportation modes of travel.
MAINTAIN MOTION
Bicycling and walking require physical effort. Frequent stopping and starting to check for
directions may lead to frustration and discourage use. Consistent, clear, and visible wayfinding
elements allow people walking and bicycling to navigate while maintaining their state of motion.
The wayfinding information needs to be presented in a manner that is quick to read and easy to
comprehend.
BE PREDICTABLE
Effective wayfinding networks are predictable. When information is predictable, patterns emerge
and users rely on the network. Predictability also helps user to understand new situations
quickly, whether it be navigating a new intersection or traveling to a destination for the first time.
Predictability should relate to all aspects of wayfinding placement and design.
KEEP IT SIMPLE
For a wayfinding network to be effective, information needs to be presented clearly and logically.
The presentation of information needs to be balanced; too much information can be difficult to
understand; too little and decision-making becomes impossible. To be successful, wayfinding
information must be provided in advance of major changes in the path of travel and confirmed
when the maneuver is complete.
The Spanish city of Pontevedra implemented a drastic policy to promote pedestrian activity by
closing the city center to vehicular traffic. The clear pedestrian signage campaign adopts colors,
symbols and styles frequently seen in rail and bus wayfinding.
Identifying key locations within the Local Link study area then analyzing distances and routes
between locations is the first step in creating a comprehensive wayfinding effort. Clear signage
adapted for different users including bicyclists and pedestrians is crucial to activating streets across
the study area and creating connection throughout neighborhoods and cities.
Circulation Study 2020 29
Bicycle Parking
Sugar House Business District
Bicycle parking is an important component of the bicycle network. This study
recommends that the cities incorporate the Association of Bicycle and Pedestrian
Professionals’ Bicycle Parking Guidelines into its development codes, making sure
to specify proper rack placement and design.
RACK STYLES
When properly designed and installed, these rack styles typically
meet all performance criteria and are appropriate for use in nearly any
application.
INVERTED U POST & RING CORRAL
RACK PLACEMENT
The following minimum spacing requirements apply to common bike rack
installations, such as the inverted-U. Recommended clearances are given first,
with minimums provided in parentheses. Note that the typical bicycle footprint is
approximately 6’ x 2’, but some bikes may extend to 10’ or longer.
SHORT TERM BICYCLE PARKING
Short term bicycle parking should be 1) close to the users’ destination
and 2) easy to use. It should be designed for people visiting businesses
and community activity centers, trips typically lasting around 2 hours.
In order to optimize use, short term bicycle parking should be easy to
find and easy to use.
• Racks should be less than 50’ from the entrance it serves.
• Adequate lighting should be provided if the location is likely see
use outside of daylight hours.
• Racks should be sturdy and well-anchored.
• Racks should be located in a highly visible location, and ideally
visible from within the destination.
LONG TERM BICYCLE PARKING
Long term bicycle parking is designed for users that may need to
leave their bikes unattended for longer than 2 hours, such as transit
users, employees, and residents. These racks should value security and
weather over convenience and can be provided in a variety of forms,
such as a room within an office or apartment, a locked area within a
parking garage, or bike lockers at a transit stop.
• Racks should provide a secure and protected location for long
term users to park their bicycles.
• Access to parked bicycles should be limited to the group of users
that will be using the long term parking through user-supplied
locks, keys, smart cards, and other technologies.
• Racks should accommodate a variety of bicycles and
accessories, including recumbents, trailers, and children’s bikes.
SHORT TERM RACK STYLES
LONG TERM RACK STYLES
STAGGERED WHEEL-
WELL-SECURE
VERTICAL
Crosswalk
Crosswalk
When installing sidewalk racks, maintain
the pedestrian through zone. Racks should
be placed in line with existing sidewalk
obstructions to maintain a clear line of
travel for all sidewalk users.Sidewalk racks adjacent
to on-street auto
parking should be placed
between parking stalls
to avoid conflicts with
opening car doors.
96”
(72” min)
96”
(72” min)
60”
(48” min)
60”72”48”
120” recommended
48” (36” min)
48” (36” min)
16’ min
96” recommended
24” (36” preferred when adjacent to auto parking)
24” min
36”
(24”min)
36”
36”
(24” min)
The following minimum spacing requirements apply to
some common installations of fixtures like inverted-U or
post-and-ring racks that park one bicycle roughly centered
on each side of the rack. Recommended clearances
are given first, with minimums in parentheses where
appropriate. In areas with tight clearances, consider
wheelwell-secure racks (page 6), which can be placed
closer to walls and constrain the bicycle footprint more
reliably than inverted-U and post-and-ring racks.
The footprint of a typical bicycle is approximately 6’ x 2’.
Cargo bikes and bikes with trailers can extend to 10’
or longer.
Source:Essentials of Bike Parking: Selecting and installing bicycle parking that works. Association of Pedes-
trian and Bicycle Professionals, 2015.
Corral
CORRAL
Two points of
ground contact
Can be installed in
series on rails to
create free standing
bicycle parking in
variable quantities.
One point of ground
contact
Less likely to
have bikes parked
perpendicular.
Easy to convert
from unused
parking meters
Work well in areas
that have limited
sidewalk space
Use on-street areas
that are unsuitable
for car parking
One parking space
can fit 8-12 bicycles
Used for high density
indoor parking
Includes lift assist for
upper-tier parking
Can create safety
concern
Used for high density
indoor parking
Not accessible to all
types of bikes
Can create safety
concern
TWO-TIER
Variation of
wheelwell-secure
rack
Fits more parking in
constrained spaces
Can reduce usability
Existing Conditions:
Program Extent:
Project Alignment:
Guiding Principles:
Planning Integration:
Collaborations and
Partnerships:
Implementation
Phasing:
Sugar House Business District
Safety, Sustainability, Choice, Connectivity, Health
This recommendation supports the safety,
equity, choice, health, and collaboration guiding
principles.
Salt Lake City, Utah Transit Authority, and WFRC.
Short- to mid-term
Circulation Study 2020 30
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500
Feet
2100 SOUTH
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SUGARMONT DR
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Sugar House Business District
Bike Parking Analysis
Existing bike rack
0.25
Miles
¯
Areas underserved by
bike parking
Existing Shared Use Path
Proposed Bike Lane
Proposed Neighborhood
Byway
WHERE ARE RACKS NEEDED IN SUGAR HOUSE?
Short-term bicycle parking is needed near many of the
businesses and community activity centers in the Sugar House
business District, including:
• The new apartment complex on Sugarmont Dr and
McClelland St
• In the Sugar House Commons Development
• Within Fairmont Park and at the Fairmont Aquatic Center
• Near the Olive Garden and Sugar House Shopping Center
• At the Premier Plaza
Long-term bicycle parking is needed in all apartment buildings,
near transit centers, and near major employment centers, such
as the Sugar House Plaza.
Photo 1: Existing inverted U rack near SLC Med Spa, Sport Clips, and Paw Paw.
Photo 2: Existing inverted U rack near bus stop on 2100 South.
Circulation Study 2020 31
Trail Oriented Development
Local Link Study Area
Existing Conditions:
Program Extent:
Land Use:
Project Alignment:
Guiding Principles:
Planning Integration:
Program Description:
Collaborations and
Partnerships:
Implementation Phasing:
Primarily along urban or urbanizing areas
of established trails such as Parley’s and the
McClelland Trail.
Mixed use, commercial, residential
Safety, Sustainability, Choice, Connectivity,
Health, Collaboration
This form of development is compatible with
the development patterns and proposed
urban forms espoused in the Sugar House,
South Salt Lake Downtown, and Millcreek City
Center master plans.
Trail oriented development is an evolution
of urban development from auto-centeric
to people-friendly design. Similar to transit
oriented development, trail oriented
development leverages infrastructure that
supports active ways of getting around in
urbanized areas.
Trail oriented development creates a safe
and inviting environment for pedestrians
and cyclists around active transportation
paths connecting key destinations to activate
districts and increase sense of place.
Furthermore, trails add economic
development value. The value of properties
within a block of the Indianapolis Cultural
Trail have soared nearly 150 percent since the
trail’s opening in 2008. In both Salt Lake City
and San Francisco, the replacement of some
street parking with protected bike lanes along
specific corridors resulted in higher retail sales
in those areas. (Source: ULI)
PRATT, Salt Lake City, South Salt Lake,
Millcreek City, private developers and
property owners
Mid-term to long-term; can and should
happen as redevelopment occurs along these
routes.
