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South Jordan council debates speed limit on 100/114 South and options for Daybreak bike lane
Summary
At a June 16 study meeting, city staff presented speed-study data and crash-rate comparisons for 100 and 114 South; council members expressed caution about lowering the posted speed and asked staff to monitor data and return with a formal proposal. The meeting also explored whether to remove a problematic bike-lane stripe in Daybreak.
South Jordan city staff presented speed and crash data on 100/114 South at the council’s June 16 study meeting, and council members said they prefer to monitor trends rather than immediately change the posted limit.
Brad, a city staff member presenting the traffic review, told the council the speed study used the 85th-percentile method and showed typical vehicle speeds “around 43, 44 miles per hour,” which informed a previous decision to post 45 mph on the corridor. He said the city’s five‑year crash counts from April 21, 2021, to April 2026 were roughly 416 crashes on 114 South and 480 crashes on South Jordan Parkway, and that when adjusted for traffic volume the crash rate on 114 was higher (about 1.06) than on the parkway (about 0.86).
“We can look at this or we can just keep monitoring over the next number of years,” Brad said, listing options such as reduced posted speeds, portable radar or VMS boards and targeted enforcement.
Mayor Dawn Ramsey said she drives the corridor frequently and worried that changing the posted limit won’t by itself change driver habits. “I would rather not change it,” she said, adding that she supports continued monitoring: “I’d rather continue to monitor it and see what that looks like.”
Several council members urged consistency across the city’s arterials and questioned whether lowering the posted limit would meaningfully reduce speeds without design changes or sustained enforcement. One council member noted Salt Lake City’s experience with citywide speed reductions and the enforcement and legislative backlash it generated.
Council members also discussed a related but separate concern in Daybreak: parked cars intruding into a striped bike lane. Brad presented four options: spend significant funds to widen the street; prohibit parking (deemed impractical in some blocks); continue current, limited enforcement and education; or remove the inner bike‑lane stripe and leave a wide shoulder (with cyclists riding in the shoulder until they must merge around parked vehicles).
Cycling advocates and other residents, council members warned, are likely to object to removing the stripe. Council members suggested alternative, lower‑cost measures such as shared‑lane markings (sharrows), targeted signage and parked‑car education flyers used when the state law on bike‑lane parking first drew attention.
The council did not direct an immediate change. Instead members asked staff to return with a formal presentation and more detailed options, and directed staff to notify council if new data or trends point to a different recommendation.
The discussion will be revisited at a future meeting after staff follow‑up.
