NORTH OGDEN CITY 2008 TRANSPORTATION MASTER PLAN. December Project Number

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1 NORTH OGDEN CITY 2008 TRANSPORTATION MASTER PLAN December Project Number

2 Table of Contents Chapter 1 Existing and Future Conditions... 1 City Background... 1 Historic Census Growth... 2 Existing and Future Demographics...3 Future Land Use... 7 Travel Time Index (TTI)... 8 Travel Demand Modeling... 8 Travel Time Index... 8 Work Trips... 9 Safety and Accident Locations for Traffic Signals and Transit Service Traffic Signals Benefits of Roundabouts Transit Trails... 18

3 Chapter 2 Access Management Options What is Access Management? Importance of Access Management Goals of Access Management Access Management Techniques North Weber County Corridor Preservation Cooperative Agreement SR-235 in North Ogden City SR-134 in North Ogden City Public Participation Efforts - Property Owner Workshop Access Planning Maps Chapter 3 Standards and Analysis Functional Classification of Streets...29 Cross-section Standards Arterials Major Collectors Collectors Local Streets Functional Classification and Speed...33 Level of Service Standards Existing and Future Level of Service (LOS) and Volumes Travel Time Index Chapter 4 Capital Facility Plan Funding Revenue Projects by Phase...44 Appendix Cost Estimates for New Construction by Functional Classification... 48

4 List of Figures and Tables Figure 1 - Percent Population Change for North Ogden and Surrounding Cities... 3 Figure Population by Traffic Analysis Zone... 5 Figure Population by Traffic Analysis Zone... 6 Figure 4 - Future General Land Use in North Ogden City... 7 Figure Travel Time Index Comparison... 9 Figure and 2040 Volume and Direction of Work Trips Figure Traffic Accidents Figure 8 - Signal Warrant 3, 2550 North/Washington Boulevard, Figure 9 - Existing and Future Traffic Signal and Roundabout Locations Figure 10 - UTA Transit Currently Serving North Ogden City Figure 11 - Conceptual Roadway Functional Hierarchy Figure 12 - Cooperative Agreement Area in North Ogden Figure 13 - SR-134 and Northern SR-235 Section Figure 14 - SR-134 and Northern SR-235 Section Option Figure 15 - SR-134 and Northern SR-235 Section Option Figure 16 -SR-235 Access from 1900 North to 2500 North Figure 17 - Washington Boulevard from Ogden City Limits to 1900 North Figure 18 - Future Functional Classification of North Ogden City Streets Figure 19 - North Ogden City Cross-section Standards Figure 20 - Illustration of Levels of Service Figure Existing Level of Service Figure No Build Level of Service Figure with Completion of 1997 General Plan... 40

5 Figure Transportation Master Plan Recommendation Figure 25 -Travel Time Index Comparison for North Ogden City Figure 26 - Projects by Phase Table 1 - Population for North Ogden and Surrounding Cities... 2 Table and 2040 Population and Average Annual Percent Growth... 3 Table 3 - Average Number of People per Household by City... 4 Table 4 - Functional Classification Operations Table 5 - Undivided Multilane Suburban Highway/Arterial Level of Service Table 6 - North Ogden Project List... 45

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7 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N Chapter 1 Existing and Future Conditions This chapter summarizes North Ogden City s background, demographics, current land use, and transportation conditions. City Background N orth Ogden, Utah is located in the Ogden valley below the majesty of Ben Lomond Peak and west of the Wasatch-Cache National Forest; it is geographically bounded by mountains on the north and east sides. The city itself is surrounded by several communities such as Pleasant View to the northwest; Harrisville to the southwest; Ogden to the south. The North Ogden area was originally settled by Mormon Pioneers and was incorporated in It is currently a fourth class city, meaning it has a population between 10,000 and 30,000. The 2000 U.S. Census counted 15,026 residents. North Ogden is adjacent to the regional center in the local area, Ogden City. Because of North Ogden s proximity to Ogden, traveling to work, accessing shopping and recreational destinations is relatively easy. Many residents of North Ogden take advantage of the various outdoor features of their community. For example, North Ogden has access to at least three major recreational trails because of its proximity to the Wasatch-Cache National Forest. The North Ogden Trails Committee, which North Ogden city from foothills of the Wasatch Mountains Page 1

8 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N was established in May 2006, is planning and designing a citywide, multi-use trail system called the Cherry Way Loop. They have also planned the Lakeview Trail-Frog Rock Trail more commonly known as the Frog Rock Trail. North Ogden City is located approximately two miles east of I-15. The city is served by two state highways: SR 235, also known as Washington Boulevard, or 400 East, in North Ogden City. This arterial runs north and south through the center of the city. Most of the commercial and retail land uses are located along this corridor. It is the primary roadway connecting North Ogden to Ogden to the south. SR 134, also known as 2600 North, provides access to US 89 and I-15. Historic Census Growth North Ogden City is a bedroom community north of Ogden City with approximately 5,000 households and a city estimated 2007 population of approximately 17,166. Many local residents commute to Ogden for employment opportunities at Intermountain Healthcare s McKay Dee Hospital, Ogden-Weber Applied Technology College, the Internal Revenue Service and ATK, an aerospace and defense company. Others travel south to the Clearfield area for jobs at Hill Air Force Base and the Freeport Center, both major employers in the region. Some may travel to Salt Lake City for employment. Employers in North Ogden include various locally owned businesses predominately located along Washington Boulevard and 2600 North including two grocery stores, an IHC Health Center, and Zions Bank among other establishments. Like many cities along the Wasatch Front, North Ogden is experiencing rapid population growth. Table 1 shows the historic growth in North Ogden City from 1970 through 2000, the year of the last decennial census of population and housing. North Ogden City has experienced strong growth with each passing decade that will continue into the future. The next section addresses the existing and future demographics for North Ogden City. Table 1 - Population for North Ogden and Surrounding Cities City North Ogden 5,257 9,309 11,668 15,026 Pleasant View 2,021 3,983 3,603 5,632 Harrisville 749 1,371 3,004 3,645 Ogden 69,478 64,407 63,909 77,226 Source: U.S. Census Bureau Page 2

9 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N Figure 1 - Percent Population Change for North Ogden and Surrounding Cities 140% 120% 100% 80% North Ogden Pleasant View Harrisville Ogden 60% 40% 20% 0% -20% 1970 to to to 2000 Existing and Future Demographics The table below provides the current population, 2040 city forecasted population and estimated annual rate of growth for North Ogden along with the same comparison cities as in Table 1. North Ogden is estimated to grow at a more rapid rate than peer cities on an annual basis. Table 3 shows the average number of people per household in North Ogden along with comparison cities. When the average number of people per household is high, population of a city grows at a rapid rate. Table and 2040 Population and Average Annual Percent Growth City Average Annual Percent Growth North Ogden 17,135 38, % Pleasant View 6,802 11, % Harrisville 7,065 10, % Ogden 81, , % Source: 2007 and 2040 population was obtained through meetings with city staff Page 3

10 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N Table 3 - Average Number of People per Household by City City North Ogden Pleasant View Harrisville Ogden Source: U. S. Census Bureau Another way to look at how a population is distributed across an area is to determine the number of individuals living within a Traffic Analysis Zone. A Traffic Analysis Zone is a geographic unit determined by the local metropolitan planning organization, in this case, the Wasatch Front Regional Council (WFRC), for traffic analysis purposes. Below are two graphics that illustrate, through the use of color shading, how many people live in each Traffic Analysis Zone within North Ogden City. One graphic represents the existing population and the other estimated population for planning year Figure 2 shows the Traffic Analysis Zone for existing 2007 population. From a review of the graphic, the area with the highest population is the Traffic Analysis Zone situated north of Ogden; this Traffic Analysis Zone is at the core of North Ogden City. The other Traffic Analysis Zones have less population. The 2040 population by Traffic Analysis Zone shows the expected increase in population. In reading the map, the coloring moves from light to darker colors indicating an increase in population overall. Page 4

11 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N Figure Population by Traffic Analysis Zone Page 5

