7-Appendix V - Basis of Design Report.pdf

Basis of Design i

Davis – Salt Lake City

COMMUNITY CONNECTOR PRELIMINARY DESIGN

BASIS OF DESIGN REPORT

Prepared for

Utah Transit Authority 669 West 200 South Salt Lake City, UT 84101

Prepared for

Utah Transit Authority 669 West 200 South Salt Lake City, UT 84101

Prepared by

Horrocks Engineers 1265 East Fort Union Blvd., Ste. 200 CoƩonwood Heights, UT 84047

Kimley-Horn and Associates 111 East Broadway, Ste. 600 Salt Lake City, UT 84111

Basis of Design ii

Table of Contents

1. IntroducƟon

1.1. Project DescripƟon

1.2. Purpose and Need

1.3. Fundamental Design ConsideraƟons

2. BRT Guideway Design

3. Bus Pad-Based StaƟons

3.1. LocaƟons

3.2. Bus Pad Geometrics

3.3. StaƟon AmeniƟes/Equipment

3.4. Paving at StaƟon

3.5. Fare CollecƟon

4. End of Line FaciliƟes

4.1. LocaƟons

4.2. Farmington FrontRunner StaƟon

4.3. Research Park

5. Roadway and Non-Motorized

5.1. Roadway Designs

5.2. Non-Motorized

5.3. Traffic Design

6. Transit Signal Priority and AcƟve Warning Systems

6.1. Design AssumpƟons, Standards, and Criteria

7. Safety and Security

7.1. Roadway and Traffic Safety

7.2. Pedestrian Safety

7.3. StaƟon Safety

7.4. Security

8. Structures

9. Drainage

9.1. StaƟon and Farmington FrontRunner StaƟon End of Line Facility Drainage

Basis of Design iii

9.2. Research Park End of Line Facility Drainage

10. UƟliƟes

10.1. StaƟon UƟliƟes

10.2. Farmington FrontRunner StaƟon End of Line Facility UƟliƟes

10.3. Research Park End of Line Facility UƟliƟes

11. Right-of-Way

12. Project Agreements

13. Land Survey and Base Mapping

13.1. IntroducƟon

13.2. Survey Control Procedures and Process

13.3. Project Control Conversion

13.4. Base Map Procedures

14. Vehicles (Type)

14.1. Electric Charging

15. Environmental

15.1. Environmental Services and Document PreparaƟon

15.2. High-level Resource Review

15.3. Agency CoordinaƟon

15.4. Technical Analyses

15.5. Maintain AdministraƟve Record

15.6. Environmental Permiƫng, MiƟgaƟon Measures, and Funding Strategy Assistance

Appendix – 30% Plans

Basis of Design 1

1. IntroducƟon The Davis-SLC Community Connector is a proposed corridor-based bus rapid transit (BRT) system between Farmington City in southern Davis County and Salt Lake City in northern Salt Lake County. In 2014, UTA conducted an alternaƟves analysis and, with input from the community, selected a preferred alignment connecƟng downtown Salt Lake City with the Woods Cross Front Runner staƟon. Through addiƟonal ridership analysis it was determined that while the proposed route would serve Southern Davis County, there was significant ridership extending north along the US-89 corridor to Farmington, and many riders on this route had desƟnaƟons in and around the University of Utah. In 2021, UTA iniƟated addiƟonal planning efforts that resulted in a Locally Preferred AlternaƟve (LPA) study. This resulted in modificaƟon of the alignment to extend northward to the Farmington FrontRunner StaƟon, and to conƟnue eastward from downtown Salt Lake City into the University of Utah and Research Park. It recommends 26.5 miles of Corridor BRT service from Farmington FrontRunner StaƟon to Research Park.

A project map is provided in Figure 1.

The bus will operate within exisƟng travel lanes and the route will include 20 new bus staƟons (37 plaƞorms) (following design guidelines from UTA’s 2023 Bus Stop Master Plan for dimensions and ameniƟes for a Level VI Eclipse-style bus stop), added ameniƟes at the Farmington FrontRunner StaƟon end-of-line, a new end-of-line facility at Research Park, 18 baƩery electric or diesel buses, and associated charging infrastructure. Three of the new bus staƟons and the Research Park end-of-line facility include alternate locaƟon opƟons.