ACTIVE FRONTAGES
SIGNAGE
& WAYFINDING
SITE AMENITIES
& MATERIALS
LANDSCAPE BUFFERS
TRAILLANDSCAPE
BUFFER
STORE FRONT CIRCULATIONBUILDING BUFFER PARKING
Circulation Study 2020 32
Trail Oriented Development
Local Link Study Area
ACTIVE FRONTAGE AND ACCESS - Buildings should provide direct access from the trail and
provide pedestrian-scale, high-quality frontages that provide a “front door” experience to
adjacent development. Active uses such as patios or outdoor dining should be oriented
towards the trail
APPROPRIATE LANDSCAPING AND BUFFERS - Landscaping along the trail should meet
CPTED (Crime Prevention Through Environmnetal Design) principles while helping to
shade the trail, reduce urban heat island effects, sepparate trail from adjacent uses, and
provide opportunites to manage stormwater runoff.
SITE AMENITIES & MATERIAL CONSISTENCY - Adjacent development should include
supporting site furnishings like benches, trash receptacles, bike parking and repair stands.
Urban design of adjacent exterior spaces should include high quality materials and
amenities that contribute to a rich pedestrian environment.
WAYFINDING & SIGNAGE - Path material should have consistency to aid in wayfinding
and placemaking. SIgnage typograpghy, colors and visual style should be consistant
throughout the trail. Traffic crossing becons at intersections, protective bollards and
landscape buffers should work together to provide pedestrian safety and encourage trail
use for a variety of users.
Circulation Study 2020 33
Coordinated Traffic Calming
Strategy
FUNCTIONAL REQUIREMENTS
All traffic calming operates on the principle of deflecting the direction of motor
vehicles and interfering with the ability to travel a straight, level path. Vertical
deflection such as speed humps, maintains a vehicles straight path, but requires
a brief elevation change. Horizontal shifts, such as chicanes, require vehicles to
travel a meandering path and narrow the visual field to reduce travel speeds.
WHY TRAFFIC CALMING MATTERS
The speed and frequency with which bicyclists and pedestrians are passed
directly impact their sense of comfort and safety. Slower vehicular speeds reduce
the likelihood of collisions by improving motorists’ ability to see and react to
pedestrians and cyclists and minimize conflicts at driveways and other turning
locations. Slower speeds also reduce the severity of injury and property damage
when collisions do occur.
A well-designed traffic calming program results in individual corridors or
a network of streets that feel safe, promote active travel, and enhance
neighborhoods’ sense of place and livability.
APPLICATION
Successful traffic calming programs consider both flexibility and structure, striking
a balance between analytical decision making and deploying solutions quickly.
Salt Lake City, South Salt Lake, Millcreek, and Holladay should seek to implement
traffic calming programs that are consistent across jurisdictional boundaries but
easily adaptable to the local context. To guide the implementation process, each
city should define and develop a data-driven priority rating system that scores
streets and districts based on identified prioritization factors, such as:
• Traffic volumes and speeds
• The presence of existing or planned neighborhood byways
• Crash statistics
• Sidewalk availability
• Residential density
• Latent demand for walking and biking
• Equity
It is important to note that Salt Lake City is currently developing a traffic calming
prioritization program; lessons learned from this effort can be shared and adapted
to each city’s unique context to promote consistency in the region.
WHAT IS TRAFFIC CALMING?
Traffic calming involves physical measures to reduce motor vehicle speeds and/
or cut-through traffic volumes in the interest of promoting street safety and
livability. Education and enforcement strategies can also be used in addition to
engineered infrastructure, although engineering strategies are often found to be
most effective in influencing slower speeds and desired volumes.
HORIZONTAL DEFLECTION
VERTICAL DEFLECTION
Curb Extensions are extended
sidewalk or landscaped areas on one
or both sides of the road to reduce
the roadway width. By reducing
crossing distances, curb extensions
also facilitate easier and safer
pedestrian movement.
Chicanes are raised curbs that create
a horizontal shifting of the travel
lanes along a road. The shifting lanes
reduce speeds by eliminating long
stretches of straight roadway where
motorists can pick up speed.
Mini Traffic Circles are a type of
horizontal traffic calming that can be
used at minor street intersections to
reduce conflict potential and severity
at intersections and to reduce traffic
speeds along a street.
Raised Intersections can eliminate
grade changes from the pedestrian
path and give pedestrians greater
prominence as they cross the street.
Speed Humps are raised areas,
typically 3-4” high, in the roadway
pavement surface extending across
the roadway. Speed humps can be
round or flat-topped.
TRAFFIC
CALMING
EDUCATION
ENFORCEMENT ENGINEERING
Existing Conditions:
Program Extent:
Project Alignment:
Guiding Principles:
Planning Integration:
Collaborations and
Partnerships:
Implementation
Phasing:
Applicable to local streets within and around the
Sugar House Business District
Safety, Sustainability, Choice, Connectivity, Health
Collaboration
Salt Lake City is currently exploring development
of a city-wide traffic calming program. This
recommendation seeks to provide a framework to
support neighboring jurisdictions near the Sugar
House Business District to develop their own
traffic calming strategies to provide a consistent
approach across jurisdictional boundaries.
Salt Lake City, South Salt Lake, Millcreek
Short- to mid-term
3300 SOUTH
2100 SOUTH
I-80
13
0
0
E
A
S
T
Millcreek
City Center
Brickyard
90
0
E
A
S
T
llcr
Sugar House
Business District
H
I
G
H
L
A
N
D
D
R
2700 SOUTH
70
0
E
A
S
T
Existing Pain Points / Traffic
Calming Recommendations
0.5
Miles ¯
Corridors that could
benefit from traffic
calming strategies
ST
A
T
E
S
T
R
E
E
T
Circulation Study 2020 34
Micromobility Infrastructure
and Mobility Hubs
Various Locations
Transportation is undergoing a rapid evolution in Salt Lake County. Technology-
enabled services have expanded the suite of options available for getting from
point A to B. Urban transportation systems now need to reflect:
ON-DEMAND SERVICES
• In addition to biking, walking, driving, and taking transit, many people
have access to on-demand services from private companies (taxis, Uber,
Lyft), scooter share, bike share, car-sharing, and micro-transit shuttles.
ROLE OF PRIVATE SECTOR
• New business models have increased the role of the private sector in
transportation and changed the nature of services operating in the
public right-of-way.
TRIP PLANNING
• Trip-planning services are changing the way people make decisions
about routes, mode, and cost to travel.
ELECTRIC VEHICLES
• Global trends toward electric vehicles, combined with the locally-
adopted goals for reduced greenhouse gas emissions, has increased
demand for electric charging options as part of public infrastructure.
E-COMMERCE
• E-commerce is reducing personal trips to retail stores and restaurants
and increasing the volume of urban delivery and courier trips occurring.
CURB SPACE DEMAND
• There is increasing demand for curb space for transit services, ride-
share, pick-up and drop off, walkways, bikeways, and freight delivery.
As a result, cities and transit agencies around the country are identifying new
ways to connect the expanded suite of mobility options to one another and to
manage use of the right-of-way. By creating a physical platform for integrating
public and private, shared and individual, transportation services, mobility hubs
offer one such strategy.
Micro-
transit pick
up & drop
off area
Carshare
parking
and
access
points
Long
term bike
parking
Safe
bicycle and
pedestrian
crossings
Real time
transit
information
& other
shared mode
information
Short
term bike
parking
Prioritized
bike and
micro-
mobility
access
Transit
ticket and
integrated
payment
kiosks
Bikeshare &
scootershare
parking
Electric
vehicle
charging
Prioritized
walkways
Freight
loading/
unloading
area
Bus,
shuttle, or
light rail
stop
Community
space
Retail Activated
furnishing
zone with
appropriate
support
infrastructure
TRANSIT AND TRIP-MAKING SERVICES
PARKING AND CHARGING SERVICES
PRIORITY ACCESS AMENITIES
MOBILITY HUB ELEMENTS
In practice, mobility hubs are the sum of their parts. The services and amenities
commonly considered in mobility hub planning include the following:
WHY MOBILITY HUBS MATTER
Current trends related to new and emerging transportation technology, suggest
that the site programming and available amenities of a mobility hub can aid the
City in:
MAKING TRAVEL CHOICES BETTER FOR EVERYONE
EXPANDING COVERAGE OF TRANSPORTATION SERVICES
MANAGING PRIVATE MOBILITY SERVICES
The S-Line Streetcar is part of Salt Lake City’s Frequent Transit Network (FTN) for
those traveling to or from the Sugar House Business District.
