As a result of two bills adopted by the Utah Legislature during the 2015 General Session, the Utah Transportation Commission began the process to implement key provisions of HB 362, Transportation Infrastructure Funding, and HB 420, Revisions to Transportation Funding.

Funding for Pavement and Bridge Preservation

Each year in April, the Utah Transportation Commission (Commission) holds an all-day workshop to discuss an updated draft of the four-year transportation work program, the Statewide Transportation Improvement Program (STIP). This year at the April 16 workshop, UDOT and the Commission discussed plans to implement the additional funding created under HB 362 that will address unfunded needs associated with low-volume, rural roads and state bridges.

For many years, sufficient funding was not available to fully address pavement preservation needs for the entire state highway system. Consequently, starting in 2008, UDOT and the Commission implemented a policy to prioritize funding to those roads most critical to the state’s economy. The state highway system was prioritized into three categories: the Interstate system; Level 1 roads, identified as roads carrying more than 1,000 vehicles and more than 200 trucks per day; and Level 2 roads, identified as roads carrying fewer than 1,000 vehicles and fewer than 200 trucks per day. Available funding was prioritized to the Interstate and Level 1 roads, keeping those roads in good condition through proactive pavement preservation and rehabilitation projects.

Funding wasn’t available for proactive preservation on Level 2 roads, which left Level 2 roads in declining condition. The net result was an overall improvement to the system, but the worsening condition of Level 2 roads grows increasingly more expensive to correct and more impactful to the communities where they are located.

Revenue realized under HB 362 will provide resources necessary to address Level 2 roads and reverse the statewide decline in the condition of those roads. Revenue projections estimate an additional $17 million in Fiscal Year 2016 and $55 million annually beginning in Fiscal Year 2017 that will be available for the state highway system.

With new revenue under HB 362, the goal of the Commission and UDOT is to eliminate Level 1 and Level 2 road designations. Instead, all roads in the state highway system will receive consideration for proactive preservation and rehabilitation projects necessary to keep state highways in a targeted condition. Additionally, new resources will address ongoing preservation and rehabilitation needs identified for bridges on state highways. This ensures that bridges are kept safe and in good condition.

UDOT will track the investment of new revenue and create reports for the legislature that demonstrate the value it adds to pavements and bridges on the state highway system as a result of reforms made to the state fuel tax.

Major Highway Capacity Projects Plan

In addition to a discussion of ongoing system preservation and rehabilitation needs, the Commission and UDOT discussed programs and projects to optimize traffic mobility, including a highway capacity program as required under HB 420. Under that bill, the Commission is required to identify a funding plan and highway construction program using the existing prioritization process for new capacity projects that meet long-term transportation needs beyond the normal four-year programming horizon.

Accordingly, a collective review of major highway capacity needs was discussed and a plan developed based on estimated revenue of $1.604 billion in the Transportation Investment Fund that will be available to program to new projects for Fiscal Years 2016 through 2022.  Using the prioritization process for major highway capacity projects as required under Utah Code 72-1-304 and Rule R940-6, UDOT developed a list of recommended projects for the Commission to consider. After discussion, the Commission submitted a plan of projects for public review and comment.

As required under HB 420, the Commission must develop the funding plan and program prior to June 30, 2015, with a report  to the Transportation Interim Committee no later than September 30, 2015. Members of the public may submit comments on the plan to UDOT or the Transportation Commissioner representing their area. Transportation Commission contact information and a Commissioner boundary map may be found here.

In 2014, Utah lost 256 lives on the road, making it the deadliest year we’ve seen in more than five years. Between 2000 and 2013, traffic fatalities dropped by 41 percent, with 2012 having the lowest number of fatalities in 50 years. Thanks to collaborative efforts among partners in engineering, enforcement, education and emergency response, Utah has made great strides in pursuit of our goal of Zero Fatalities on our roads. However, as our population grows—and the number of cars, bikes and pedestrians increases—it becomes increasingly challenging to maintain a downward trend.

Among the biggest contributors to the increase in 2015 fatalities are pedestrians, motorcyclists and bicyclists.

Behaviors Causing Fatalities

For nine years, the Zero Fatalities program has educated drivers about the top behaviors killing people on Utah’s roads:

• Drowsy driving
• Aggressive driving
• Distracted driving
• Impaired driving
• Driving unbuckled

Year after year, the top contributor in fatal crashes is improper restraint, which consistently represents about half of the people who died on Utah’s roads in the last five years.