1.1. Project DescripƟon

The approximately 26.5-mile route from Farmington to Salt Lake City will have 15-minute headways during dayƟme hours (6:00am to 10:00pm) and 30-minute headways early mornings and late evening hours. The alignment is proposed to include 20 new bus staƟons (37 plaƞorms) along the route between 500 South in BounƟful and Research Park at the University of Utah. These staƟons are proposed to have passenger ameniƟes such as at-grade plaƞorms with shelters, benches, and waste receptacles. In addiƟon to these new staƟons, the project would uƟlize 19 exisƟng bus staƟons (39 plaƞorms) from Farmington FrontRunner StaƟon to 300 South in BounƟful via Main Street and along Salt Lake City’s 200 South Transit Corridor between State Street and 900 East. Although these exisƟng bus staƟons are not being constructed as part of this proposed project, they would be serviced as part of the planned BRT route.

Basis of Design 2

Figure 1: Project Area

Basis of Design 3

1.2. Purpose and Need

The Project’s purpose and need, established in the 2014 Davis-SLC Community Connector AlternaƟves Analysis, and confirmed in the 2023 Davis-Salt Lake City Community Connector Preferred AlternaƟve Technical Memorandum, are as follows:

1.2.1. Project Purpose

The Project is intended to increase mobility, connecƟvity, and travel choices for communiƟes in southern Davis County and neighborhoods in downtown and northern Salt Lake City. Specifically, the Project will increase frequency and quality of service by implemenƟng 15-minute headways along a currently-popular bus route that serves downtown Salt Lake City (including the 28-story world headquarters of the Church of Jesus Christ of LaƩer Day Saints) as well as the University of Utah (with over 36,000 undergraduate and graduate students). The Project will also enhance transit connecƟons to the FrontRunner regional commuter rail network, to both the Farmington and North Temple (Salt Lake City) staƟons. The Project will also support the region’s acƟve transportaƟon goals, align transportaƟon investments with local and regional land-use iniƟaƟves, and promote economic development.

1.2.2. Need for the Project

Increased capacity and frequency, as well as improved quality of transit service, is necessary to improve connecƟons between south Davis County communiƟes and downtown Salt Lake City, address gaps in exisƟng service, and support regional accessibility and mobility, including improved mobility for off-peak travel and essenƟal service for transit-dependent populaƟons.

The Project consolidates two high-performing bus routes serving Davis County (routes 455 and 470), which are currently somewhat closely spaced and lack quality ameniƟes at stop locaƟons.

The consolidaƟon will create a more efficient transit corridor and provide faster service as well as improved shelters and user informaƟon to commuters heading into Salt Lake City from Davis County.

1.2.3. Compliance with Federal Funding Requirements

It is currently anƟcipated that Federal Funding may be uƟlized on the project and that Buy America requirements will be met in design and construcƟon. Current Office of Management and Budget (OMB) Guidance for Grants and Agreements to support implementaƟon of the Build America, Buy America (BABA) Act provisions of the Infrastructure Investment and Jobs Act can be found at hƩps://www.transit.dot.gov/buyamerica. Interagency agreements and third-party agreements are not complete at this Ɵme and will be discussed and coordinated throughout the environmental and preliminary design process. These agreements are expected to be finalized during the final design phase of the project.

1.3. Fundamental Design ConsideraƟons

UTA conducted a high-level, desktop review of readily available data to idenƟfy environmental constraints for the project and determined the appropriate NaƟonal Environmental Policy Act (NEPA) classificaƟon. UTA’s iniƟal assessment indicates that the potenƟal impacts associated with the

Basis of Design 4 proposed project are not expected to be significant and/or can be avoided or miƟgated. As such, UTA confirms their original proposal that a Categorical Exclusion for the project would be the appropriate level of documentaƟon and Class of AcƟon under NEPA. The nature of the project—operaƟons within exisƟng right-of-way (ROW) with new or enhanced staƟons—limits possible impacts to a few key environmental resources, as outlined in the draŌ Categorical Exclusion document.

The staƟon design criteria were developed using the Public Right-of-Way Accessibility Guidelines (PROWAG) from the U.S. Department of TransportaƟon Federal Highway AdministraƟon (FHWA) and the UTA 2023 Bus Stop Master Plan.