12 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N Figure Population by Traffic Analysis Zone Page 6

13 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N Future Land Use Figure 4 - Future General Land Use in North Ogden City Source: North Ogden City Page 7

14 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N The historical land use development pattern has been north from Ogden City. Future development patterns within the study area are not expected to change dramatically in coming years. Employment numbers indicate that while North Ogden does anticipate adding commercial land uses in coming decades, and thereby increasing employment opportunities; however, there will continue to be more residents than jobs. As with existing land uses, residential development will continue to be primarily single-family and suburban in nature, causing most workers that live in the area to seek employment elsewhere such as in Ogden and Clearfield. In North Ogden City, the commercial core mainly surrounds Washington Boulevard. Figure 4 shows the residential verses agricultural, commercial and industrial land uses in the study area. It is apparent that while there are areas of employment and commercial activity in the study area, the majority of development is low density, residential land use. There are approximately two areas of multi-family housing on Washington Boulevard along with commercial development. However, land uses may change in the future. Travel Time Index (TTI) Travel Demand Modeling The travel demand model was an important tool for the analysis of disaggregated information as well as evaluation of various packages of proposed transportation improvements through aggregated data. InterPlan used the travel demand model so that all model development and analysis would be consistent with the plans of North Ogden City as well as with Weber County, Utah Department of Transportation (UDOT), Utah Transit Authority (UTA), and WFRC. The WFRC regional travel demand model version 6.0 was used for all analysis of the North Ogden Transportation Study. The model uses the CUBE software from Citilabs Inc. as well as specific model scripts developed by the WFRC staff. Travel Time Index The Travel Time Index (TTI) is one measure that is produced by the travel demand model for analysis. Travel Time Index refers to a measure of congestion determined by dividing the time it takes to travel a given road segment at the peak hour, by the freeflow travel time for that segment. A TTI of 1.00 indicates that there is no difference in travel time on a given road during the peak hour versus during free-flow travel time. A TTI greater than 1.00 is representative of peak hour trips taking longer than free-flow travel. Page 8

15 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N Figure Travel Time Index Comparison Travel Time Index Comparison Travel Time Index (TTI) North Ogden Pleasant View Harrisville Ogden Weber County Source: Travel Demand Model Version 6.0 Figure 5 shows the TTI for North Ogden and compares it to other cities in the area as well as Weber County. Harrisville and Pleasant View have the lowest, or best, TTI indicating that there is little difference in travel time during peak hour or free-flow travel time. North Ogden has a slightly elevated travel time of Again, indicating that for the most part, North Ogden s motorists experience only a small difference in travel time between peak hour and free flow travel time. Ogden s TTI is This means that an average trip requiring 20 minutes in free-flow traffic would take 24 minutes during congested periods or a 19% increase in travel time. Work Trips Figure 6 shows the travel patterns related to work trips from North Ogden City. This graphic was developed using origin and destination data from WFRC s Regional Travel Demand Model. Trips which originate in North Ogden and terminate in North Ogden are also shown as the line with no arrow endpoint. As most employment opportunities are outside of the city limits, residents are mainly traveling to the regional center of Ogden and places of employment to the south such as Hill Air Force Base and locations in Salt Lake City, another regional center. To a much lesser extent, North Ogden residents travel to local employment opportunities in western Weber County and in the Pleasant View and Harrisville area. Page 9

16 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N Figure and 2040 Volume and Direction of Work Trips from North Ogden City These work trip graphics show how critical the optimal operation of the intersection of Washington Boulevard and 2600 North is to North Ogden City s smooth traffic flow. A number of residents of North Ogden work at locations outside of the city limits and use major roadways to access places of employment or to travel to US-89 or I-15 to reach other destinations. With a majority of the housing in North Ogden in the northeast quadrant of the city, residents use Washington Boulevard to travel south to Ogden or to access I-15 or US-89. During the afternoon return home, similar travel patterns occur in reverse. The travel patterns of local motorists have implications for the Washington Boulevard 2600 North intersection and the section of 450 East extending north that will ultimately connect with Mountain Road. The roads extending east and north of the intersection currently perform poorly because of the high volume of traffic that passes through the intersection and on to other locations. Specifically, the intersection itself would benefit from redesign including improvements such as dual left turn lanes for traffic turning left Page 10

17 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N onto 2600 North from Washington Boulevard and from 2600 North onto Washington. Dual through lanes would also be beneficial. Safety and Accident Locations for 2007 Transportation safety is a key component of the transportation system. Top priority is usually given to funding roadway improvements that will reduce accidents and correct hazardous situations. From January 1, 2007 to December 31, 2007, there were 213 total traffic accidents in North Ogden City as reported to the North Ogden City Police Department. Figure 7 displays traffic accidents by location in North Ogden during Many accidents occurred at busy intersections or natural points of conflict, especially at the signalized intersection of 2600 North and Washington Boulevard which had 56 accidents reported. Overall, more than one half of the total accidents, 112 out of 213, occurred at various locations along Washington Boulevard; this could be expected due to the high level of travel volume on a daily basis. Specifically, 88 accidents occurred on Washington Boulevard in the section under UDOT s responsibility. In 2007, the expected accident rate for the UDOT section of roadway of Washington Boulevard was 2.54 accidents per million miles traveled. North Ogden City s actual accident rate for this section of roadway was approximately 5 to7 accidents per million miles traveled. While it is not clear the reason for the increased accident rate, there could be many reasons such as the number of access points, driver distractions, and extreme weather conditions. To a much lesser extent, there were fewer accidents on 3100 North, a roadway that allows residents access to their homes in the northeast section of North Ogden as well as to North Ogden Junior High School. Page 11

18 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N Figure Traffic Accidents Page 12

19 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N Traffic Signals and Transit Service Traffic Signals There are presently five traffic signals in North Ogden City, all located along Washington Boulevard. These signals are primarily maintained and operated by UDOT, who is responsible for maintaining the state highway system. The installation of traffic signals is often a more complex process than the public understands. Often, when delays due to increased traffic on a major street begin to build at the intersection of a minor street and a major street, drivers on the minor street see value in the installation of a traffic signal. However, what drivers on the minor street do not realize is that the new signal will add delays to the major street that may be predominantly free-flowing. National studies have been completed which determine when traffic signals will decrease the total delay to all drivers or result in an improvement to the safety of the highway system. Based on the national studies, the installation of traffic signals is based on nationally accepted (and mandated) warrants as documented in the Manual of Uniform Traffic Control Devices, (USDOT, 2003). There are eight traffic signal warrants, including: Warrant 1: Eight Hour Vehicle Volume Warrant 2: Four Hour Vehicular Volume Warrant 3: Peak Hour Warrant 4: Pedestrian Volume Warrant 5: School Crossing Warrant 6: Coordinated Signal System Warrant 7: Crash Experience, and Warrant 8: Roadway Network Individual traffic studies will need to be performed to evaluate the satisfaction of these national warrants prior to the installation of any new traffic signal. Future signal placement is presented in Figure 9. Existing traffic signals along Washington Boulevard are located at 1700, 2000, 2550, 2600, and 3100 North. UDOT originally anticipated moving the traffic signal at 2550 Washington Boulevard to 2300 North once a warrant had been achieved at 2300 North. However, based upon a traffic count conducted on September 4, 2008, the traffic signal at 2550 Washington Boulevard was found to meet Warrant 3 specifications for peak hour traffic. Figure 8 illustrates how Warrant 3 is met. InterPlan s count of 180 cars on the minor street (2550 North) exceeds the 100 required to meet a signal warrant for a street of two or more lanes (Washington Boulevard) with a one lane street (2550 North) at the intersection. Page 13