Education and Outreach

Zero Fatalities will continue with outreach efforts to educate drivers about the dangers to themselves and others when they fail to buckle up. For example, an unbuckled passenger is 40 percent more likely to cause an injury to another passenger even if the other passenger is buckled. When drivers are aware of these less obvious risks they may be more likely to buckle up.

A recent public opinion survey shows that 82 percent of adults are aware of the Zero Fatalities message. Those who are aware of the program say the Zero Fatalities program has influenced them to avoid the following behaviors:

• Distracted driving
• Drowsy driving
• Driving unbuckled
• Aggressive driving
• Impaired driving

While it’s important to change the behaviors of adult drivers, we are also focused on preventing bad habits in new drivers. UDOT’s Zero Fatalities team conducts assemblies, classroom presentations and other activities at high schools.

The most impactful of these efforts are the “Don’t Drive Stupid” parent nights to educate new drivers across the state about safe driving. In these parent nights, teens going through driver education and their parents attend a presentation about the top behaviors killing people on Utah roads. It’s an eye-opening message for teens who are learning to drive and a stark reminder for parents to set a better example behind the wheel. Feedback from parents, teens and driver education instructors has been overwhelmingly positive, prompting the Utah State Office of Education to include parent nights as part of the driver education curriculum.

The Zero Fatalities program doesn’t only focus on teens. Adults are hearing the Zero Fatalities message through presentations at businesses and community events. And Utah’s children are doing their part to reduce fatalities by participating in the “Click-it Club,” a seat belt education program for elementary schools.

Zero Fatalities is the only acceptable goal—for our families, our communities and our state. Achieving this goal will likely require new strategies and efforts to educate the public and provide them with the safest transportation system in the country.

Under the National Environmental Policy Act (NEPA) all federal agencies are required to prepare detailed statements assessing the environmental impact of and alternatives to major federal actions significantly affecting the environment. The NEPA process applies to all environmental studies and documents.

A key bill under discussion this legislative session is H.B. 80, Transportation Project Amendments. This bill authorizes UDOT to assume federal responsibilities associated with review and approval of environmental studies.

Under current processes, UDOT completes a study of the environmental impacts of a proposed highway project, including opportunities for public review and input. UDOT prepares a written analysis documenting the environmental impact, including actions the state will take to avoid, minimize, or mitigate project impacts. Those documents are submitted to the Federal Highway Administration (FHWA) who conducts the review and approval on behalf of the United States Department of Transportation.

Projects are delayed while documents wait for review by the federal agency. Documents are further delayed while federal agencies complete reviews and issue decisions. This requires numerous verbal and written communications back and forth between federal agencies and the state to respond to clarifying questions and requests for additional information.

In 2007, the Utah Legislature previously authorized UDOT to assume federal responsibility to review and approve environmental documents for highway projects that are considered a Categorical Exclusion (CatEx) under NEPA.

UDOT has operated under this authority streamlining review and approval of CatEx documents, saving time and getting projects ready for construction faster, which saves normal inflationary costs associated with project delays. At the same time, UDOT still provides full consideration of environmental issues as required under federal environmental law.

H.B. 80 extends that same authority to other types of environmental documents (Environmental Assessments and Environmental Impact Statements) for highway projects, streamlining the process while still protecting the quality of the environmental review. Under H.B. 80, review and approval of documents will be completed by the state, bringing more local context to decisions, streamlining the time to complete legal reviews and approvals, and getting projects ready for construction faster, saving time and money. In addition, the traveling public and business will benefit from earlier completion of key highway projects. As required under federal law, UDOT will still be required to provide full consideration of environmental issues, including opportunities throughout the environmental process for public review and input.

Speed limits along most segments of the interstates in the Wasatch Front will be raised to 70 mph by the end of the year.

This change comes after careful analysis based on traffic, engineering and safety studies. It is part of UDOT’s commitment to constantly evaluate all aspects of our operations to enhance Utah’s transportation system.

Based on statutory authority and the successful implementation of increased speed limits on interstates in several rural areas in recent years, the legislature adopted a bill in the 2014 General Session (H.B. 80). This bill extended statutory authority to any freeway or other limited access highway, including interstates in urbanized areas. Follow-up studies revealed that speeds traveled in rural locations (where speeds were increased) remained relatively constant, bringing more drivers into compliance with the speed limit, while not affecting crash rates.