1.3.1. OperaƟonal CharacterisƟcs and ConsideraƟons

The approximately 26.5-mile route from Farmington to Salt Lake City will have 15-minute headways during dayƟme hours (6:00am to 10:00pm) and 30-minute headways early mornings and late evening hours. The anƟcipated travel Ɵme for the route is 87 minutes.

1.3.2. Future Non-Motorized/Roadway Expansions and Incoming Developments

Renaissance Towne Centre is a mixed-use development in BounƟful that could impact staƟons on Main Street/Renaissance Way (1650 South). At the Ɵme of preliminary design and environmental documentaƟon, one building on the west side of Main Street was under construcƟon. It does not appear that the staƟon locaƟon will be impacted by incoming development, but it is possible the development will improve the pedestrian access to the southbound (SB) staƟon. Proposed development, including parking and building setback and planned sidewalks, should be confirmed to determine the final locaƟon of the SB staƟon and improvements needed for staƟon access.

The area around US-89 and Eagle Ridge Drive and Eaglegate Drive has numerous developments currently being planned which could impact staƟons in this area. It is believed that Eaglegate Drive may become a signalized intersecƟon at some point in the future. Due to lack of safe pedestrian crossings on US-89, the SB staƟon in this area is proposed to be adjacent to Eagle Ridge Drive where a signalized pedestrian crossing is currently located. As development occurs in this area, it may make sense to reassess northbound (NB) and SB StaƟon proximity to each other if an improved pedestrian crossing is added in the future near Eaglegate Drive.

UDOT completed a comprehensive Environmental Impact Statement (EIS) and Record of Decision (ROD) planning and design effort to improve the I-15 corridor through Northern Salt Lake County and Davis County. This project has potenƟal to impact the Davis-SLC BRT system along the US-89 corridor, including potenƟal trail and roadway improvements on the east side of the road from 600 North to 900 North in Salt Lake City.

At Research Park, on the University of Utah campus, UTA is currently studying an extension of TRAX Light Rail that would terminate near the proposed end of line facility. The University of Utah also has a mobility hub identified in this area as part of the Campus Master Plan. If light rail is extended to this point, or a mobility hub constructed, a more comprehensive study of transportaƟon connecƟon between these faciliƟes would be warranted.

Basis of Design 5

1.3.3. Provisions for Future Corridor Extensions and Modes

Currently this is a corridor-based BRT system with no dedicated bus lanes. There are no current plans for dedicated bus lanes along this corridor. If, at another Ɵme, dedicated bus lanes are desired, extensive study would be required to determine the feasibility and impacts.

2. BRT Guideway Design Buses on this project will operate within exisƟng travel lanes without a dedicated busway. Guideway design is not applicable to this project.

3. Bus Pad-Based StaƟons

3.1. LocaƟons

Through our macro- and micro-refinement process where we coordinated with UTA and project stakeholders (ciƟes, UDOT Regions 1 and 2, University of Utah, and the Church of Jesus Christ of LaƩer-day Saints), the following locaƟons have been idenƟfied for proposed staƟons with new at-grade concrete plaƞorm, shelter, and ameniƟes in each route direcƟon (from west to east):

· Main Street/Carriage Crossing (BounƟful)

· Main Street/Renaissance Way (BounƟful)

· US-89/2600 South (BounƟful/Woods Cross/North Salt Lake) o An alternate locaƟon on the north side of 2600 South was iniƟally considered for the NB plaƞorm but was not determined to be feasible in the preliminary design phase.

This remains an alternate locaƟon in the CatEx and can be considered again in final design.