20 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N Figure 8 - Signal Warrant 3, 2550 North/Washington Boulevard, 2008 Reference: Manual on Uniform Traffic Control Devices (USDOT, Federal Highway Administration 2003), Part 4, Chapter 4C Section 4C.04 Page 4C-4 It is recommended traffic signals be placed at 2300 North/Washington Boulevard and Elberta Drive/Washington Boulevard when the intersections meet warrants. As Mountain Road is constructed, it is recommended that a signal be placed at Lakeview and Mountain Road when it meets a traffic warrant. Other recommended signals include the following locations in North Ogden City: Fruitland at Mountain Road, 2600 North and 3100 North on the future Monroe Blvd., and 3100 North at 1050 East. Traffic warrants must be met prior to the installation of traffic signals. A roundabout is recommended for 2100 North at Fruitland Drive and a site plan is included in the Appendix. Benefits of Roundabouts Roundabouts have a number of features that make it an attractive alternative to a four way intersection. Roundabouts can reduce the number of accidents because of the elimination of conflicts that result from the use of a traditional intersection. Because motorists do not need to stop and wait for a traffic light change, idling times are eliminated increasing fuel efficiency and reducing CO2 exhaust emissions. The speed of traffic can be reduced as motorists will mostly likely need to travel at no more than 30 miles per hour when using the roundabout. For North Ogden City, a roundabout can be less expensive to construct and maintain than a traditional intersection because there is no traffic equipment to purchase, install, and maintain. A roundabout has a longer life than an average traffic signal. Most importantly, a roundabout can be an amenity to a community by providing traffic calming and an aesthetically pleasing landscape. Page 14

21 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N Figure 9 - Existing and Future Traffic Signal and Roundabout Locations Page 15

22 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N Transit North Ogden City is part of the UTA service area that extends from Brigham City in the north to Payson in the south. Specifically, North Ogden is served by Route 612 Washington Boulevard that runs north and south along Washington Boulevard from approximately 5300 South in Ogden to 3100 North in North Ogden City. Route 612 provides service from the Ogden Regional Medical Center to North Ogden Junior High School in North Ogden, as well as points along the way such as the Ogden-Weber Applied Technology College and the Five Points Shopping Center. Figure 10 shows the transit service provided in North Ogden by UTA. Residents of North Ogden have access to a park and ride lot that serves UTA s FrontRunner Commuter Rail which provides service from Pleasant View to Salt Lake City. The Pleasant View FrontRunner station and park and ride lot is located at 2600 North US-89. It should be noted that there is no transit service between North Ogden City and the FrontRunner station. FrontRunner service provides one morning train leaving Pleasant View at approximately 6:33 a.m. and one evening train arriving back at the Pleasant View station at approximately 6:23 p.m. The FrontRunner line travels from Pleasant View south to the Salt Lake Central Station at the Intermodal Hub with stops at communities along the way. UTA anticipates increasing service to Pleasant View as Union Pacific Railroad makes additional track and signal upgrades. A majority of residents are able to access transit within reasonable walking distance as Route 612 mainly operates as a circulator within North Ogden City. As the population grows, consideration should be given to additional transit service. Page 16

23 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N Figure 10 - UTA Transit Currently Serving North Ogden City Page 17

24 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N Trails Trails are an important community asset for North Ogden City. Currently, there are several trails that are used primarily for recreational purposes, such as North and South Skyline and Pioneer and Bonneville Shoreline Trails. Cherry Way Loop is being built as an important part of the North Ogden transportation system. Once completed, the Cherry Way Loop will be a multi-use trail system that will provide an alternative way to access local schools, parks, shopping areas and other destinations. Another local trail being designed and constructed includes the Lakeview Trail-Frog Rock Trail, more commonly known as the Frog Rock Trail. Page 18

25 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N Chapter 2 Access Management Options This chapter provides an overview of access management and summarizes the access management standards for SR-235 in North Ogden City as well as SR-134. It also discusses the planning process by which property owners determined the best access to their property which fronts on a state road. Finally, options are presented that balance the goals of the state highway and property owners need for access to their property. What is Access Management? A ccess management is a way of preserving the safe performance of the road for the flow of traffic at posted speeds by controlling driveway and cross street access to that roadway. Access management on Utah s state roads is administered by UDOT through the Utah Administrative Rule R930-6 Accommodations of Utilities and the Control and Protection of the State Highway Rights of Way. Access management maintains the longer term functionality of a state road that is critical to the maintenance of a quality transportation system. Specifically, access management limits the number of traffic signals, intersections and access points so that traffic flows at the speed and capacity designed for the road classification. Administrative Rule R930-6 was developed to provide a balance between the functionality of a state road and a property owner s right to access their property. Rule R930-6 establishes a uniform standard that takes into consideration UDOT s goals to preserve and maintain the state highway system and the drivers ability to access their property and business. Page 19

26 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N Access Management is an important activity because it maintains the longer term function of higher capacity state roads that is critical to the maintenance of a quality transportation system. Access management is a concept which has emerged over the past several decades to improve the efficiency of the roadway system. There are a variety of definitions of access management which basically involve the practice of providing access to land development with sufficient restrictions to simultaneously preserve traffic flow on the surrounding streets in terms of safety, capacity, and speed. Access management can involve the control of the location, design, and operations of driveways, median openings, and street connections to a roadway. Similar to the concept of functional classification involving the hierarchy of streets, access management typically involves greater access restrictions on the higher functioning roadways, such as arterial roads, with little or no control on the access to lower functioning roadways, such as local streets. Importance of Access Management Access management is necessary to public safety on Utah s roadways. Through access management techniques, accident rates can be reduced for vehicle miles traveled (VMT) through access management techniques that limit the access points along a roadway. Starting with the design or reconstruction of a roadway, engineers plan for limited access to the roadway so as to not reduce its performance. With many intersections, traffic signals and driveways along a road, the potential for congestion is increased along with the potential for a decline in automobile speed that often causes delays. It is important to note that access management standards were adopted after deficiencies such as driveways were built. Existing driveways are certainly difficult to eliminate in order to achieve compliance, but future driveways, especially on state routes, must be tightly controlled. A high percentage of accidents typically occur at these conflict points, so managing access to these roadways increases safety. Many driveways and street intersections create confusion for through traffic and can decrease the capacity of the main road. Side roads on opposite sides of the corridor should be properly aligned so as to eliminate offset intersections that pose a safety concern. Even with historical deficiencies, North Ogden can work with developers to limit future driveways to meet access management standards. Goals of Access Management The goals of Access Management include: Reduction in traffic conflicts and accidents Reduced traffic congestion and increased mobility Preservation of traffic capacity and level of service Improved economic benefits to businesses Potential reduction in air pollution from vehicle exhaust Page 20

27 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N Access Management Techniques According to the National Cooperative Highway Research Program s Report 240 Impacts of Access Management Techniques there are several access management techniques than can be used to preserve the intended performance of a roadway. These techniques range from adopting policies to designing roadway features. Roadway design features can include any number of techniques. One example is raised medians on undivided roadways. Raised medians have the benefit of reducing conflicting movements, which in turn enhances safety. Other roadway design features can include acceleration and right-lane deceleration lanes that allow drivers to safely enter and exit the roadway without impeding the flow of traffic. There are many other access management techniques in designing a roadway such as traffic signal spacing, frontage roads, and un-signalized access spacing to name a few. Figure 11 - Conceptual Roadway Functional Hierarchy While Administrative Rule R930-6 governs access on UDOT s state routes, there are also many non-state route roadways within North Ogden City. It is important to understand the role of local community values in designing the access solution that works most effectively. One community may choose to develop a system of frontage roads to control access to major streets. Another community may choose to monitor corner clearances by looking at the minimum distances required between intersections and driveways. There are many roadway design techniques that can be used to satisfy access management goals. Another policy technique is the North Weber County Corridor Preservation Cooperative Agreement that is currently in place for Farr West, Harrisville, North Ogden and Pleasant View cities. In April 2006, the cities signed the North Weber County Corridor Preservation Agreement with the UDOT which provided for unsignalized access to parcels on SR-235. This agreement provides specific policy direction on the spacing of traffic signals, locations for un-signalized access points, and driveway spacing with an overall goal of limiting the number of access points along SR- 134 and SR-235. Page 21