Program Extent:
Project Alignment:
Guiding Principles:
Planning Integration:
Collaborations and
Partnerships:
Implementation
Phasing:
Neighborhood centers and near high ridership
transit routes
Choice, Connectivity, Collaboration
This recommendation supports the equity, choice,
health, and connectivity guiding principles.
Salt Lake City, South Salt Lake, Millcreek, Salt Lake
County, Utah Transit Authority, WFRC, and the Salt
Lake City Redevelopment Agency.
Mid- to long-term
Circulation Study 2020 35
Recommended May be included
LARGE
HUB
SMALL
HUB
MICRO
HUB
Bus and/or shuttle stop
Fixed guideway transit stop (BRT or LRT)
Transit ticket kiosks
Seating
Shelter/Shade Structure
Indoor waiting area
Bikeshare and scootershare parking
Short term bike parking
Long term bike parking
Personal vehicle parking*
Carshare
Electric vehicle charging*
TNC pick-up/drop-off
Wayfinding
Real-time information
Wifi hub*
Water fountains
Restrooms*
Sidewalks
Safe pedestrian crossings
Dedicated bike infrastructure
Active public space*
Convenience retail**
0.35
Miles ¯
Potential Mobility Hub Locations
Small Hub
LargeHub
0.5
Miles
¯
Micro Hub
SSL Creative Industries
2100 SOUTH
H
I
G
H
L
A
N
D
D
R
I
V
E
90
0
E
A
S
T
70
0
E
A
S
T
2700 SOUTH
ST
A
T
E
S
T
R
E
E
T
3300 SOUTH
13
0
0
E
A
S
T
1700 SOUTH
I-80
I-15
Lightrail
Bus
Millcreek City Center
Brickyard
South Salt Lake Downtown
Sugar House Business District
Sugar House
Business District
Millcreek City
Center
Brickyard
SSL Creative
Industries
South Salt Lake
Downtown
* May require coordination with adjacent private development
** Convenience retail could include uses such as gyms/showers, convenience day
care, package delivery, etc.
EXHIBIT 2: Local Link Transit Alternative Analysis
ALTERNATIVES
ANALYSIS
LOCAL
LINK
March 2022
Acknowledgments Led by:
Salt Lake City
In cooperation with:
Holladay City
Millcreek
City of South Salt Lake
Salt Lake County
Prepared by:
AECOM
Jacobs
Alta Planning + Design
Horrocks Engineers
Local Link Alternatives Analysis i
Executive Summary
1. Introduction
2. Project Priorities
3. Existing Conditions
4. Alternatives Development
and Screening
5. Locally Preferred Alternative
6. Public Involvement
7. Next Steps
Appendix A
1
3
6
7
10
15
17
20
23
Local Link Alternatives Analysis ii
Executive Summary
Local Link Alternatives Analysis 1
Salt Lake City—in partnership with the City of South Salt Lake, Millcreek, Holladay City,
Salt Lake County, and in consultation with Utah Transit Authority (UTA)—conducted a
transit study to analyze transportation options between Sugar House and Millcreek with
an extension into Holladay. The connections explored include routes along 1300 East
or Highland Drive, using enhanced bus, bus rapid transit (BRT), light rail, or streetcar
transit options.
The study identified goals, needs, and existing conditions; developed and compared
a range of transit modes and two routes by several screening criteria; and identified a
locally preferred alignment and mode as well as next steps.
PROJECT PRIORITIES
Stakeholder meetings and brainstorming sessions were held at the beginning of the
project to identify area needs and project priorities. Based on these meetings, several
key needs and priorities emerged as a guide for the study, including reasonability,
sustainability, choice, movement, connectivity, accessibility, adaptability, and safety.
EXISTING CONDITIONS
Current conditions were identified in the study area for each alignment including
the existing roadway configuration, population and job projections, parcel density,
land use types, key destinations, multimodal transportation networks, and safety
issues. These conditions built a basis of understanding of the corridor conditions and
needs, and laid the foundation for the development of alternatives and the screening
process.
ALTERNATIVES DEVELOPMENT AND SCREENING
Based on the cities' goals, existing conditions, and needs, potential transit modes and
routes were compared based on cost, projected ridership, engineering feasibility, right-
of-way, and carbon emissions. These criteria were analyzed for each alignment (1300
East and Highland Drive) and for each mode, including light rail, BRT, streetcar, and
enhanced bus.
LOCALLY PREFERRED ALTERNATIVE
Based on the evaluation conducted through the existing conditions analysis,
alternatives screening, and stakeholder and community feedback, the locally preferred
alternative was identified as Highland Drive with enhanced bus and a long-term
transition to streetcar (Figure 1). Enhanced bus could include bus electrification and
FIGURE 1. LOCALLY PREFERRED ALTERNATIVE
HOLLADAY
MILLCREEK
SALT LAKE CITY
MURRAY
SUGAR
HOUSE
2700 S.
3300 S.
3900 S.
4500 S.
70
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.
St
a
t
e
S
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.
23
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.
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Legend
Preferred Alignment
Highland Drive
Enhanced Bus
Stations
Signalized Intersections
with Potential for TSP
Future Extension
The locally preferred alternative was
identified as Highland Drive with
enhanced bus and a long-term
transition to streetcar. Enhanced
bus will allow streetscape and transit
improvements to begin, including
increased transit frequency, and
enhanced stops that begin to
make room for expanded streetcar
stations, and transit signal priority.
Executive Summary Local Link Alternatives Analysis 2
will allow streetscape and transit improvements to begin, including
increased transit frequency, and enhanced stops that begin to make
room for expanded streetcar stations, and transit signal priority
which uses signals to improve transit service travel speed and
consistency.
PUBLIC INVOLVEMENT
Public involvement was completed in two phases—the first during
existing conditions analysis to understand issues and needs and the
second during the evaluation to gain an understanding of transit
mode preference. The second round of engagement was re-opened
based on community desire for more input and conversation. An
in-person engagement event occurred at Yappy Hour, and much
more feedback was submitted during this extended period of
engagement. Each phase included online surveys and interactive
mapping, and overall engaged nearly 2,000 community members.
After both rounds of feedback, the public preferred the streetcar
mode on Highland Drive.
NEXT STEPS
Although the streetcar is the long-term planned mode for Highland
Drive, transit improvements are needed quickly to mitigate increased
traffic and increased transit demand, and therefore enhanced bus
was identified as a short-term solution. The streetcar alternative is
more expensive and will require securing additional funding through
a cost competitiveness process. Once funding is identified there will
be a more extensive design process to implement.
This analysis results in a transit service that is different than what
is currently on the Regional Transportation Plan (RTP). If the service
requires enough capital investment that would increase eligibility for
federal funds, a revision to the WFRC RTP would be needed. UTA will
determine if an environmental study is needed for enhanced bus,
and will determine the level of environmental document if one is
needed. After this, funding for capital, operations, and maintenance
costs will need to be identified for this project, and the environmental
study and preliminary engineering can begin. These steps will lay
the foundation for final design and construction and operation to
follow. A key aspect of all these future phases will be a continuation
of the public outreach that began during this study and will continue
through construction.
This process will repeat for the next phase of improvements to im-
plement the streetcar alternative.
Introduction1
Local Link Alternatives Analysis 3
Salt Lake City—in partnership with the City of South Salt Lake, Millcreek,
Holladay City, Salt Lake County, and in consultation with Utah Transit
Authority (UTA)—conducted an Alternatives Analysis through the
Local Link project, from June 2020 to December 2021 to learn how
the community travels in and around the study area shown in
Figure 2. This alternatives analysis follows the 2020 circulation study
developed at the beginning of the Local Link project, which outlined
how people travel in and around the Sugar House Business District.