· US-89/800 West (North Salt Lake)

· US-89/Center Street (North Salt Lake)

· US-89/Eagle Ridge Dr (North Salt Lake)

· US-89 (300 West)/900 North (Salt Lake City) o An alternate concept design has been developed at 300 West/Reed Avenue for consideraƟon in final design

· US-89 (300 West)/600 North (Salt Lake City) o An alternate locaƟon at the exisƟng UTA staƟon at 500 North will also be considered in final design

· US-89 (300 West)/300 North (Salt Lake City)

· North Temple FrontRunner StaƟon northbound (Salt Lake City)

· North Temple/300 West (Salt Lake City)

· North Temple/State Street westbound (Salt Lake City)

Basis of Design 6

· 200 South/900 East eastbound (Salt Lake City)

· 200 South/University Street (Salt Lake City) o An alternate concept design has been developed on 200 South for consideraƟon in final design

· 100 South/North Campus Drive eastbound (Salt Lake City)

· Medical Center TRAX StaƟon (Salt Lake City)

· Mario Capecchi Drive/South Campus Drive (Salt Lake City)

· 590 Wakara Way (Salt Lake City)

AddiƟonally, there are three locaƟons that were idenƟfied for proposed staƟons where a different approach was followed. These locaƟons are described below:

· North Temple FrontRunner StaƟon (Salt Lake City) o ExisƟng concrete will be used at the SB plaƞorm with a new shelter at the Frontrunner StaƟon.

· North Temple/State Street eastbound (Salt Lake City) o This is an exisƟng UTA staƟon that already includes a new custom shelter and lighƟng. It is assumed that there is minimal design effort required that will only include addiƟonal ameniƟes (i.e. staƟon name sign), as needed and project branding added to the staƟon before service for the project begins. An area covering the space needed for potenƟal addiƟonal ameniƟes is included in the environmental footprint.

· 100 South/North Campus Drive westbound (Salt Lake City) o This staƟon already includes a custom shelter and lighƟng and it is assumed that there is no design effort needed. Project branding will need to be added to the stop before service for the project begins.

At this Ɵme, it is not anƟcipated that any addiƟonal staƟon locaƟons will be added to the route.

If it is determined that addiƟonal staƟons are to be included within this project, they would need to be cleared environmentally and included in funding applicaƟons. The same design approach would be followed for addiƟonal staƟons.

For the above staƟon locaƟons and any addiƟonal staƟons that may be added to the alignment with this project, the design for a Level VI Eclipse-style bus stop per UTA’s 2023 Bus Stop Master Plan was followed. IniƟally designing for the largest size stop allowed for clearance of an adequate area for the environmental footprint. StaƟon designs can be modified in the Final Design phase, aŌer the ridership analysis has been completed, to the appropriate level (III to VI) based on projected ridership. In following the Bus Stop Master Plan, the approach to staƟon design for the Davis-SLC Community Connector project includes:

Basis of Design 7

3.2. Bus Pad Geometrics

· Level o Design concept includes an at-grade pad and ameniƟes for a Level VI Eclipse-style bus stop per UTA’s 2023 Bus Stop Master Plan o The approach evaluated each proposed plaƞorm locaƟon and exisƟng parkstrip, sidewalk and right-of-way widths and recommended a configuraƟon

· Length o 41 feet

· Width o 8 feet-11.5 inches minimum; preliminary design is 9 feet wide o The design includes a 5.0-foot-long by 8.0-foot-wide landing pad adjacent to the shelter for bus loading o The design includes a minimum 3.0-foot clearance in front of the shelter and benches to the back of the curb

· Thickness o 4-inch concrete

· Height o ExisƟng curb/sidewalk height o Plaƞorms are designed at normal curb/back of sidewalk height to the extent possible.

3.3. StaƟon AmeniƟes/Equipment

Within the plaƞorm perimeter, we included the following ameniƟes:

· Shelter o 7 feet x 16 feet Eclipse CanƟlever Series Shelter

· Trash Can o 33” high x 24” top dia. and 19” boƩom dia.

o Per specificaƟons provided by UTA Customer Experience

· Bench o (2) 6 feet pedestal benches within shelter and (2) 6 feet pedestal benches outside of shelter per UTA 2023 Bus Stop Master Plan

· Pole/Flag Mount o Per UTA 2023 Bus Stop Master Plan

Basis of Design 8

· Timetable Case o Mounted to stop flag pole

· StaƟon Name Sign

No addiƟonal ameniƟes are planned for outside of the plaƞorm perimeter.

3.4. Paving at StaƟon

· Pavement o A concrete pavement roadway slab in front of staƟons for the buses is not included o ExisƟng pavement in front of staƟons should be maintained as much as possible, and if new pavement is needed, it should match the exisƟng pavement secƟon (either asphalt or concrete)

3.5. Fare CollecƟon

· This system is designed for on-board fare collecƟon. No Ɵcket vending machines are planned for on the plaƞorms.