28 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N North Weber County Corridor Preservation Cooperative Agreement Figure 12 - Cooperative Agreement Area in North Ogden The Agreement area in North Ogden City proceeds from the south boundary of the city to SR-134. At 2600 North the Agreement area proceeds west to the city s boundary at approximately 100 West on 2600 North. Figure 12 shows the North Ogden City area under jurisdiction of the Agreement. Currently the area along Washington Boulevard is primarily zoned for commercial retail; two parcels are zoned as multi-family housing; and, there is a strip of zoning for commercial professional office. Several parcels along 2600 North are zoned for low density residential. The Agreement area along Washington Boulevard and 2600 North is a mix of commercial, retail and residential uses. SR-235 in North Ogden City SR-235 proceeds approximately 2.7 miles north from SR-203 or 2 nd Street in Ogden to 2600 North in North Ogden City. After the signalized intersection at 2600 North it becomes a local road identified as 400/450 East. The UDOT access management category standard for SR-235 is three, meanings there is no new unsignalized access permitted along the state roadway and new signals must be spaced at a minimum of 2,640 feet. The North Weber County Corridor Preservation Cooperative Agreement designated access at the following parcels adjacent to SR-235 in North Ogden: Page 22

29 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N West into parcel number located at approximately 2575 North East into parcel number located at approximately 2475 North West into parcel number located at approximately 2175 North West into parcel number located at approximately 2100 North East into parcel number located at approximately 1825 North West into parcel number located at approximately 1800 North East into parcel number located at approximately 1675 North West into parcel number located at approximately 1625 North East into parcel number located at approximately 1500 North SR-134 in North Ogden City The Agreement covers only on the portion of SR-134 that is west of Washington Boulevard from 400 East to the west boundary of North Ogden City at approximately 100 West. This area is mainly retail with vacant parcels on the south side of the road, and is approximately a half mile in length. On SR-134 in North Ogden City there is to be no new unsignalized access. Public Participation Efforts - Property Owner Workshop A workshop with the property owners along SR-235 North Ogden City and SR-134 was held on Wednesday, November 12, Approximately 34 individuals attended although approximately 120 invitations were mailed. All property owners were sent a personal letter inviting them to the workshop as well as explaining the study and the importance of their attendance at the workshop. It was also advertised in the North Ogden City s newsletter. Public comment forms were available for attendees to provide input. The purpose of the workshop was to inform individual property owners on how to access their property within the terms of the agreement between North Ogden City and UDOT. At the beginning of the workshop, a presentation was made that highlighted the goals and purpose of access management as well as the terms of the Cooperative Agreement. After the presentation, property owners were divided into three sub groups, by location, to determine the best access points to their properties. A Consultant Team member worked with each property owner and reviewed the access point(s) to their property. In the sub groups, individual comments were received and considered by the Consultant Team member leading the group discussion to determine if adjustments and or consolidation to property access points were necessary. By the end of the session, property owners were mostly positive about the effort. Comment forms that were completed at the workshop are attached in the Appendix. Page 23

30 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N Access Planning Maps The following maps were shown to the property owners to illustrate the terms of the North Weber County Corridor Preservation Cooperative Agreement currently in place. As mentioned previously, this agreement provides specific policy direction on the spacing of traffic signals, locations for un-signalized access points, and driveway access spacing with an overall goal of limiting the number of access points along a particular roadway. Figure 13 - SR-134 and Northern SR-235 Section This section shows the non-conforming access in white and the future access in yellow. The existing traffic signals at 2600 and 2550 North are indicated in black. At the public workshop, input was received suggesting a connection from 2550 North through to 2600 North at approximately 300 East. The idea behind the input was to allow for enhanced response times by the fire department to northerly residential locations in North Ogden City. Two new access points are permitted, both on Washington Boulevard. Current signal spacing is.13 miles between 2550 North and 2600 North on Washington Boulevard; no new signals will be allowed in this section unless they meet warrant. Much of the discussion of this section centered around the connection between 2550 North and 2700 North at approximately 300 East. City representatives expressed a desire to maintain connectivity to 300 East north of 2700 North to allow fire station Page 24

31 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N equipment located at approximately 2550 North 300 East to access homes and/or businesses in the northwest part of the city in the case of an emergency. Three possible options are available to North Ogden City to consider: [1] do not provide for connectivity between 2550 North and 2700 North; [2] North Ogden City retain a public easement between 2550 North and 2700 North at approximately 300 East so that future connectivity is not precluded; or, [3] as a condition of development approval, a public street could be constructed by the developer from 2250 North to 2600 North and a public easement could connect from the fire station to the public road for emergency response. Figures 14 and 15 provide details of the proposed connectivity. Figure 14 - SR-134 and Northern SR-235 Section Option 2 Page 25

32 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N Figure 15 - SR-134 and Northern SR-235 Section Option 3 Page 26

33 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N Figure 16 - SR-235 Access from 1900 North to 2500 North The central section of the Agreement area again shows the non-conforming access in white and shows the future access in yellow as provided for by the North Weber County Corridor Preservation Cooperative Agreement. A future traffic signal is indicated at 2300 North and an existing traffic signal is at 2000 North. Current signal Page 27

34 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N spacing is.41 of a mile between 2300 North and 2000 North on Washington Boulevard or 400 East. Three access points are permitted on Washington Boulevard. Figure 17 - Washington Boulevard from Ogden City Limits to 1900 North An existing traffic signal is shown at 1700 North. Five new access points are permitted on Washington Boulevard. Current signal spacing is.39 of a mile between 1700 North and 2000 North and no new signals will be allowed in this section. Under the Agreement, a signal would not be permitted at 1900 North because it would be too close to the existing traffic signal at 2000 North. Page 28

35 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N Chapter 3 Standards and Analysis This chapter discusses level of service standards, differing performance levels on future roadway networks, functional classification of streets and trail standards. Functional Classification of Streets A functional classification of streets establishes the concept that some streets will be designed to serve high volumes of traffic at higher speeds while other streets will be designed to facilitate land access at the expense of high speeds or high traffic volumes. From a residential standpoint, most people desire to live along quiet streets with frequent land access (driveways). At the same time, residents typically desire a relatively direct drive path at relatively high speed to their destination. Given the expected densities and types of land development in North Ogden, the majority of road mileage will be provided by local streets. These streets form the access for residential development throughout the city and should be designed to accommodate a variety of travel modes. At the other end of the spectrum, principal arterial streets should be designed to be spaced every mile and a half. Most of the principal arterial streets are state highways and are controlled by the standards of UDOT as well as North Ogden City. The current standard cross-sections for city streets in North Ogden are presented in Figure 19. From a new land development regulatory standpoint, the city should build or require the construction of new or widened roads to the cross-section standards shown. However, the city may desire some latitude to adjust cross-sections such that the integrity of a street in terms of speed, access, emergency services, and alternative travel modes can all be safely accommodated. The city may desire modifications to adopted cross-sections provided the pavement width is not changed from the appropriate crosssection standard, and a minimum five foot sidewalk is provided on both sides of the Page 29

36 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N street, along with the city approved curb and gutter section. In other words, the city may desire to adjust park strip width requirements in areas where the street is largely in place and additional widening and construction to accommodate the full city standard would create significant disruption to the largely built up surrounding environment. Figure 18 - Future Functional Classification of North Ogden City Streets Page 30