The primary purpose of speed limits is to enhance safety by reducing the probability and severity of crashes. Properly set speed limits provide more uniform traffic flow and appropriately balance risk and travel time. The result is more efficient use of the highway’s capacity and enhanced safety. Speed itself is not usually the principal cause of speed related traffic crashes; instead it is the difference in speeds between vehicles. The main purpose of speed limits is to influence as many drivers as possible to drive at or near the same speed.

With the change, UDOT encourages motorists to continue to use good judgment and to drive the appropriate speed for travel conditions. UDOT will also continue to monitor travel speeds and safety data throughout the urban interstate system to ensure that Utah’s roadways continue to provide travelers with a safe and efficient state highway system.

In order to make the Express Pass Program self-sustaining, infrequent and inactive Express Pass holders will begin to incur a minimum monthly administrative fee of up to $2.85 beginning July 1, 2015.

UDOT currently pays a monthly administrative fee of $2.85 for each Express Pass account. This fee pays for administrative costs associated with the Express Pass Program. In most cases (55 percent), Express Pass holders charge enough in monthly tolls to offset this cost. However, UDOT pays all or part of the $2.85 fee for each infrequent and inactive Express Pass holder. This costs the Department, and ultimately taxpayers, more than $18,000 per month.

The Transportation Commission approved the action after UDOT solicited input from Express Pass holders regarding the proposal. UDOT surveyed approximately 16,000 Express Pass holders and more than 20 percent responded. The key takeaway from the survey was that the majority (54 percent) of Express Pass holders believe that infrequent and inactive users should be responsible to help cover administrative fees.

Before implementing the change in July, UDOT will contact all Express Pass holders to advise them of the new policy and offer refunds to those who want to return their Express Pass.

Labor Day weekend marked the close of what has been dubbed the “100 Deadliest Days” on Utah roads. Traditionally, traffic fatalities have shown significant increase during the summer months, and unfortunately this year was no different. From Memorial Day weekend through Labor Day, 96 people lost their lives on Utah roads – nearly one fatality every day. That’s up from 91 during the same period last year.

Each of these numbers represents a person whose life was cut tragically short, and a family who is experiencing incredible grief. They represent lives of so many people that will never be the same.

As of Sept. 2, 168 people have died on Utah roads in 2014, up 20 from the same period last year—that’s more than a 13 percent increase. Our goal is Zero Fatalities, and it’s concerning anytime that number moves in the wrong direction.

It’s important to put these numbers in perspective. From 2000 to 2012, we reduced traffic fatalities on Utah roads by 41 percent. In fact, in 2012, we hit a 50-year record low. We have made great strides in terms of engineering of roads and vehicles, greater enforcement and driver education, but more can always be done.

The Zero Fatalities program focuses considerable effort on school outreach and teaching young student drivers to avoid the five behaviors that contribute to nearly all of the fatal crashes in our state: Aggressive Driving, Drowsy Driving, Distracted Driving, Impaired Driving—and the number one factor leading to fatalities on Utah roads—Not Buckling Up.

In 2013, nearly half of the traffic fatalities (excluding pedestrians, bicyclists and motorcyclists) were a result of people not buckling up. Of the crash investigation reports we’ve received so far this year, at least 45 people have died in 2014 because they were not wearing their seat belts.

Wearing a seat belt is not just a personal decision; it affects everyone else in the vehicle and other people on the road. In a crash, an unbuckled passenger may become a projectile and increase the risk of injury or death to the other vehicle occupants by 40 percent. Wearing a seat belt also helps the driver stay in the driver’s seat to maintain control of the vehicle.

Buckling up is the simplest action you can take to prevent injury and save your life in a crash.  It’s essential that we all make this commitment to help reach our goal of Zero Fatalities on Utah roads.

Fatalities by Type: 2013

UDOT studied a new traffic signal at the 500 North and Columbus Street intersection, at the northwest corner of the Capitol, and may begin construction as soon as next summer.

Currently, it is difficult for those living on Capitol Hill to safely enter and cross Columbus Street at the intersection of 500 North and Columbus Street. It is also challenging for those working at the Capitol to safely make left turns onto 500 North and Columbus Street.

Due to the high number of vehicles in the area, UDOT initiated a study aimed to meet the needs of all those living, working, and traveling through the area. The goal of the study was to look for ways to improve neighborhood safety and access, while balancing the needs of the Capitol and the regional mobility of a state route.

The final recommendation of the study is to install a signal at the intersection of 500 North and Columbus Street, as well as a raised, potentially landscaped, median in the five-legged intersection just north of the signal.

