UDOT solutions study for SR-209 outlines multimodal options, highlights safety hotspots and calls for follow-up analysis

Britney Ward, assistant director for city engineering, presented the SR-209 Solutions Development Study on Oct. 28, describing corridor conditions, stakeholder outreach, crash history, public feedback and options the study identified.

Scope and method: Ward said the study covers SR-209 (9400 South) from 1300 East to Wasatch Boulevard and used UDOT's Solutions Development Study (SDS) framework. The study compiled existing traffic counts, crash data, stakeholder input, prior studies and public-survey responses, and grouped potential solutions by location and function (operations, geometric changes, transit priority, active-transportation connections).

Existing conditions and safety data: Average annual daily traffic along the corridor varies by segment (Ward reported roughly 22,000'28,000 trips near the south end, tapering to about 3,000 trips at Wasatch Boulevard). The study area recorded 283 crashes between 2014 and 2023; Ward said 76% of crashes occurred in the midsegments (near 1300 East through Highland Drive) and 6% of non-intersection crashes were classified as severe. Intersection and nonintersection left-turn conflicts and limited sight distance were principal safety concerns. Active-transportation facilities are intermittent: bike lanes end at Raintree Drive and sidewalks and trails have gaps.

Public engagement: The project team held three stakeholder meetings, an online survey (194 responses), a May public open house with 40+ attendees, and online follow-up (14 comment forms, 24 online respondents). Common priorities reported were pedestrian and bicycle safety, transit connectivity to the canyon, congestion and left-turn operations.

Key concepts and location-specific recommendations: The study cataloged multiple candidate solutions that will require more detailed study before implementation. Highlights included: - 1300 East: a separated pedestrian crossing (to serve Alta Canyon Hospital and events at the Sandy Amphitheater) and signal-timing adjustments, including advanced-warning signals. - Waterford School area: access management, right-turn pockets, possible raised medians, encouragement to use alternate neighborhood access streets for student pickups, and a recommended Waterford sitewide traffic study. - Mason Drive / Little Cottonwood Center / Highland Drive: concepts ranged from targeted left-turn restrictions and U-turn provisions to signal enhancements and extended queue storage at Highland Drive (southbound right-turn pocket and right-turn overlap phasing). - Raintree / Beehive Academy / 7-Eleven area: several concepts were presented including raised medians with signalized U-turns, a specialized through-U-turn treatment, and both four- and five-legged roundabout options (one leg to directly feed Beehive Academy). The study noted strong public support and strong opposition on different elements (residents and school parents expressed concerns about limiting direct access). - Wasatch Boulevard terminus: roundabout and ITS (intelligent-transportation-system) options including advanced detection and signal phasing adjustments.

Right-of-way and cross section concepts: The study produced three cross-section concepts that trade median space, trails, buffered bike lanes and shared-use shoulders. A preferred concept in much of the corridor included a 10-foot multiuse trail on the south side, buffered bike lanes on the north side and a center median where right-of-way allows; a shared-use shoulder was proposed as a winter transit/bus-priority measure.

Next steps and funding: Ward said the SDS is an early step: recommended next actions are transit corridor study/coordinating with UTA, targeted intersection studies (3100 East is already receiving UDOT-focused work), a Waterford site transportation study, signal timing adjustments (short-term), environmental review for larger projects and pursuing grant funding (Ward said the city planned to apply for a federal grant via WFRC for intersection improvements such as at 3100 East but that UDOT concurrence would be important).

Council and public concerns: Council members pressed for more intersection-level traffic counts, modeling and studies before committing to geometric changes such as roundabouts or widespread raised medians; several council members said the corridor'wide proposal contains many interventions that would require staged analysis and community vetting to avoid creating cut-through traffic in neighborhoods. Public commenters raised truck-operability concerns (truck driver noted challenges navigating roundabouts and steep canyon grades) and parents worried about student pickup traffic near schools.

No final decisions or project funding were approved at the Oct. 28 meeting. Ward advised further, location-specific analysis, coordinated work with UDOT and UTA and incremental implementation of interim improvements such as signal-timing changes and advanced-warning devices.