37 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N Cross-section Standards Roadway cross-sections are essential for understanding the function, capacity, and speed, as well as the look and feel of a road. The roadway cross-section standards for North Ogden City are based on engineering concepts from American Association of State Highway and Transportation Officials (AASHTO), A Policy on Geometric Design of Highways and Streets 2004 (commonly called the AASHTO Green Book ), and UDOT s Roadway Design Manual of Instruction. Some of the cross-section engineering elements included in the North Ogden City standards from these guide books are 12 foot travel lanes with 14 foot center turn lanes. The cross-sections also include standards from North Ogden City including two and a half foot curb and gutter, and five foot sidewalks. The cross-section standards for North Ogden City are defined in four categories by street functional classification: arterial, major collector, collector, and local. Arterials Arterial streets are designed to move vehicles through an area. These roads have limited access, higher speeds, and traffic signals at major cross streets. Arterials are generally spaced about two miles apart. The arterial street cross-section has a 110 foot right-ofway with four travel lanes, a center turn lane, and 12 foot shoulders. Planned arterials in North Ogden include continuing 2600 North east to Fruitland Drive. Washington Boulevard and 450 East are planned to be arterials to 3100 North. Currently, these roads function as arterials, although their cross-section is no different from other North Ogden roads. As further development occurs, the city must oversee the changes in roads designated as arterials to insure their functionality comes to fruition. Figure 19 is the standard drawing of all cross-sections for roads in North Ogden City. Major Collectors Major collectors are designed to serve both traffic movement and access. These roads typically have cross street access, but limited driveway access, medium speeds, and flared-out signalized intersections at major cross streets. Planned major collectors in North Ogden City include Pleasant View Drive, 2550 North, 3100 North, and 1700 North. North/south Major Collectors are Lakeview Drive, Monroe, and 1050 East. Major collectors in North Ogden are spaced about every half mile. The major collector cross-section includes 58 feet of pavement with one 12 foot travel lane in each direction and a 14 foot center turn lane. Ten foot shoulders, curb and gutter, and sidewalk complete the 82 foot right-of-way. Figure 19 includes a drawing of the major collector cross-section. Page 31

38 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N Figure 19 - North Ogden City Cross-section Standards Page 32

39 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N Collectors Collector streets are designed to offer local traffic access to arterial streets but they are not designed for long distance travel. These roads typically have no limitations to street or driveway access and facilitate slower speeds, generally 35 miles per hour or slower. Planned collectors in North Ogden include Fruitland Drive, Mountain Road, 800 East, 150 East, 2100 North, 2600 North, and 3100 North. The drawing of the collector cross-section as shown in Figure 19 includes a 66 foot right-of-way with one 12 foot travel lane in each direction, nine foot shoulders, curb and gutter, and sidewalk. Collectors have less vehicle capacity than arterials and major collectors, but more capacity than local streets. Local Streets Local streets are designed to offer access from residences to the roadway network. Local streets connect driveways to collectors or arterials. Local streets are typically laced with driveways on both sides and have posted speed limits of 25 miles per hour. These streets are part of developers plans for neighborhoods and are built within subdivisions. Local streets exist throughout North Ogden and are planned in all of the approved residential developments. The local street cross-section has a 60 foot right-ofway, which includes one 12 foot travel lane in each direction, six foot shoulders, curb and gutter, and sidewalk. Figure 19 shows the cross-section for a local street. Functional Classification and Speed The concept of Functional Classification is useful from a design and development standpoint since it impacts the overall function or use of various roadway facilities. While low volume streets may remain low volume due to the land uses which they serve, high volume streets are typically a function of the streets ability to serve longer trip lengths and effectively serve a much larger area than the direct land uses fronting the street. According to the American Association of State Highway and Transportation Officials (AASHTO), A Policy on Geometric Design of Highways and Streets 2004 (commonly called the AASHTO Green Book ), Drivers should be afforded some choice of speed. The latitude in choice of speed should be related to the length of the trip. As displayed in Table 4, the speed limit on roadways should correspond to the functional classification of the road. Present speed limits in the city are often related to the adjacent land uses of the road and the activism of adjacent residents. North Ogden City should strive to establish speed limits based on engineering standards and studies. A typical practice is to establish speeds based on the 85th percentile speed, or the speed under which 85 percent of the drivers observe. This standard assumes that the vast majority of drivers recognize the appropriate visibility and reaction times associated with the prevailing roadway conditions. Page 33

40 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N Table 4 - Functional Classification Operations Functional Group Speed (mph) Trip Length (miles) Anticipated Accident Rate (Accidents per million vehicle miles) Control of Direct Access Arterial Limited Access Major Collector Varies Collector < Intersection control only Local <30 < 0.5 varies None Note: There are large variations in the ranges presented as these reflect guidelines for design and evaluation and are not rigid standards. Level of Service Standards Existing and Future Level of Service (LOS) and Volumes One way to anticipate problems is to look at the level of service. Level of Service (LOS) is a measure of traffic congestion with a designation similar to school grades of A, B, C, D, E, and F. Specifically, it is a traffic engineering term often used to measure and describe the amount of travel delay on a roadway network and/or at an intersection. Since traffic and overall travel are usually most congested during the morning and afternoon peak travel periods, it is advantageous to try to relieve congestion for these periods. Lessening congestion in peak periods would solve almost all travel problems for most conditions throughout the day. Typically, LOS C or D service flow rates are used in analysis in order to ensure acceptable traffic operations. LOS C and D are targeted because designing for a better LOS may require too much right-of-way and too many expenses for little benefit, while a worse LOS, of E or F, would increase congestion in more than just the peak periods. Table 5 illustrates the LOS definitions for suburban arterials as defined by the Transportation Research Board in the Highway Capacity Manual (HCM) Figure 20 is a visual representation of the different levels of service. Page 34

41 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N Table 5 - Undivided Multilane Suburban Highway/Arterial Level of Service Level of Service (LOS) A B C D E F Traffic Conditions Free-flow operations at average travel speeds, vehicles are unimpeded in maneuvering within traffic stream Relatively unimpeded at average travel speeds, only slightly restricted maneuvering within traffic stream Relatively stable traffic operations, more restricted maneuvering at mid-block locations than LOS B, individual cycle failures at traffic signals may begin to appear Small increases in traffic flow may cause substantial delay and decrease in travel speed, congestion and individual cycle failures at traffic signals are more noticeable as vehicles stop Poor travel speeds with slow progression and high delay, individual cycle failures at traffic signals occur frequently Extremely slow travel speeds with queues forming behind breakdowns, brief periods of movement are followed by stoppages, considered unacceptable by most drivers (Source: Highway Capacity Manual (HCM) 2000, Transportation Research Board National Research Council, Washington D.C., 2000.) The LOS of major streets in North Ogden City was evaluated through travel demand modeling. Traffic flows were forecasted on the current transportation system for existing conditions in the year Figure 21 shows the LOS for existing conditions in year Results of travel modeling are expressed in volume to capacity ratios, a surrogate for the more detailed LOS analysis. Actual LOS calculations would require extensive data collection and detailed information related to intersection geometry. The travel model uses average conditions which are not sensitive to each individual intersection but are generalized to the type of road. Travel model forecasts of LOS using volume to capacity ratios are typically acceptable for master planning since they allow streets to be properly sized, but continue to put the burden on individual developments to perform traffic studies which analyze the more micro conditions. Volume to capacity ratios are a standard planning measurement that divides the volume of traffic on a roadway by the capacity of that roadway to indicate the LOS conditions. A volume to capacity ratio of 1.00, meaning that the roadway volume meets the total capacity, would result in peak period congestion possibly worse than LOS D. A ratio greater than 1.00 could result in signal failure and extended periods of congestion on the roadway. Page 35

42 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N Figure 20 - Illustration of Levels of Service Overall, North Ogden City has free flow travel conditions that usually match the posted speed limit in the PM peak period from 3:00-6:00 p.m. There are two areas where the LOS is E or F. Along 2600 North, east of Washington Boulevard to 700 East, and then north 2850 North, travel flow is a bit more congested with some stop and go conditions. Washington Boulevard from 2600 North to 3100 North exceeds a LOS of E. In this case, a volume to capacity ratio of 1 or greater indicates that the capacity of the road to carry the amount of current traffic on the roadway has been exceeded. When the capacity of the roadway has been exceeded, traffic is slow moving with frequent mid-block stops. Usually, it takes more than one cycle of a traffic signal to get through signalized intersections, which many motorists find unacceptable. Page 36

43 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N Figure Existing Level of Service Page 37