The 2020 circulation study evaluated opportunities to better
accommodate transportation options such as walking, bicycling,
transit, and automobile, and identified the gaps and barriers that
make it challenging for the community to efficiently travel through
and around the study area. The analysis revealed several corridors
and spots in need of capital investment. These range from new
trail alignments, to the addition of bicycle lanes in gap areas, to
improved intersections for pedestrians and people on bicycles, to
the creation of complete streets. The Local Link Circulation Study
2020 goes further into detail on the final program and policy
recommendations. This information, as well as the Sugar House
Streetcar Phase 2 project which recommended an extension to
the north from the existing S-Line Alternatives Analysis on 1100 East,
guided portions of this alternatives analysis especially with regard to
bicycle, pedestrian, and transit connections in Sugar House.
This transit alternatives analysis goes a step beyond the circulation
study, specifically analyzing transit and how the surrounding
communities can effectively incorporate various modes of public
transportation—such as streetcar, light rail, BRT, and enhanced
bus—from the Sugar House Business District through Millcreek and
into Holladay. The process for the alternatives analysis is shown in
Figure 3, and includes defining project needs and goals, developing
alternatives, evaluating and comparing alternatives, and identifying
a preferred alternative. After this, funding will need to be identified for
this project, which will lay the foundation for the environmental study
and preliminary engineering.
FIGURE 2. STUDY AREA
WHAT IS LOCAL LINK?
Salt Lake City, South Salt Lake, Millcreek, and Holladay City teamed
up on Local Link to learn how you travel in and around your
community in order to develop innovative, multimodal options for
more convenient, connected trips.
The cities conducted a circulation study, which wrapped up in
October 2020, that analyzed biking and walking connections into
the Sugar House Business District. This alternatives analysis then
analyzed transit options between Sugar House and Millcreek, with
an extension into Holladay.
While these studies are providing a fresh look at transportation
options, the Local Link effort is also building on a foundation
of previous studies and proposed plans, including the 2013
Circulation and Streetscape Amenities Plan for the Sugar House
Business District. The 2013 plan, as well as the Phase 2 locally
preferred alternative, is still valid, except where it conflicts with this
one, in which case this most recent plan takes precedence.
Introduction Local Link Alternatives Analysis 4
The goal of the alternatives analysis is to
assess transit options between Sugar House
and Millcreek with an extension into Holladay
and improve north-south connections, and
determine if additional and or improved
transit could be supported in the study area.
The transportation network that connects
these communities will be safe, inviting,
sustainable, and provide comfortable travel
choices for everyone. It promotes a
connected network between local
neighborhoods and regional centers in South
Salt Lake, Millcreek, and Holladay to the Sugar
House Business District. Active and public
transportation connections to schools,
neighborhood centers, parks, and other public attractions are prioritized.
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FIGURE 3. ALTERNATIVES ANALYSIS PROCESS
HOLLADAY
MILLCREEK
SALT LAKE CITY
MURRAY
SUGAR
HOUSE
2700 S.
3300 S.
3900 S.
4500 S.
70
0
E
.
St
a
t
e
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t
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23
0
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.
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Murray Hollada
y
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Local Link Alignments
1300 East Alignment
Highland Dr Alignment
1300 East Potential Future Extension
Highland Potential Future Extension
FIGURE 4. STUDY CORRIDOR OPTIONS
Alternative
Description
Justification for
Elimination
1300 East: From Wilm-
ington Avenue in Sugar
House over I-80 to Mur-
ray Holladay Road.
Removed due to the poten-
tial constraints of crossing
UDOT’s I-80/1300 East over-
pass.
Terminus along 1300 East
would be outside of the core
Sugar House Business District
and future planned transit
connections from Sugar
House to downtown.
A loop on Highland Drive
to the north and turning
around at 2100 South to
go south on 1300 East.
Removed due to likely transit
user confusion and potential
out-of-direction travel with
‘loop’ routing.
Switching over from
Highland Drive on the
south, to 1300 East in the
middle via 3900 South
and back over to High-
land Drive at 2700 South.
Removed due to likely transit
user confusion and antici-
pated additional travel time
with the out-of-direction
travel between Highland
Drive and 1300 East.
Only using Highland
Drive, and adding a stop
to the west at St. Mark's
Hospital off 3900 South.
Removed due to anticipated
additional travel time and
out-of-direction routing to
accommodate a new stop at
St. Mark’s Hospital.
The alternatives analysis study area
includes the Highland Drive and
1300 East corridors from Murray
Holladay Road on the south to 2100
South on the north, as well as the
potential extension area to the
south along Murray Holladay Road
to 2300 East. It also includes an area
slightly beyond the project termini
to include multimodal connectivity
considerations and nearby
destinations. Prior to narrowing
down to the two corridors,
several additional options were
explored and eliminated due to
various feasibility and operational
limitations. Table 1 shows more
information about these alternatives,
and why they were not selected.
A map illustrating the eliminated
alternatives located in Appendix A.
The modes considered for the study
include enhanced bus, streetcar, BRT,
and light rail. Figure 5 on the next
page provides a brief overview
and potential implications of each
mode.
STUDY AREA, CORRIDORS, AND MODE OPTIONS
TABLE 1. ELIMINATED ALTERNATIVES
Introduction Local Link Alternatives Analysis 5
ENHANCED BUS
This option runs more
frequently than the existing bus
line, but with a limited number
of stops. It is not separated
from traffic, but can have
some premium enhancements
including transit signal priority
and other speed and reliability
improvements.
STREETCAR
The streetcar option uses rail
transit vehicles designed for
locally focused transportation
on a city street. The vehicles
are powered by electricity, and
the rail vehicles can share a
lane with other vehicles.
BUS RAPID TRANSIT
This is a bus-based option
with a dedicated travel lane,
separate from vehicles, and
includes transit signal priority,
level boarding, and enhanced
stops and stations.
LIGHT RAIL
Light rail is the most intensive
transit option, as it includes
a full passenger train, and
requires its own tracks and
separation from vehicle
traffic. It also includes larger
stations and traffic signal
enhancements.
FIGURE 5. TRANSIT MODE OPTIONSSTEERING AND STAKEHOLDER COMMITTEES
Guiding the study, in addition to the project team, were
the steering and stakeholder committees. The steering
committee met monthly and was made up of representatives
from project partners to provide feedback on alternatives and
share insight from their respective parties in order to make
decisions. Steering committee members received content to
share with their networks and communicated their needs and
concerns back to the project team to help make decisions.
Agencies involved in the steering committee included:
• Salt Lake City (Engineering and Transportation
Divisions)
• Holladay City
• City of South Salt Lake
• Millcreek
• UTA
• Utah Department of Transportation (UDOT)
• Wasatch Front Regional Council (WFRC)
The stakeholder committee met bi-monthly and was
made up of representatives from additional organizations
and interests throughout the community. The Local Link
project team worked closely with the committee to provide
content and updates to share with their organizations and
communications channels to reach more people and gain
additional feedback from the public.
Groups represented in the stakeholder committee included:
• Sugar House Community Council
• Sugar House Business Developers
• Millcreek Business Developers
• Local Business Owners
• St. Mark’s Hospital
• East Millcreek Community Council
• Millcreek Community Council
• Canyon Rim Citizens Association
• Granite School District
• Holladay Developers
• PRATT
• University of Utah
• Bike Utah
• Move Utah
• Westminster College
• Salt Lake School District
• SLC Business Ombudsman
Project Priorities2
Local Link Alternatives Analysis 6
Early during the alternatives analysis, the project team met with Salt
Lake City, South Salt Lake, Millcreek, Holladay City, UTA, and Salt Lake
County through steering and stakeholder committees to identify
project priorities in mid-2020. The meetings included brainstorming
sessions, where participants were encouraged to share their
priorities and needs for the area through this project.
Based on these meetings, several key needs and priorities emerged.
These included site- and corridor-specific needs at intersections
or roadways, but also global needs throughout the study area. The
following were identified as the main priorities:
Reasonability:Affordable and feasible to construct
Sustainability:
Choice:
Movement:
Connectivity:
Accessibility:
Adaptability:
Safety:
Prevents emissions and helps improve
air quality
Options for bikers, walkers, transit riders,
and drivers
Relieve traffic congestion and keep people
moving
Connect residents to work, errands, and
leisure across city boundaries
Create equitable and affordable mobility
options for all users
Prepare for a growing population, land use
changes, and future activity nodes
Create a safe way to travel for all modes of
transportation
The priorities guided the first round of public survey questions and
development of screening criteria as the project progressed.