The signal will make it easier and safer for those leaving the Capitol to make a left turn or enter traffic on Columbus Street to Victory Road, rather than trying to “jump a gap” that really is too small to be truly safe. Importantly, those attending events at the Capitol will have a protected pedestrian signal at the intersection.

In the beginning, UDOT gathered multiple ideas that ranged from signals or roundabouts, to building a tunnel for commuter traffic to bypass the neighborhoods. The study team held multiple open houses and attended monthly community council meetings to solicit feedback and update residents on the progress of the study. UDOT Leadership involved the Capitol Preservation Board and the study team eliminated improvement options that did not meet the study goals or that would have significant impacts or costs associated with them. The remaining options were then run through both traffic flow and safety analyses.

UDOT plans to include these improvements in a project that is scheduled for the summer of 2015, and has begun the design. The project team is also coordinating with Salt Lake City and the Capitol Preservation Board to incorporate improvements on East Capitol Street. As a part of the design process UDOT looked at how to increase parking and implement integrated transportation features in the area. Integrated transportation features may include count-down pedestrian signs, bicycle detection, modified striping to improve the area for bicycles, as well as other options that will be fleshed out in the design process.

The West Davis Corridor Team is continuing to address the comments and ideas submitted during the Draft Environmental Impact Statement (EIS) public comment period for a potential transportation corridor in western Davis and Weber counties. The team is also working with various stakeholder groups in developing and evaluating a suggested “Shared Solution” concept. This effort includes participation from the affected cities and counties, UTA, Wasatch Front Regional Council and several other organizations.

While much progress has been made, the study team requires more time than originally anticipated to ensure the process is thorough and to allow full participation from affected organizations. UDOT expects to complete this evaluation and share results on the project website sometime this fall.

The outcome of this process will affect the overall EIS schedule. The study team updated the schedule to release of the Final EIS document in Spring 2015 (originally expected Summer 2014), with a Record of Decision from the Federal Highway Administration (FHWA) in Summer 2015. Once the study team has results, UDOT and the FHWA will determine the next steps and provide an updated schedule if necessary.

Construction for the I-15 South Davis Improvements project is underway and on schedule. Asphalt paving, sound wall reconstruction and bridge work is in progress in the south end of the corridor, from I-215 in North Salt Lake to Bountiful. Bridge widening is underway at 2600 South in North Salt Lake, and at 1500 South and 500 South in Bountiful/Woods Cross. Work is also in progress to add another lane in each direction from 400 North in Bountiful to Farmington. This work will continue through the fall and winter.

Next spring, the project team will begin bridge work at 400 North in Bountiful as well as a pedestrian bridge in Centerville. Crews will continue lane expansion work between Bountiful and Farmington. The project is scheduled to be complete by the end of 2015.

This project will ultimately add Express Lanes in both directions from the north I-215 interchange to U.S. 89 in Farmington. It will replace aged bridges at 2600 South, 1500 South, 500 South, and 400 North and reconfigure the interchanges at 2600 South and 500 South in Bountiful to improve east-west mobility. It will also improve bicycle and pedestrian access at 500 South, 400 North and Parrish Lane.

More information and regular updates are available at udot.utah.gov/i15southdavis, i15southdavis@utah.gov or 888-966-6624.

UDOT plans to open a new Diverging Diamond Interchange (DDI) at 1100 South and Interstate 15 in Brigham City Tuesday afternoon, Sept. 16.

Since Nov. 11, 2013, UDOT has been converting the existing 1100 South (U.S. Highway 91) interchange at I-15 to a DDI. to accommodate the tremendous growth in the Brigham City and Cache Valley area over the past decade.

From Sunday morning, Sept. 14, through Tuesday afternoon, Sept. 16, Crews plan to close 1100 South (U.S. 91) at the I-15 interchange while they complete the final striping and signal activation.

The I-15, 1100 South DDI is northern Utah’s first and the seventh to open in the state. Since 2010, UDOT has successfully constructed DDI’s at the following locations: I-15 in American Fork at Main Street, 500 East, I-15 in Lehi at Timpanogos Highway and Bangerter Highway in Salt Lake at 2100 South, I-15 in St. George at St. George Blvd. and the South Cedar Interchange.

The 1100 South interchange construction includes:

• New DDI with widened interchange lanes including shoulders and auxiliary lanes
• Reconstructed surrounding roadway including removal of the old road and some base materials
• New drainage system

For more information, visit udot.utah.gov/1100southddi.