44 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N To be able to compare 2007 roadways with 2007 population to the same roads and 2040 population, InterPlan modeled a No Build Level of Service scenario. Figure 22 represents North Ogden City as if no transportation improvements have been made. The only change from 2007 is that the population, employment, and housing has increased, but the roadways are the same as they exist today. It is clear to see from Figure 22 that many roadways fail making it difficult for residents to travel around the city as well as to and from their places of employment and commerce. For an additional future 2040 analysis, InterPlan assumed that North Ogden City has made the proposed street additions and modifications as identified in the North Ogden City General Plan (November 1997). Figure 23 represents North Ogden City as if the transportation improvements have been completed and 2040 demographics are in place. Again, there is still ease in traveling around the city, but there are more roadways that experience a suboptimal level of service during the PM peak period. The extension of Monroe Boulevard from the south city limits to an intersection with the proposed Mountain Road fails with a LOS F. The signalized intersection of 2600 North and Washington Boulevard fails and many streets around the intersection move from an acceptable level of service to suboptimal performance. North-south roadways that allow residents to access their homes in the northeast section of the city are most stressed; as seen in the extension of Washington Boulevard from 2600 North and the extension of Monroe Boulevard. Using the Functional Classification of future roads outlined previously in this chapter, a third future scenario has been modeled. The 2040 Transportation Master Plan recommendation model includes 2040 demographics and completion of the roadway network as planned. It has even fewer roadway or segments of roadways that experience poor levels of service. Page 38

45 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N Figure No Build Level of Service Page 39

46 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N Figure with Completion of 1997 General Plan Page 40

47 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N Figure Transportation Master Plan Recommendation Page 41

48 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N Travel Time Index Figure 25 -Travel Time Index Comparison for North Ogden City Travel Time Index Comparison Travel Time Index (TTI) No Build Plan 2040 Recommended Figure 25 shows the existing travel time and then compares it to the 2040 No Build plan as well as to the 2040 travel time if the transportation facilities identified in the 1997 North Ogden City General Plan were constructed. By following the recommendations in this report, the 2040 Travel Time could be comparable to the 2007 travel time. By completing the 2040 recommended projects, North Ogden City is able to preserve the quality of life enjoyed by motorists today in North Ogden. Page 42

49 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N Chapter 4 Capital Facility Plan This chapter creates a capital facilities plan for transportation. The plan includes a complete transportation project list for North Ogden City and discusses funding. Projects are outlined by phase. Funding F inancial assumptions are important to infrastructure planning. It is difficult to predict, with certainty, how much money will be available for transportation over the next several decades. However, making reasonable financial assumptions allows for the development of realistic long range plans and for making better informed short-term decisions. This section provides financial assumptions for revenue and project costs. Revenue Revenues dedicated to transportation projects are generally categorized into federal, state, and local funds. These funds come from federal and state fuel tax (Class B and C Road Funds), state and local vehicle registration, state and local general funds, state and local sales tax, local impact fees, and other programs dedicated to transportation such as the state transportation investment fund (TIF). State funds such as sales tax, fuel tax, and state vehicle registration fees are used for state roads for maintenance, widening, purchasing right-of-way, and constructing new roads. Federal funds are usually used for larger, statewide projects. Class B and C road funds are the most consistent revenue because of the distribution formula as defined by Utah Code. As North Ogden City s population increases, the funds from Class B and C road funds will also increase. Class B and C road funding is based on an average allotment of state B and C road funds to North Ogden City over Page 43

50 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N the last six years. The general fund amount is based on the average North Ogden general fund expenditures on transportation projects over the last six years. Additionally, transportation impact fees can provide a steady stream of revenue when the building construction industry is growing. However, they will generally rise and fall with economic conditions of the housing and commercial markets. When build-out of a community occurs, the impact fees generally end. City general funds may be less consistent than Class B and C road funds and impact fees. The general fund s distribution to roads is largely based upon the desires of its legislative body. In North Ogden City s case, the city council approves the budget. Some years may yield a higher budget for transportation, while other years that budget may be non-existent, depending on the needs and will of the elected officials. When budgeting for transportation improvements, it is important that a review of the North Ogden City Capital Improvement Program (CIP) be referenced. The CIP provides a short-term (five year) priority list of transportation improvements that are generally taken from the long-term (20 plus years) list of the Transportation Master Plan. This will help to ensure that elected officials, staff, and residents understand the financial need for current and future budgets. Projects by Phase Phase 1 projects, which are from 2009 to 2015, total $18.90 million dollars. Phase 2 projects, which are from 2016 to 2025, total $16.31 million dollars and Phase 3 projects, which are from 2026 to 2040, total $15.70 million dollars. Table 7 lists the projects by cost and phase. Detail of Project Number 25 is provided in the Appendix for reference. Page 44

51 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N Table 6 - North Ogden Project List North Ogden Project List Limits Project Street Length 2008 Cost Funding Number Street Begin End Description Classification (Miles) (Millions) Source 1 Mountain Road 2750 North 4300 North in New construction - Pleasant View Collector Collector 2.61 $10.70 Local 2 Lakeview (450 East) 3700 North Mountan Road New construction - Major Collector Major Collector 0.48 $2.74 Local North 450 East 1050 East Widen to Major Collector Major Collector 1.01 $1.62 Local 4 Pleasant View Drive Pleasant View City Limits 450 East Widen to Major Collector Major Collector 0.61 $0.98 Local East/400 East 3100 North 2700 North Widen to Arterial Arterial 0.90 $4.72 Local East 2600 North 3100 North Widen to Major Collector Major Collector 0.74 $1.18 Local North Washington Boulevard Fruitland Drive Widen to Arterial Arterial 0.72 $6.29 Local North Fruitland Drive 1050 East Widen to Major Collector Major Collector 0.40 $0.89 Local 9 Monroe 2850 North 3100 North New construction - Major Collector Major Collector 0.38 $2.17 Local 10 Monroe 2600 North 2750 North Widen to Major Collector Major Collector 0.26 $0.42 Local 11 Monroe 2000 North 2450 North New construction - Major Collector Major Collector 0.45 $2.57 Local 12 Wall Avenue (150 East) 2100 North 2550 North New construction - Collector Collector 0.53 $2.17 Local 13 Wall Avenue (150 East) 1475 North 1900 North New construction - Collector Collector 0.48 $1.97 Local North 150 West Washington Boulevard New construction - Collector Collector 0.37 $1.52 Local North Washington Boulevard Mountain Road Widen to Major Collector Major Collector 1.19 $2.64 Local North and 800 East Intersection Install signal Intersection NA $0.75 Local 3100 North and 1045 East Intersection Install signal Intersection NA $0.75 Local Lakeview (450 East) and Mountain Road Intersection Install signal Intersection NA $0.75 Local Washington Blvd and 2300 North Intersection Install signal Intersection NA $0.75 State Washington Blvd Widen and Improve and 2600 North Intersection signal Intersection NA $1.00 State Lakeview (450 East) and Elberta Intersection Install signal Intersection NA $0.75 Local 2700 North and 800 East Intersection Install signal Intersection NA $0.75 Local 1700 North and Mountain Road Intersection Install signal Intersection NA $0.75 Local 2100 North and Fruitland Drive Roundabout Roundabout - 1 lane Roundabout NA $0.50 Local All cost estimates are in 2008 U.S. dollars Phase $17.30 Phase $17.31 Phase $14.70 Total Cost $49.31 Page 45

52 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N Figure 26 - Projects by Phase Page 46

53 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N Appendix Cost Estimates for New Construction by Functional Classification Site Plan of Roundabout at 2100 North and Fruitland Drive Site Plan for improving intersection at Elberta Drive and 450 East Page 47