4. End of Line FaciliƟes

4.1. LocaƟons

End of Line (EOL) faciliƟes are at the exisƟng Farmington FrontRunner StaƟon at the north end of the route and a new staƟon located in a parcel southwest of the intersecƟon of Arapeen Drive and Chipeta Way in Research Park at the University of Utah at the south end of the route. Proposed faciliƟes at each terminus include:

4.2. Farmington FrontRunner StaƟon

· Plaƞorm o Bus will stop at an exisƟng sawtooth bus bay within the exisƟng FrontRunner StaƟon bus loop and a new plaƞorm is not included

§ Drop-off locaƟons will be at either of the bus bays on the north end of the exisƟng bus loop, one on the east side and one on the west side

§ Pick-up locaƟon will be at the last bus bay on the southeast end of the exisƟng bus loop

· AmeniƟes o ExisƟng ameniƟes within the exisƟng FrontRunner StaƟon will be used and new ameniƟes are not included o StaƟon name sign

· Electric Bus Charging Infrastructure

Basis of Design 9 o Two charging arms will be provided at the north end of the exisƟng bus loop at the drop-off locaƟons o Charging equipment will be in the gravel area on the northeast end of the site (between the bus loop and parking lot) o Cameras are needed to help UTA resolve any potenƟal issues with the charging arms remotely. ExisƟng fiber opƟc data connecƟon for the camera can be used.

· Operator Restrooms o UTA has installed a prefabricated operator restroom and associated uƟliƟes within the exisƟng bus loop (southwest end of the loop infill) and a new operator restroom is not included in this project.

4.3. Research Park

The Research Park EOL facility is located on a parcel on the southwest side of the intersecƟon of Arapeen Drive and Chipeta Way (also known as the “Shield” parcel). This locaƟon is the site of a proposed mobility hub that is being planned by the University of Utah. A memorandum of understanding has been developed between UTA and the University staƟng that the exisƟng parking lot located between Arapeen Drive, Blackhawk Way, and Komas Drive will be the site of a future mobility hub and therefore UTA can plan for the use of this parcel for the site of the Davis-SLC Connector EOL facility. The proposed concept for the mobility hub has not yet been developed by the University of Utah, but the enƟre parcel is being environmentally cleared for use as an EOL facility. A concept design has been developed for the EOL facility on this parcel but is subject to modificaƟon once more details are known about the future mobility hub here.

In the event that the University of Utah does not move forward with a mobility hub at the above-described locaƟon, an alternate EOL concept design has been developed on the East side of Arapeen Way north of Blackhawk Way.

The current concept design for the EOL facility is described below.

4.3.1. Plaƞorm

· Length: A circular plaƞorm with four sawtooth bus bays (3 bays located on the south side and one on the north side will be provided. (approx. 800 feet long total around enƟre facility)

· Width: Minimum width of 10 feet at sides, Minimum width of 23 feet adjacent to bus pullouts

· Thickness: 4-inch concrete

· Height: 6 inches (normal curb height)

· Drop-off locaƟons will be at the bus bays on the north side of the bus loop near the entrance to the hub from Arapeen Drive

Basis of Design 10

· Pick-up locaƟon will be at the south side of the bus loop near the exit to Arapeen Drive from the hub

4.3.2. AmeniƟes

· (4) 7 feet x 16 feet eclipse canƟlever series shelters

· (4) trash cans per specificaƟons provided by UTA Customer Experience

· (2) 6 feet pedestal benches located inside each shelter

· Pole/Flag Mount

· StaƟon name sign

· UTA standard Operator Restroom Building

4.3.3. Electric Bus Charging Infrastructure

· Two charging arms will be provided at northwest sawtooths at the drop-off locaƟons

· Charging equipment will be located in open space at south end of site

· Cameras are needed to help UTA resolve any potenƟal issues with the charging arms remotely. Cellular data connecƟon for the camera can be used.