Existing Conditions3
Local Link Alternatives Analysis 7
1300 East and Highland Drive were identified as important corridors for
connecting the Sugar House, Millcreek, and Holladay communities and
play a key role in connecting people to regional destinations (Figure 6).
This study analyzed both corridors and potential transit enhancements
to identify the best strategy for improving connectivity and accessibility
through sustainable transportation options for all users in the future.
Both the 1300 East and Highland Drive corridors are near the Sugar House
Business District, Brickyard, and the developing mixed-use Millcreek City
Center. They are also densely populated (and still growing) with household
projections increasing throughout the study area and more jobs projected
in the Sugar House Business District area.
The corridors have a mix of commercial and residential properties. 1300
East has higher percentages of residential properties, whereas Highland
Drive has higher percentages of commercial properties compared to other
uses. Differences in land use, as well as the roadway widths differ on the
1300 East and Highland Drive corridors before they converge in the north. As
these study corridors converge and then pass I-80, the parcel density and
building heights increase significantly.
To the south of the Highland Drive intersection, the 1300 East cross-sections
vary but in general have one traffic lane in each direction, a two-way left
turn lane in the center, and shoulders that vary in width based on the right-
of-way width in a given section. 1300 East to the north of the Highland Drive
intersection was not considered for transit improvements due to freeway
interchange constraints, grade issues, and high levels of existing congestion.
Highland Drive, the corridor with denser commercial uses and wider
roadway widths, is two lanes in each direction with a two-way left-turn lane.
(Note that Highland Drive was restriped with one lane in each direction and
a center turn lane between Richmond and 3300 South and between Ashton
Avenue and Wilmington Avenue part-way through the alternatives analysis
process, between 2020 and 2021.) This indicates that Highland Drive may
already be operating as a preferred street for drivers to travel through or to
access destinations, whereas 1300 East may be used most often by people
whose destination is accessed directly by 1300 East.
FIGURE 6. STUDY AREA
Alignments were focused on 1300 East
and Highland Drive in this area.
12%5%
Transit is already active along 1300 East and Highland Drive, with
high ridership stops found at most major intersections, including
2100 South, 3300 South, and 3900 South for both alignments. There
are parks and active transportation infrastructure adjacent to both
corridors, although 1300 East is better connected by bike lanes. Even
on the roads with bike lanes, these lanes are only comfortable for
more confident cyclists. The next two pages explore each corridor in
more detail.
Population growth
is projected in the
study area over the
next 10 years
Job growth is
projected in the
study area over
the next 10 years
Existing Conditions Local Link Alternatives Analysis 8
1300 EAST
1300 East currently has one travel lane in each direction, with a center turn lane and
shoulders and sidewalks on each side. The average roadway width is 55 feet in the
southern section of the corridor, between Highland Drive and 3300 South.
Recent growth in the Sugar House Business District and mixed-use developments
along 1300 East are establishing a trend of high-density development for this corridor.
Likely due to the predominantly residential parcels on this corridor, building setbacks
and the overall scale of the street is smaller than what is seen along Highland Drive.
The 1300 East corridor sees slightly lower levels of retail and commercial businesses
compared to the alternative on Highland Drive, and best connects to public space and
amenities in the northern section of the study corridor. Transit serves the most people
at some of the larger intersections on 1300 East, primarily at the 3900 South and 2100
South intersections. 1300 East also crosses six equity focus areas, locations that may
include higher rates of transit riders, and includes areas with high percentages of low-
income, minority, or zero car households. The following key amenities are highlighted in
Figure 7.
21220213
S-Line
33
39
45
220
45
213
Highland Drive Alignment
Highland Drive Potential Future
Extension
Existing Transit Routes
Existing Bike Lanes
Equity Focus Areas
Planned Transit Projects
Planned Active Transportation
Projects
LEGEND
HOLLADAY
MILLCREEK
SALT LAKE CITY
SUGAR
HOUSE
2700 S.
3300 S.
3900 S.
4500 S.
70
0
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.
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23%
RESIDENTIAL
56%MULTI-FAMILY
BUILDINGS
4
FIGURE 7. 1300 EAST KEY FEATURES
HIGH RIDERSHIP BUS STOPS
EQUITY FOCUS AREAS THE BRICKYARD
SUGAR HOUSE BUSINESS
DISTRICT
COTTONWOOD MALL
REDEVELOPMENT
MILLCREEK CITY CENTER
MEDICAL FACILITY
PARK
RECREATION CENTER
SCHOOL
Existing Land Use Along 1300 East
Existing Conditions Local Link Alternatives Analysis 9
HIGHLAND DRIVE
Highland Drive currently has two lanes of traffic in each direction, with a center turn
lane and sidewalks on each side. (Note that this configuration on Highland Drive
changed to one lane in each direction and a center turn lane for a portion of the
corridor part-way through the alternatives analysis process.) The average roadway
width is 60 feet in the southern section of the corridor.
The Highland Drive corridor consists primarily of low- to medium-density development.
The corridor hosts primarily commercial properties, with large setbacks and parking lots.
After crossing 1300 East to the northern part of Highland Drive, the corridor narrows and
becomes more residential with buildings closer to the street and trees lining the curb.
This corridor supports significantly higher levels of retail and commercial business
adjacent to the roadway compared to 1300 East, and better access to public space
and amenities throughout the corridor. Transit serves the most people at the larger
intersections on Highland Drive, primarily at the Murray Holladay Road, 3900 South,
3300 South, and 2100 South intersections. Highland Drive also crosses four equity focus
areas (two less than 1300 East). The following key amenities are highlighted in Figure 8.
Existing Land Use Along Highland Drive
21220213
S-Line
33
39
45
220
45
213
Highland Drive Alignment
Highland Drive Potential Future
Extension
Existing Transit Routes
Existing Bike Lanes
Equity Focus Areas
Planned Transit Projects
Planned Active Transportation
Projects
LEGEND
213
HOLLADAY
MILLCREEK
SALT LAKE CITY
SUGAR
HOUSE
2700 S.
3300 S.
3900 S.
4500 S.
70
0
E
.
Sta
t
e
S
t
.
23
0
0
E
.
2100 S.
Murray Hollada
y
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57%
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8
FIGURE 8. HIGHLAND DRIVE KEY FEATURES
HIGH RIDERSHIP BUS STOPS
EQUITY FOCUS AREAS THE BRICKYARD
SUGAR HOUSE BUSINESS
DISTRICT
COTTONWOOD MALL
REDEVELOPMENT
MILLCREEK CITY CENTER
MEDICAL FACILITY
PARK
RECREATION CENTER
SCHOOL
Alternatives Development and Screening4
Local Link Alternatives Analysis 10
SCREENING PROCESS
To better understand the benefits and drawbacks associated with
improving transit on either 1300 East or Highland Drive, the alternative
roadways and each mode were evaluated with a consistent set
of criteria. The criteria included cost range, projected ridership,
engineering feasibility, right-of-way, and carbon emissions, and are
detailed below.
These criteria were analyzed for each alignment (1300 East and
Highland Drive) and for each mode. Four modes were considered
and evaluated: light rail, BRT, streetcar, and enhanced bus. Each
mode is described along with the benefits, drawbacks, and cost
of implementation. Some of the factors that change from mode
COST RANGE
Estimated range based on construction costs, including
transit construction, road widening where needed,
associated right-of-way, and operation costs.
ENGINEERING FEASIBILITY
Access (driveways), utilities, and compatibility with the
existing and planned transit system.
RIGHT-OF-WAY
Estimate of approximately how many properties would
likely need to be purchased in order to implement each
option.
PROJECTED RIDERSHIP
The study projected ridership for 2050 using the STOPS
model, which is the model the Federal Transit Adminis-
tration uses to evaluate and rate projects.
CARBON EMISSIONS
Comparison of carbon emissions savings over 25 years
for each option. Reduced air pollution is one component
in improving air quality along the Wasatch Front.
to mode include property acquisition needs, speed and frequency
of service, station enhancement opportunities, and opportunity for
additional enhancements in the future.