54 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N Cost Estimates for New Construction by Functional Classification Cost estimates of $1.5 million per lane mile were used in the development of the North Ogden City Master Transportation Plan. The following estimates included in this appendix provide detailed information to support this lane mile estimate and may be used to facilitate updates of the plan as required by North Ogden City. Cost Estimates for Widening 2600 North Widening to 110' Construction ITEM COST UNIT QUANTITY COST PER LINEAR Clearing and Grubbing $27, Acres =(110'-42' x 1')/ 43,560 $ Excavation (Roadway) $0.41 Ft 3 (110' -42' x (3"+ 8"+ 6")/12 x 1') = 45.3 $ Subgrade Finishing $0.10 Ft 2 (110' -42' x 1') = 110 SQ. FT. $ 6.80 Untreated Base Course (10" thick) $1.20 Ft 3 (86'- 42' x 10"/12 x 1') = C. FT. $ Bituminous Surface Course (6" thick) $9.00 Ft 3 (86' -42' x 6"/12 x 1') = 8 C. FT. $ Pavement Marking Paint $0.35 Ft 1 Lines x 1' = 1 L.F. $ 0.35 Curb and Gutter, Type B1 $16.95 Ft 2 x 1' = 2 L.F. $ ' Concrete Sidewalk, 4" Thick $4.69 Ft 2 (5' x 2 x 4"/12) = 2.67 SQ. FT. $ Untreated Base Course for Sidewalk $0.60 Ft 3 (2(5 + 1)' x 4"/12 x 1') = 3.33 C. FT. $ 2.40 Fire Hydrant $4, Each 1/500' =.002 $ 8.00 Landscaping & Grading $0.26 Ft 2 2-9' x 1' = 18 SQ. FT. $ 4.70 Right of Way Acquisition $100, Acres (110'-66' x 1')/43560 =.001 $ Structure Relocation $100, Structures 24 homes relocated $ Subtotal $ New and Reconstructed Lighting 1.5% of subtotal $ Signs (New) 1.5% of subtotal $ Drainage (Inc. Structures) 20% of subtotal $ Environmental & Design 15% of subtotal $ Subtotal $ 1, Mobilization and Temp. Traffic Control 15% of subtotal $ Contingency 20% of subtotal $ Subtotal $ 1, Contigency for Price Increases 10% of subtotal $ TOTAL COST PER LINEAR FT. $ 1, Total Cost Per Mile $8,740,000 Page 48

55 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N 450 East Widening to 110' Construction ITEM COST UNIT QUANTITY COST PER LINEAR Clearing and Grubbing $27, Acres =(110'-56' x 1')/ 43,560 $ Excavation (Roadway) $0.41 Ft 3 (110' -56' x (3"+ 8"+ 6")/12 x 1') = 45.3 $ Subgrade Finishing $0.10 Ft 2 (110' -56' x 1') = 110 SQ. FT. $ 5.40 Untreated Base Course (10" thick) $1.20 Ft 3 (86' -56' x 10"/12 x 1') = C. FT. $ Bituminous Surface Course (6" thick) $9.00 Ft 3 (86' -56' x 6"/12 x 1') = 8 C. FT. $ Pavement Marking Paint $0.35 Ft 1 Lines x 1' = 1 L.F. $ 0.35 Curb and Gutter, Type B1 $16.95 Ft 2 x 1' = 2 L.F. $ ' Concrete Sidewalk, 4" Thick $4.69 Ft 2 (5' x 2 x 4"/12) = 2.67 SQ. FT. $ Untreated Base Course for Sidewalk $0.60 Ft 3 (2(5 + 1)' x 4"/12 x 1') = 3.33 C. FT. $ 2.40 Fire Hydrant $4, Each 1/500' =.002 $ 8.00 Landscaping & Grading $0.26 Ft 2 2-9' x 1' = 18 SQ. FT. $ 4.70 Right of Way Acquisition $100, Acres (110'-66' x 1')/43560 =.001 $ Structure Relocation $100, Structures 8 homes relocated $ Subtotal $ New and Reconstructed Lighting 1.5% of subtotal $ 7.26 Signs (New) 1.5% of subtotal $ 7.26 Drainage (Inc. Structures) 20% of subtotal $ Environmental & Design 15% of subtotal $ Subtotal $ Mobilization and Temp. Traffic Control 15% of subtotal $ Contingency 20% of subtotal $ Subtotal $ Contigency for Price Increases 10% of subtotal $90.15 TOTAL COST PER LINEAR FT. $ Total Cost Per Mile $5,240,000 Widening to 82' Construction Major Collector Street ITEM COST UNIT QUANTITY COST PER LINEAR Clearing and Grubbing $27, Acres =(82' -56' x 1')/ 43,560 $ Excavation (Roadway) $0.41 Ft 3 (82' -56'x (3"+ 8"+ 6")/12 x 1') = $ Subgrade Finishing $0.10 Ft 2 (82' -56' x 1') = 82 SQ. FT. $ 2.60 Untreated Base Course (10" thick) $1.20 Ft 3 (58' -56' x 10"/12 x 1') = C. FT. $ 2.00 Bituminous Surface Course (6" thick) $9.00 Ft 3 (58' -56' x 6"/12 x 1') = 8 C. FT. $ 9.00 Pavement Marking Paint $0.35 Ft 1 Lines x 1' = 1 L.F. $ 0.35 Curb and Gutter, Type B1 $16.95 Ft 2 x 1' = 2 L.F. $ ' Concrete Sidewalk, 4" Thick $4.69 Ft 2 (5' x 2 x 4"/12) = 2.67 SQ. FT. $ Untreated Base Course for Sidewalk $0.60 Ft 3 (2(5 + 1)' x 4"/12 x 1') = 3.33 C. FT. $ 2.40 Fire Hydrant $4, Each 1/500' =.002 $ 8.00 Landscaping & Grading $0.26 Ft 2 2-9' x 1' = 18 SQ. FT. $ 4.70 Right of Way Acquisition $100, Acres (82'-66' x 1')/43560 =.001 $ Subtotal $ New and Reconstructed Lighting 1.5% of subtotal $ 2.20 Signs (New) 1.5% of subtotal $ 2.20 Drainage (Inc. Structures) 20% of subtotal $ Environmental & Design 15% of subtotal $ Subtotal $ Mobilization and Temp. Traffic Control 15% of subtotal $ Contingency 20% of subtotal $ Subtotal $ Contigency for Price Increases 10% of subtotal $27.36 TOTAL COST PER LINEAR FT. $ Total Cost Per Mile $1,590,000 Page 49

56 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N Widening to 66' Construction Collector Street ITEM COST UNIT QUANTITY COST PER LINEAR Clearing and Grubbing $27, Acres =(66' -26' x 1')/ 43,560 $ Excavation (Roadway) $0.41 Ft 3 (66' -26' x (3"+ 8"+ 6")/12 x 1') = $ Subgrade Finishing $0.10 Ft 2 (66' -26' x 1') = 66 SQ. FT. $ 4.00 Untreated Base Course (10" thick) $1.20 Ft 3 (42' -26' x 10"/12 x 1') = C. FT. $ Bituminous Surface Course (6" thick) $9.00 Ft 3 (42' -26' x 6"/12 x 1') = 8 C. FT. $ Pavement Marking Paint $0.35 Ft 1 Lines x 1' = 1 L.F. $ 0.35 Curb and Gutter, Type B1 $16.95 Ft 2 x 1' = 2 L.F. $ ' Concrete Sidewalk, 4" Thick $4.69 Ft 2 (5' x 2 x 4"/12) = 2.67 SQ. FT. $ Untreated Base Course for Sidewalk $0.60 Ft 3 (2(5 + 1)' x 4"/12 x 1') = 3.33 C. FT. $ 2.40 Fire Hydrant $4, Each 1/500' =.002 $ 8.00 Landscaping & Grading $0.26 Ft 2 2-9' x 1' = 18 SQ. FT. $ 4.70 Right of Way Acquisition $100, Acres (66'-66' x 1')/43560 =.001 $ - Subtotal $ New and Reconstructed Lighting 1.5% of subtotal $ 3.08 Signs (New) 1.5% of subtotal $ 3.08 Drainage (Inc. Structures) 20% of subtotal $ Environmental & Design 15% of subtotal $ Subtotal $ Mobilization and Temp. Traffic Control 15% of subtotal $ Contingency 20% of subtotal $ Subtotal $ Contigency for Price Increases 10% of subtotal $38.29 TOTAL COST PER LINEAR FT. $ Total Cost Per Mile $2,220,000 Cost Estimates for New Construction New 110' Construction Arterial Street ITEM COST UNIT QUANTITY COST PER LINEAR Clearing and Grubbing $27, Acres =(110' x 1')/ 43,560 $ Excavation (Roadway) $0.41 Ft 3 (110' x (3"+ 8"+ 6")/12 x 1') = C $ Subgrade Finishing $0.10 Ft 2 (110' x 1') = 110 SQ. FT. $ Untreated Base Course (10" thick) $1.20 Ft 3 (86' x 10"/12 x 1') = C. FT. $ Bituminous Surface Course (6" thick) $9.00 Ft 3 (86' x 6"/12 x 1') = 8 C. FT. $ Pavement Marking Paint $0.35 Ft 1 Lines x 1' = 1 L.F. $ 0.35 Curb and Gutter, Type B1 $16.95 Ft 2 x 1' = 2 L.F. $ ' Concrete Sidewalk, 4" Thick $4.69 Ft 2 (5' x 2 x 4"/12) = 2.67 SQ. FT. $ Untreated Base Course for Sidewalk $0.60 Ft 3 (2(5 + 1)' x 4"/12 x 1') = 3.33 C. FT. $ 2.40 Fire Hydrant $4, Each 1/500' =.002 $ 8.00 Landscaping & Grading $0.26 Ft 2 2-9' x 1' = 18 SQ. FT. $ 4.70 Right of Way Acquisition $100, Acres (110'-66' x 1')/43560 =.001 $ Subtotal $ New and Reconstructed Lighting 1.5% of subtotal $ Signs (New) 1.5% of subtotal $ Drainage (Inc. Structures) 20% of subtotal $ Environmental & Design 15% of subtotal $ Subtotal $ 1, Mobilization and Temp. Traffic Control 15% of subtotal $ Contingency 20% of subtotal $ Subtotal $ 1, Contigency for Price Increases 10% of subtotal $ TOTAL COST PER LINEAR FT. $ 1, Total Cost Per Mile $8,500,000 Page 50