5. Roadway and Non-Motorized FaciliƟes

5.1. Roadway Designs

General roadway improvements are not included in this project with the excepƟon of two possible adjustments:

· The intersecƟon of 200 North and 400 West will be signalized to allow for NB buses to make a leŌ turn at this intersecƟon. The exisƟng protected crosswalk (concrete median island, delineators, and RRFBs) on the south leg of the intersecƟon will be removed and new signalized pedestrian crosswalks will be included in the intersecƟon as part of the design.

· The intersecƟon of 300 N and 300 W will be modified to increase the curb return radius and remove the exisƟng signal pole on the NW corner, allowing for SB right turn bus movements that don’t conflict with EB traffic. The signal pole on the SW corner will be modified with a new mast arm to accommodate the WB signal heads.

· Minor addiƟonal modificaƟons to roadway design can be found in the aƩached 30% design plan sheets

5.1.1. Design Variances and DeviaƟons

Since the buses are operaƟng within exisƟng travel lanes with no proposed roadway improvements, minimal design variances or deviaƟons are anƟcipated. The SB staƟon at 600 North and US-89 (300 West) will be located into the roadway as an in-lane stop and will not

Basis of Design 11 provide complete shoulder width which will likely require a design deviaƟon through UDOT Region 2.

5.2. Non-Motorized FaciliƟes

· US-89/900 N – The I-15 EIS includes a shared-use path alignment along US-89 (Beck Street) in the vicinity of the proposed 900 N NB staƟon. Currently this project is proposing to route the trail to the east behind the proposed bus staƟon.

· 200 South/University St – Salt Lake City is currently conducƟng a planning study that would add a proposed shared-use path on the east side of University St in this area. The proposed 30% staƟon design would allow for this path to be constructed behind the NB staƟon on the east side. The 30% design provides ramps for bicycles to pass behind the staƟons in both the NB and SB direcƟons, and when Salt Lake City reconstructs University Street in the future, the ramps can be converted to conƟnuous sidewalks or pathways.

o Alternate Eastbound and Westbound staƟon locaƟons on 200 South - ExisƟng bike lanes will be relocated to the outside of the staƟon islands adjacent to the curb and guƩer like other exisƟng stops along 200 S in Salt Lake City.

5.3. Traffic Design

Traffic and safety has been discussed with UDOT and individual municipaliƟes for all roadways on the project. Any specific traffic and safety concerns have been addressed on a case-by-case basis.

Concerns included:

· Proximity of safe pedestrian crossings to staƟon locaƟons

· Proximity of bus staƟons to intersecƟons and associated site distance

· ConsideraƟons for other modes including bicycles and other acƟve transportaƟon

5.3.1. Signal

· There is one new proposed signal on 400 W and 200 N to facilitate bus movements from Northbound 400 W to Westbound 200 N.

· The intersecƟon of 300 N and 300 W will be modified to remove the exisƟng signal pole on the NW corner, allowing for SB bus movements around the corner. The signal pole on the SW corner will be modified to accommodate both SB and WB traffic movements at the intersecƟon.

5.3.2. Traffic Signal Hardware and SoŌware

Signal equipment should be coordinated with the City’s exisƟng and future equipment:

· Traffic signal cabinet

· Traffic signal controller

· Vehicle and bus detecƟon elements

Basis of Design 12

· Signal heads/pedestrian faciliƟes/steel elements

· Blankout signs

· TSP Equipment

5.4. Landscape Architecture

The project will restore any landscaping impacted by staƟon construcƟon to exisƟng condiƟons.

6. Transit Signal Priority and AcƟve Warning Systems

6.1. Design AssumpƟons, Standards, and Criteria

UDOT is implemenƟng a federal V2X grant which plans to equip nearly all statewide signals with transit signal priority (TSP) technology. Salt Lake City is also planning to upgrade their technology to TSP including all 200 South signals and all signals on Mario Capecchi Drive. Both UDOT and Salt Lake City have indicated that they will work with UTA on this project during final design stage to potenƟally incorporate TSP at signalized locaƟons.

7. Safety and Security

7.1. Roadway and Traffic Safety

Safety related to vehicle traffic and roadway design is addressed in staƟon design using UDOT and local roadway design standards. For UDOT roadways, Region 1 and Region 2 each reviewed the proposed design for roadways within their respecƟve Regions. Preliminary Project Design CerƟficaƟons (PDCs) were developed for all roadways on the project, which describe the exisƟng condiƟons and design criteria to be used at each locaƟon based on design speed, funcƟonal classificaƟon, and UDOT and municipal design standards.