LIGHT RAIL
Light rail is the most intensive transit option, as it includes
a full passenger train, and requires its own tracks and
separation from vehicle traffic. It also includes larger
stations and traffic signal enhancements.
Limited stops help make this transit service more
frequent and faster than existing bus service
Enhanced stations
Requires purchase of the largest amount of
private property for stations and dedicated rail
lane
Dedicated lane for transit enhances service
Highest costSSS
Alternatives Development and Screening Local Link Alternatives Analysis 11
BUS RAPID TRANSIT (BRT)
This is a bus-based option with a dedicated travel lane
that is separate from vehicles, and includes transit
signal priority, level boarding, and enhanced stops and
stations.
Limited stops help make this transit service more
frequent and faster than existing bus service
Enhanced stations
Requires purchase of a moderate amount of
private property for stations and dedicated lane
Dedicated bus-only lane improves service
Moderate costSS
STREETCAR
The streetcar option uses rail transit vehicles designed
for locally focused transportation on a city street. The
vehicles are powered by overhead electricity, and the
rail vehicles can share a lane with other vehicles.
Limited stops help make this transit service more
frequent and faster than existing bus service
Powered by overhead electricity
Enhanced stations
Requires purchase of a small amount of private
property for stations
Sharing a lane with cars can slow service
Moderate costSS
Alternatives Development and Screening Local Link Alternatives Analysis 12
ENHANCED BUS
This option runs more frequently than existing bus
routes, but with a limited number of stops. It is not
separated from traffic, but can have some premium
enhancements including traffic signal priority and off-
board fare collection.
S
Limited stops help make this transit service more
frequent and faster than existing bus service
No purchase of private property
Enhancements can begin now, and expand to
more premium transit solutions in the future
Enhanced stations, with further enhancements
possible
Sharing a lane with cars can slow service
Lowest cost
All four of these modes were analyzed for both corridors against
each of the screening criteria to identify the benefits and drawbacks
for each alternative. An analysis of property impacts indicated that
most of the potential transit options would require more space than
is already available along 1300 East and Highland Drive. Figure 9
shows the estimated ranges for full property acquisitions needed
for each option. Highland Drive would see larger impacts across
the board compared to 1300 East, with light rail having the largest
impacts overall, followed by BRT. This is due to BRT and light rail
requiring road widening, which would require extensive right-of-
way impacts for long stretches of the roadway. The streetcar option
would have a low impact compared to these modes. Enhanced bus
would have no impacts, and this mode option fits within the existing
footprint, although some easements may be needed for bus stop
improvements such as shelters and benches. The impact from
streetcar comes from spot widening for larger stations. The BRT and
light rail impacts would include long stretches of widening along the
larger corridor in addition to the station and transit signal priority
needs.
Additional evaluation factors looked at how effectively the alternatives
would move people and transit riders by analyzing potential person
capacity per lane by mode and ridership projections. The analysis
demonstrated that light rail can move the most people, followed by
BRT and streetcar, as shown in Figure 10.
FIGURE 9. ESTIMATED PROPERTY IMPACTS
4-8
16-20
25-35
55-65
12-18
40-50
0
0
1300 East
Highland
Drive
1300 East
Highland
Drive
1300 East
Highland
Drive
1300 East
Highland
Drive
Streetcar
Enhanced
Bus
BRT
Light Rail
Autos Only
1300 East
Highland
Drive
25-35
55-65
*This graphic shows estimated ranges for full property acquisitions needed for each option. Additional
partial property acquisitions would be required for smaller impacts such as new sidewalks.
**The Autos Only scenario assumes widening the road to support increased traffic
**
Alternatives Development and Screening Local Link Alternatives Analysis 13
Ridership projections along the corridor echo the throughput ability
to some extent. Figure 11 shows that in 2050 light rail would bring in
the most riders on either 1300 East or Highland Drive, while streetcar
would serve the fewest on 1300 East, and enhanced bus would serve
the fewest on Highland Drive. For the low-end ridership estimates,
the project was assumed to operate on top of existing transit with
more stops. For the low-end estimates the streetcar, BRT, and the
enhanced bus were assumed to extend north along the potential
S-Line extension with fewer transfers.
FIGURE 11. RIDERSHIP PROJECTIONS
Greenhouse gases were also evaluated to identify the effects on
air quality each mode would have in 2050. The alternatives would
produce the same results regardless of alignment, so only the mode
options were analyzed for this evaluation factor. Light rail would
reduce carbon emissions at the highest rate, while streetcar and BRT
would reduce carbon emissions at a slightly lower rate, and en-
hanced bus, if using the current fleet make up, would emit the most
carbon of the alternatives. See Figure 12.
The final evaluation component for this study was implementation
and operational costs for each mode. The study team gathered
past project costs and future construction costs to come up with an
estimated range that considers transit construction, road widening
where needed, associated right-of-way costs, and operation costs
for each option, as shown in Figure 13.
$11 to $16
millionEnhanced
Bus
FIGURE 13. COST RANGES BY MODE
850-1,200
700-1,200
1300 East
Highland
Drive
Enhanced
Bus
700-1,250
850-1,300
1300 East
Highland
Drive
Streetcar
700-1,450
800-1,400
1300 East
Highland
Drive
BRT
1,300-1,600
1,200-1,500
1300 East
Highland
Drive
Light Rail
FIGURE 10. PERSON CAPACITY PER LANE BY MODE
Autos Only Enhanced
Bus
BRT Light RailStreetcar
= 100
$225 to $331
million
Streetcar
$119 to $223
millionBRT
$284 to $459
millionLight Rail
FIGURE 12. REDUCTION OF GREENHOUSE GASES
Enhanced
Bus
200 to 3,000
MT Reduction
Streetcar
3,000 to 6,000
MT Reduction
BRT
3,000 to 6,000
MT Reduction
Light Rail
5,000 to 9,000
MT Reduction
Units shown in metric tons (MT) of carbon - 25 year total
Alternatives Development and Screening Local Link Alternatives Analysis 14
OVERALL SCREENING RESULTS
When comparing criteria across all four modes:
• Enhanced bus would be the cheapest and easiest mode
to implement, but lacks in ridership and carbon emissions
reduction potential compared to other modes (see Figure 14).
• The other modes increase in cost and complexity significantly
compared to the enhanced bus, with light rail being the most
expensive and complex, streetcar being the next most expensive
and complex, and BRT following as the third most expensive and
complex.
• Light rail and BRT have the most significant right-of-way and
property implications, while streetcar and enhanced bus have
lowest right-of-way impacts
• As cost and complexity increase, so do positive factors such as
ridership and carbon emissions reductions.
FIGURE 14. OVERALL SCREENING RESULTS
When comparing criteria across the two corridors:
• Highland Drive and 1300 East see similar results, although costs
on Highland Drive are typically higher, as are the estimated
number of property acquisitions (total take counts).
• Ridership projections on Highland Drive and 1300 East vary by
mode, with Highland Drive seeing higher ridership potential
with the light rail and BRT options, and 1300 East seeing higher
ridership potential with the streetcar and enhanced bus mode
alternatives.
1,450 1,400
Locally Preferred Alternative5
Local Link Alternatives Analysis 15
FIGURE 15. LOCALLY PREFERRED ALTERNATIVE
HOLLADAY
MILLCREEK
SALT LAKE CITY
MURRAY
SUGAR
HOUSE
2700 S.
3300 S.
3900 S.
4500 S.
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Legend
Preferred Alignment
Highland Drive
Enhanced Bus
Stations
Signalized Intersections
with Potential for TSP
Future Extension
LOCALLY PREFERRED ALTERNATIVE
Based on screening results and public and steering/stakeholder committee input, the
locally preferred alternative recommended through this study is enhanced bus with a
long-term transition to streetcar on Highland Drive. See Figure 15.
Highland Drive was selected as the preferred route based on high ridership, simpler
engineering feasibility, and stakeholder and public preference. The Highland Drive
corridor has significant commercial storefronts, high-density housing, existing right-
of-way, and facilities to support current traffic volumes and future transit integration.