57 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N New 82' Construction Major Collector Street ITEM COST UNIT QUANTITY COST PER LINEAR Clearing and Grubbing $27, Acres =(82' x 1')/ 43,560 $ Excavation (Roadway) $0.41 Ft 3 (82' x (3"+ 8"+ 6")/12 x 1') = C. $ Subgrade Finishing $0.10 Ft 2 (82' x 1') = 82 SQ. FT. $ 8.20 Untreated Base Course (10" thick) $1.20 Ft 3 (58' x 10"/12 x 1') = C. FT. $ Bituminous Surface Course (6" thick) $9.00 Ft 3 (58' x 6"/12 x 1') = 8 C. FT. $ Pavement Marking Paint $0.35 Ft 1 Lines x 1' = 1 L.F. $ 0.35 Curb and Gutter, Type B1 $16.95 Ft 2 x 1' = 2 L.F. $ ' Concrete Sidewalk, 4" Thick $4.69 Ft 2 (5' x 2 x 4"/12) = 2.67 SQ. FT. $ Untreated Base Course for Sidewalk $0.60 Ft 3 (2(5 + 1)' x 4"/12 x 1') = 3.33 C. FT. $ 2.40 Fire Hydrant $4, Each 1/500' =.002 $ 8.00 Landscaping & Grading $0.26 Ft 2 2-9' x 1' = 18 SQ. FT. $ 4.70 Right of Way Acquisition $100, Acres (82'-66' x 1')/43560 =.001 $ Subtotal $ New and Reconstructed Lighting 1.5% of subtotal $ 7.93 Signs (New) 1.5% of subtotal $ 7.93 Drainage (Inc. Structures) 20% of subtotal $ Environmental & Design 15% of subtotal $ Subtotal $ Mobilization and Temp. Traffic Control 15% of subtotal $ Contingency 20% of subtotal $ Subtotal $ Contigency for Price Increases 10% of subtotal $98.44 TOTAL COST PER LINEAR FT. $ 1, Total Cost Per Mile $5,700,000 New 66' Construction Collector Street ITEM COST UNIT QUANTITY COST PER LINEAR Clearing and Grubbing $27, Acres =(66' x 1')/ 43,560 $ Excavation (Roadway) $0.41 Ft 3 (66' x (3"+ 8"+ 6")/12 x 1') = C. $ Subgrade Finishing $0.10 Ft 2 (66' x 1') = 66 SQ. FT. $ 6.60 Untreated Base Course (10" thick) $1.20 Ft 3 (42' x 10"/12 x 1') = C. FT. $ Bituminous Surface Course (6" thick) $9.00 Ft 3 (42' x 6"/12 x 1') = 8 C. FT. $ Pavement Marking Paint $0.35 Ft 1 Lines x 1' = 1 L.F. $ 0.35 Curb and Gutter, Type B1 $16.95 Ft 2 x 1' = 2 L.F. $ ' Concrete Sidewalk, 4" Thick $4.69 Ft 2 (5' x 2 x 4"/12) = 2.67 SQ. FT. $ Untreated Base Course for Sidewalk $0.60 Ft 3 (2(5 + 1)' x 4"/12 x 1') = 3.33 C. FT. $ 2.40 Fire Hydrant $4, Each 1/500' =.002 $ 8.00 Landscaping & Grading $0.26 Ft 2 2-9' x 1' = 18 SQ. FT. $ 4.70 Right of Way Acquisition $100, Acres (66'-66' x 1')/43560 =.001 $ - Subtotal $ New and Reconstructed Lighting 1.5% of subtotal $ 5.74 Signs (New) 1.5% of subtotal $ 5.74 Drainage (Inc. Structures) 20% of subtotal $ Environmental & Design 15% of subtotal $ Subtotal $ Mobilization and Temp. Traffic Control 15% of subtotal $ Contingency 20% of subtotal $ Subtotal $ Contigency for Price Increases 10% of subtotal $71.29 TOTAL COST PER LINEAR FT. $ Total Cost Per Mile $4,100,000 Page 51

58 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N New 60' Construction Local Street ITEM COST UNIT QUANTITY COST PER LINEAR FOOT OF ROADWAY Clearing and Grubbing $27, Acres =(60' x 1')/ 43,560 $ Excavation (Roadway) $0.41 Ft 3 (60' x (3"+ 8"+ 6")/12 x 1') = C. $ Subgrade Finishing $0.10 Ft 2 (60' x 1') = 32 SQ. FT. $ 6.00 Untreated Base Course (10" thick) $1.20 Ft 3 (36' x 10"/12 x 1') = C. FT. $ Bituminous Surface Course (6" thick) $9.00 Ft 3 (36' x 6"/12 x 1') = 8 C. FT. $ Pavement Marking Paint $0.35 Ft 1 Lines x 1' = 1 L.F. $ 0.35 Curb and Gutter, Type B1 $16.95 Ft 2 x 1' = 2 L.F. $ ' Concrete Sidewalk, 4" Thick $4.69 Ft 2 (5' x 2 x 4"/12) = 2.67 SQ. FT. $ Untreated Base Course for Sidewalk $0.60 Ft 3 (2(5 + 1)' x 4"/12 x 1') = 3.33 C. FT. $ 2.40 Fire Hydrant $4, Each 1/500' =.002 $ 8.00 Landscaping & Grading $0.26 Ft 2 2-9' x 1' = 18 SQ. FT. $ 4.70 Right of Way Acquisition $100, Acres (60'-60' x 1')/43560 =.001 $ - Subtotal $ New and Reconstructed Lighting 1.5% of subtotal $ 5.13 Signs (New) 1.5% of subtotal $ 5.13 Drainage (Inc. Structures) 20% of subtotal $ Environmental & Design 15% of subtotal $ Subtotal $ Mobilization and Temp. Traffic Control 15% of subtotal $ Contingency 20% of subtotal $ Subtotal $ Contigency for Price Increases 10% of subtotal $63.67 TOTAL COST PER LINEAR FT. $ Total Cost Per Mile $3,700,000 Page 52

59 N O R T H O G D E N C I T Y T R A N S P O R T A T I O N M A S T E R P L A N Site Plan for future roundabout at Fruitland Drive and 2100 North Page 53

60 N O R T H O G D E N T R A N S P O R T A T I O N M A S T E R P L A N Site Plan for improving intersection at 450 East and Elberta Drive Source: Jones & Associates Page 54