In-Lane Stopping – It is the general preference of UTA to stop in-lane due to difficulty of re-entering lanes from shoulder or side-stop areas, which delays bus travel and introduces addiƟonal safety risk.

The project has designed most staƟons for in-lane stopping except in unique situaƟons which are generally areas with exisƟng shoulders or where exisƟng bus pullouts exist.

7.2. Pedestrian Safety

All staƟon locaƟons are designed with connecƟvity to adjacent pedestrian faciliƟes. StaƟons are generally located near intersecƟons to allow for safe pedestrian crossings of roadways. At the Renaissance Way StaƟon, which is located mid-block, a new crosswalk is designed to accommodate roadway crossings.

7.3. StaƟon Safety

StaƟons are designed using the Level VI template according to the UTA 2023 Bus Stop Master Plan.

This layout provides ADA landing areas and space allocaƟon around benches and shelters. Adjacent sidewalks or pathways are routed in front or behind staƟons, with exisƟng faciliƟes widths maintained for safety of all user movements. UTA standard shelters provide glass coverings for weather protecƟon and also provide visibility for enhanced safety. It is anƟcipated that solar lighƟng may be provided on shelters as part of final design efforts.

Basis of Design 13

7.4. Security

Security will follow standard procedures for UTA faciliƟes. Cameras are not used at individual staƟons but will be used at end of line faciliƟes to monitor electric bus charging equipment.

8. Structures The bus staƟon locaƟons will have prefabricated eclipse-style shelters with no addiƟonal structural design and/or analysis. There will be structural design consideraƟons needed for the electric charging arms that will be located at the end of line faciliƟes.

9. Drainage

9.1. StaƟon and Farmington FrontRunner StaƟon End of Line Facility Drainage

· Drainage will follow exisƟng roadway and roadside drainage paƩerns. StaƟon plaƞorm and flatwork areas are designed to sheet flow into the adjacent roadway.

· No drainage collecƟon, conveyance, or detenƟon/retenƟon will be provided as part of this project. ExisƟng drainage systems will be reconstructed to address any impacts from staƟon implementaƟon.

9.2. Research Park End of Line Facility Drainage

· ExisƟng drainage generally drains toward the west. Proposed drainage along curbing will be collected and drain to exisƟng ouƞalls toward the west.

10. UƟliƟes

10.1. StaƟon UƟliƟes

No uƟliƟes/uƟlity connecƟons will be planned for staƟon locaƟons. Solar power is assumed for lighƟng if needed.

10.2. Farmington FrontRunner StaƟon End of Line Facility UƟliƟes

10.2.1. Power

Power will be provided at Farmington FrontRunner StaƟon EOL for bus charging infrastructure.

ExisƟng power services provide site lighƟng, and no addiƟonal power service will be provided.

10.2.2. Water/Sewer

Water and sewer services are already provided for the exisƟng operator restroom building and general staƟon area. No addiƟonal services will be provided.

10.2.3. CommunicaƟons

· Cameras will be connected to exisƟng fiber opƟc lines at this locaƟon.

Basis of Design 14

10.3. Research Park End of Line Facility UƟliƟes

10.3.1. Power

Power will be provided at Research Park EOL for bus charging infrastructure, site lighƟng, and the operator restroom/breakroom building. Power will connect to exisƟng buried electrical lines in the vicinity of the proposed facility.

10.3.2. Water/Sewer

Water and sewer will be provided to the operator restroom building. A connecƟon will be made to exisƟng service lines in the area.

10.3.3. CommunicaƟons

· Not included

11. Right-of-Way ExisƟng right-of-way (ROW) lines were mapped at each proposed staƟon plaƞorm locaƟon. As part of the 30% design, proposed ROW lines were developed for each staƟon accounƟng for both permanent infrastructure and temporary construcƟon needs. Proposed ROW and temporary construcƟon easement lines and square footage of ROW and easement needs are depicted in ROW figures in the appendix.