A new transit solution connecting partner cities on Highland Drive will provide more
accessible and sustainable transportation options for all users in the future with less
impact than would be needed on 1300 East.
The screening criteria showed that streetcar and enhanced bus performed better
than the other modes. Streetcar produces low carbon emissions, has the capacity
for high ridership, fewer right-of-way impacts, and simpler engineering than light rail.
Streetcar is the second most expensive of all modes.
Enhanced bus was the secondary favored mode based on the screening criteria.
Enhanced bus reduces carbon emissions the least, has high ridership potential,
shows the lowest right-of-way impacts with no property acquisitions, has the simplest
engineering feasibility, and is least expensive.
Through the two phases of public involvement for the alternatives analysis, the
majority of the community and steering and stakeholder committees indicated
streetcar as the preferred mode and Highland Drive as the preferred route. Although
this study indicates that the end-goal should be streetcar, it is important that transit
begins serving this area as soon as possible due to the high levels of growth, current
congestion, and projected congestion increase if nothing is done.
The best way to accomplish this is to begin with enhanced bus, and preserves space
for the more intensive improvements needed for streetcar. A low-cost enhanced
bus could accommodate today's transit demand while building ridership for a future
streetcar as growth continues in the study area and greater capacity is needed.
The locally preferred alternative was
identified as Highland Drive with
enhanced bus and a long-term
transition to streetcar. Enhanced
bus will allow streetscape and transit
improvements to begin, including
increased transit frequency, and
enhanced stops that begin to
make room for expanded streetcar
stations, and transit signal priority.
Locally Preferred Alternative Local Link Alternatives Analysis 16
The corridor presents a growing trend of urban communities that exhibit a wide
range of housing options, ample green space, and building marketplaces which can
serve the present and future needs of a community. It is in this vision that Millcreek is
developing a mixed-use City Center. Holladay is working through the approval process
of a mixed-use redevelopment of the Cottonwood Mall. With direct access to these
highly adaptive and dense urban space investments, Highland Drive is well situated to
benefit from upcoming market growth and aligns with the public input.
As the Salt Lake Region's population continues to grow, the economic activity
and opportunities will rise to meet the needs for shopping, recreation, dining, and
business. The Highland Drive corridor supports significantly higher levels of retail and
commercial business adjacent to the roadway as compared to the alternative on
1300 East.
TRANSIT CONNECTIVITY TO DOWNTOWN
The Local Link transit solution is an important part of a larger transit network that will
connect the communities of the Sugar House Business District and greater Millcreek
to downtown Salt Lake City. The locally preferred alternative would provide enhanced
bus service along Highland Drive into the heart of the Sugar House Business District.
A connection of transit from the Sugar House Business District to downtown Salt Lake
City is planned with the future extension of the S-Line streetcar from the Sugar House
Business District to downtown Salt Lake City. It is assumed that transit ridership would
increase with the downtown connection, due to connecting the corridor to areas with
higher density and stronger transit demand, but this connection was not part of the
Local Link Alternatives Analysis. The shorter alignment studied for this project (the dark
blue alignment in Figure 16), with enhanced bus would be supported by the ridership
projections from this study.
Until funding can be secured for future phases of the S-Line streetcar, advancing
enhanced bus from the Local Link locally preferred alternative along the future S-Line
alignment into downtown could be a viable option in connecting these important
communities through transit.
HOLLADAY
MILLCREEK
SALT LAKE CITY
MURRAY
SUGAR
HOUSE2700 S
1700 S
3300 S
4500 S
23
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FrontRunner
Connection
Potential Future
Streetcar Connection
The Highland Drive alternative
has high connectivity potential to
the north and south, connecting
people from this project's study
area to downtown and the
FrontRunner station, and the base
of the Cottonwood Canyons.
FIGURE 16. FUTURE DOWNTOWN TRANSIT CONNECTIVITY
Further Study
Needed
This route has been adopted for a
Streetcar extension, but could also
begin with enhanced bus with a
future transition to streetcar.
Public Involvement6
Local Link Alternatives Analysis 17
Public involvement for the Local Link project was conducted for both
the circulation study and alternatives analysis.
The circulation study public outreach efforts were conducted to
get a greater look into the existing conditions of the Sugar House
Business District. Existing conditions focused on learning from locals
about where and why they travel around the study area, which was
crucial information for the transit alternatives analysis.
Public involvement efforts for the alternatives analysis included
opportunities to review and evaluate the importance of
recommended modes and routes for Highland Drive and 1300 East.
The project story map was available to the public and updated over
the course of the study, and two surveys were conducted.
During the first survey, information regarding the project was
delivered through the project and partner websites, email blasts,
Facebook live events, social media posts from the cities, community
council meetings in Millcreek and Sugar House, stickers on trails,
and stakeholder content packages. Email blasts were sent out three
times during the initial transit study survey.
The second round of public input opportunities involved more city
council meetings, reminder email blasts and social media posts,
under-served population outreach, decals on routes, and the social
event “Yappy Hour.” Yappy Hour was an event for dogs and their
owners to enjoy live music, food, and beverages. During the event,
the Local Link project team hosted a tent discussing the project
details to the public, passing out surveys, and answering community
questions.
The steering and stakeholder committees had separate
opportunities to express preferences for the preferred route, transit
mode, support for the Holladay extension, and screening criteria.
The committees indicated notable support for Highland Drive as the
preferred route with an extension to reach Holladay Village.
Summer
2020
Fall
2020
Spring
2021
Circulation Study
Survey
Initial Transit Survey Alternative Transit
Survey
TIMELINE AND METHODS
During September and October of 2020, initial surveys for the
alternatives analysis were sent out to the project area community
by social media posts, live website meetings, email blasts, mail,
stakeholder content packages, and meetings with Sugar House
community council. The comment period for the transit alternatives
lasted from March through April 2021.
Public sentiment gathered during the public comment period
favored streetcar followed by enhanced bus for mode and Highland
Drive for the preferred route, with support for extending the route to
reach Holladay Village. Public survey results also indicated ridership
as the most important screening criterion followed by cost and air
quality.
The public preferred
the streetcar option on
Highland Drive.
Public Involvement Local Link Alternatives Analysis 18
RESULTS FROM THE FIRST PUBLIC SURVEY
The public provided input on public transportation through two surveys conducted in fall 2020 and the project alternatives in spring 2021. During the
first survey, more than 600 public survey responses were submitted with details regarding transit use, preferences, and important destinations within
the study area. The majority of the population preferred to see both 1300 East and Highland Drive have transit improvements with the top destination
for future travel as the Sugar House Business District. The top motivators for the public using transit instead of driving were lack of parking, improved air
quality, and roadway congestion. The transit features were ranked from highest to lowest importance, with frequency as number one, which supports
an enhanced bus system.
Sugar House Business
District 75.4%
Brickyard Plaza 53.9%
Holladay City Center 41.3%
Millcreek City Center 32.6%
1300 East
16.7%
Highland
Drive
16.1%
Both
39.54%
Neither
14.5%
Lack of parking at destination 53.5%
Improved air quality 53.4%
Roadway congestion 35.8%
Safe transportation 23.2%
N/A - Don’t use transit yet 18%
Saving travel time 14.8%
Frequency1
Access to Station2
Reliability3
TRANSIT IMPROVEMENTS ARE PREFERRED ON BOTH
1300 EAST & HIGHLAND DRIVE
TOP DESTINATIONS TO VISIT VIA TRANSPORTATION
MOTIVATORS FOR USING TRANSIT INSTEAD OF DRIVING
MOST IMPORTANT FEATURES OF TRANSIT
Public Involvement Local Link Alternatives Analysis 19
RESULTS FROM THE SECOND PUBLIC SURVEY
With more than 1,200 public survey responses, the majority of the
results were in favor of streetcar followed by BRT for mode and
Highland Drive for the preferred route. The majority of the results
also supported the extended route reaching Holladay Village.
The Yappy Hour event took place in July 2021, which provided
an extra opportunity to show the project and meet with the
community. The project team put together posters that show the
differences between modes and visuals of the modes on streets
similar to Highland Drive. Comment cards were available for the
public to provide comments and questions.