12. Project Agreements Encroachment agreements for UDOT and local roadways will be coordinated and obtained as part of final design efforts.

13. Land Survey and Base Mapping

13.1. IntroducƟon

The survey porƟon of this project included the establishment of a project survey control, project datum, and preparaƟon of a base map which documented ground surface and planimetric data, ortho imagery, and uƟlity locaƟons.

13.2. Survey Control Procedures and Process

Planimetric, photographic, and ground surface data for the project was obtained. The surveyor uƟlized staƟcally collected survey data gathered at strategic points throughout the project area to serve as control points for the data. A summary of calibraƟon control can be found in the project’s survey control plans.

13.3. Project Control Conversion

See project survey control sheets for conversion data and parameters.

13.4. Base Map Procedures

The base map is a compilaƟon of data from mulƟple sources. LIDAR survey data was collected at a density interval to accurately produce a contour base map and idenƟfy prominent exisƟng features

Basis of Design 15 within the 200-foot-wide survey limit: building structures, fences, walls, concrete and pavement edges, trees, surface uƟliƟes, pavement markings, and any other disƟnct features present. AddiƟonal data was provided and incorporated into the base map of the exisƟng condiƟons including record uƟlity data, ortho imagery, building edges, and contours.

14. Vehicles (Type) The exact vehicle type to be used on the project is unknown. For conservaƟsm in design, the project 30% design is based on assumed use of 40’ long electric buses. Exact model and manufacturer will be determined in the procurement process.

14.1. Electric Charging

The project could potenƟally use 40’ long electric buses. For the purposes of that assumpƟon, on-route electric charging will be provided at each EOL facility, and overnight charging will be installed at the Salt Lake Depot District Facility.

15. Environmental

15.1. Environmental Services and Document PreparaƟon

This project has developed an FTA-compliant Documented Categorical Exclusion (DCE). The class of acƟon determinaƟon was made through coordinaƟon with UTA and FTA.

15.2. High-level Resource Review

Leveraging iniƟal data collected and analysis completed previously, the environmental team performed a desktop-based, high-level resource review to idenƟfy potenƟal areas of impact with a focus on areas that previous analysis did not cover and any other changes to the project idenƟfied through Concept ValidaƟon/OpƟmizaƟon.

These areas include the southern terminus extension to Research Park, both EOL faciliƟes, updated mixed-flow condiƟons on US-89 between Eagle Ridge Drive and 3100 South in North Salt Lake, and 300 West in Salt Lake City.

15.3. Agency CoordinaƟon

The project team prepared materials to iniƟate coordinaƟon with federal, state, and local agencies regarding potenƟal environmental issues to be addressed in the NEPA document in consultaƟon with FTA and UTA. Based on the exisƟng resources and anƟcipated impacts, the project team coordinated with the following agencies:

· State Historic PreservaƟon Office

· Local counƟes and ciƟes along the corridor

15.4. Technical Analyses

The team developed technical analyses in support of the DCE. These were submiƩed as standalone deliverables for preliminary review or included in the appendix of the environmental document, depending on the topic. Some resource reviews required environmental field surveys, which was

Basis of Design 16 coordinated with UTA. Air quality conformity analysis is completed for potenƟal use of diesel buses idling at staƟons, and there are no SecƟon 6(f) resources that may be impacted. The project team has prepared a set of environmental maps showing the design footprint and all environmental resources near the project area.

The project has prepared separate memos for:

· Parks and RecreaƟon Resources

· SecƟon 4(f) - assuming de minimis impact for all resources

· Noise

· AquaƟc Resources

· Cultural Resources

The above topics are summarized in the DCE, with technical memos aƩached; the remaining topics will be covered directly in the DCE document only.

A final DCE will be submiƩed for FTA approval.

15.5. Maintain AdministraƟve Record

The project team will maintain up-to-date project files which should include all noƟces, contacts, deliverables, and consultaƟon as part of the DCE process.

15.6. Environmental Permiƫng, MiƟgaƟon Measures, and Funding Strategy Assistance The DCE will idenƟfy required environmental permits and miƟgaƟon requirements as prescribed by State and Federal RegulaƟons based on data from the environmental analysis and input from the public and agencies.

Basis of Design 17

Appendix – 30% Plans