Streetcar is the
Fan Favorite
according to the
Public Survey
STREETCAR WAS THE CLEAR PREFERRED MODE
BOTH 1300 EAST AND HIGHLAND DRIVE WERE PREFERRED
FOR TRANSIT IMPROVEMENTS
1300 East
19.02%
Highland Drive
27.41%Both
32.05%
Neither
21.52%
WHEN ASKED WHICH SCREENING CRITERION WAS MOST
IMPORTANT, THE COMMUNITY SAID RIDERSHIP
1 2 3
Ridership Cost Air Quality
Local Link project team members discussing the project priorities,
goals, and future timeline with the local community.
Next Steps7
Local Link Alternatives Analysis 20
NEXT STEPS
The locally preferred alternative was presented to the project part-
ner city councils in early 2022.
UTA will determine if an environmental study is needed for enhanced
bus, and will determine the level of environmental document if one
is needed. After this, funding will need to be identified for this project,
which will lay the foundation for the environmental study and pre-
liminary engineering. A key aspect of all these future phases will be
a continuation of the public outreach that began during this study
that will continue through construction.
Enhanced bus operations could be implemented in less than five
years. Salt Lake City and Millcreek have active multimodal projects
underway to improve bus stops along Highland Drive from Sugar
House Business District to 3300 South. Enhanced bus service could
be implemented once funding was prioritized for the increase in
service along the locally preferred alternative and enhancements
to bus stops from 3300 South to Holladay could be advanced as
funding is available.
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FIGURE 17. NEXT STEPS
This process will repeat for the next phase of improvements to
implement the streetcar alternative. While the steps are similar, the
timeline to implement streetcar will be longer as the investment
needed to construct and operate the streetcar alternative is sub-
stantially more. It is likely that a combination of local, state, and
federal funding would be needed in order to fund the streetcar proj-
ect. The Federal Transit Authority's Capital Investment Grants (CIG)
program is a primary funding source for projects like the streetcar,
but is competitive across transit projects for the entire country. Each
project is given a rating based on numerous criteria including future
project cost and ridership.
It is unlikely that the locally preferred alternative with streetcar would
qualify for CIG federal funds based on current cost and ridership
projections. Over time as land use continues to increase in density
within Holladay, Millcreek, and the Sugar House Business District, and
transit connections are strengthened with the implementation of
enhanced bus, ridership is expected to increase and the pursuit of
CIG funds for streetcar may become a viable option.
Next Steps Local Link Alternatives Analysis 21
FUNDING
Like most transit projects, there is a combination of several fund-
ing sources which could pay for the development, construction,
and operation of a project. The following funding sources have
been identified as possible options for the locally preferred alter-
native:
Local Funding: 4th quarter sales tax funds can be used for priori-
tized transit projects by local municipalities
State Funding: Transit Transportation Investment Fund is a state
funding sources that can be used to fund capital transit projects
as well as active transportation projects with a direct connection
to a transit station. Projects are prioritized by the Utah Transporta-
tion Commission with UDOT, and the state's Metropolitan Planning
Organizations (MPOs).
Federal Funding: RAISE Grants are the most likely candidate for
mid-sized ($50-100M) projects which incorporate multiple modes.
The Capital Investment Grant Program is a discretionary grant
program which funds transit capital improvements including
streetcars. The CIG program for this project could fall under the
New Starts or Core Capacity programs. New Starts includes new
or extension of existing corridor-based project and Core Capac-
ity includes capacity improvement projects (increasing capacity
by at least 10%) on an existing transit line. There is also an Expe-
dited Project Delivery program which includes projects from the
New Starts and Core Capacity program that utilize public-private
partnerships, are maintained by employees of an existing public
transportation provider, and have a federal share not exceeding
25 percent of the project cost.
Local Link Alternatives Analysis
APPENDIX A
Eliminated Alternatives
Eliminated Alternatives
Alternative
Description
Justification for
Elimination
1300 East: From Wilmington
Avenue in Sugar House over
I-80 to Murray Holladay
Road.
Removed due to the potential
constraints of crossing UDOT’s
I-80/1300 East overpass.
Terminus along 1300 East
would be outside of the core
Sugar House Business District
and future planned transit
connections from Sugar House
to downtown.
A loop on Highland Drive
to the north and turning
around at 2100 South to go
south on 1300 East.
Removed due to likely transit
user confusion and potential
out-of-direction travel with
‘loop’ routing.
Switching over from High-
land Drive on the south, to
1300 East in the middle via
3900 South and back over
to Highland Drive at 2700
South.
Removed due to likely transit
user confusion and anticipat-
ed additional travel time with
the out-of-direction travel
between Highland Drive and
1300 East.
Only using Highland Drive,
and adding a stop to the
west at St. Mark's Hospital
off 3900 South.
Removed due to anticipat-
ed additional travel time and
out-of-direction routing to
accommodate a new stop at
St. Mark’s Hospital.
Local Link Alternatives Analysis 24
HOLLADAY
MILLCREEK
SALT LAKE CITY
SUGAR
HOUSE
2700 S.
3300 S.
3900 S.
4500 S.
70
0
E
.
St
a
t
e
S
t
.
23
0
0
E
.
2100 S.
Murray Hollada
y
R
d
.
H
l
a
d
D
r
.
13
0
0
E
.
H
l
a
d
D
r
.
FIGURE A1. ELIMINATED ALTERNATIVES
Exhibit 3: Local Link Ordinance
SALT LAKE CITY ORDINANCE
NO. ___ OF 2022
(Ordinance adopting the 2020 Local Link Circulation Plan)
WHEREAS, on November 12, 2013, the Salt Lake City Council passed Ordinance No.
63 of 2013 adopting the Circulation and Streetscape Amenities Plan for the Sugar House
Business District (the “2013 Circulation Plan”) as an addendum to the Sugar House Master Plan;
and
WHEREAS, in 2020, Salt Lake City, South Salt Lake, Millcreek, and Holladay
collaborated on the Local Link Circulation Study to evaluate and accommodate transportation
options and identify gaps and barriers that make it difficult for people to efficiently travel
through and around the Sugar House Business District; and
WHEREAS, the Local Link Circulation Study produced a set of final program and policy
recommendations based on the gaps and barriers identified in the study area (the “2020 Local
Link Circulation Plan”); and
WHEREAS, the Salt Lake City Planning Commission held a public hearing on July 27,
2022 to consider recommending adoption of the 2020 Local Link Circulation Plan as an
addendum to the 2013 Circulation Plan; and
WHEREAS, at its July 27, 2022 meeting, the Salt Lake City Planning Commission voted
in favor of recommending to the Salt Lake City Council that the City Council adopt the 2020
Local Link Circulation Plan as an addendum to the 2013 Circulation Plan; and
WHEREAS, after holding a public hearing on this matter, the City Council has
determined that adopting this ordinance is in the City’s best interests.
NOW, THEREFORE, be it ordained by the City Council of Salt Lake City, Utah:
1. Adopting the 2020 Local Link Circulation Plan as an Addendum to the
Circulation and Streetscape Amenities Plan for the Sugar House Business District.
The 2020 Local Link Circulation Plan is hereby adopted as an addendum to the
Circulation and Streetscape Amenities Plan for the Sugar House Business District,
which itself is an addendum to the Sugar House Master Plan.
2. Jurisdiction. The 2020 Local Link Circulation Plan shall apply within the City’s
municipal boundaries as identified in the 2020 Local Link Circulation Plan
attached hereto as Exhibit “A.”
3. Effective Date. This ordinance shall take effect immediately after it has been
published in accordance with Utah Code 10-3-711 and recorded in accordance
with Utah Code 10-3-713.
.2
Passed by the City Council of Salt Lake City, Utah, this _____ day of
___________________, 2022.
SALT LAKE CITY COUNCIL
By: ______________________________
Dan Dugan, Chair, Salt Lake City Council
ATTEST AND COUNTERSIGN:
_______________________________
CITY RECORDER
Transmitted to Mayor on _______________________.
Mayor's Action: _______Approved. _______Vetoed.
MAYOR
___________________________
CITY RECORDER APPROVED AS TO FORM
(SEAL) Salt Lake City Attorney’s Office
Date: __________________________
Bill No. ________ of 2022
Published: ______________. _______________________________
Sara Montoya, Senior City Attorney
September 22, 2022te: ____________________
_______________________
ra Montoya, Senior City Att