Faqs

Frequently Asked Questions

General

Q. What is an EIS?

A. EIS stands for Environmental Impact Statement. An EIS is a document that evaluates the potential community and environmental impacts of major federal actions in a defined study area (such as a new highway). The West Davis Corridor (WDC) Study must comply with the National Environmental Policy Act (NEPA), which mandates extensive public input. This document must be complete before a project can be designed or built. At the completion of the process, the lead federal agency, which in this case is the Federal Highway Administration (FHWA), selects an alternative in a Record of Decision (ROD).

Q. Who is in charge of the West Davis Corridor Study, and who makes the final decision?

A. In cooperation with FHWA as the lead federal agency, the Utah Department of Transportation (UDOT) is preparing the WDC EIS. UDOT is consulting and coordinating with local businesses, civic groups, individuals, municipalities and resource agencies that have a regulatory role in the environmental process. A Stakeholder Working Group, which includes the above agencies and several non- governmental organizations, and Resident Working Groups meet regularly to collaborate with the WDC team. Lists of the organizations involved are available on the Study Coordination page.

FHWA will make the final decision. Because the proposed project will impact land and water under federal jurisdiction and will likely involve a connection to the federal interstate system (i.e., I-15), the final solution will require a federal action. UDOT is coordinating with local FHWA representatives at every step of the process. FHWA will rely on the information presented by UDOT in the EIS to make the final decision.

Q. Why study western Davis and Weber counties?

A. Preliminary studies indicate that transportation needs in western Davis and Weber counties will exceed available capacity by the year 2040. The EIS evaluates various alternatives to meet the growing need. The study area extends from the Great Salt Lake on the west to I-15 on the east and from Parrish Lane in Centerville on the south to 12th Street in Marriott-Slaterville on the north. The study area is approximately 22 miles from north to south.

Q. Where will the new road be?

A. No decision has been made yet regarding the location of the corridor. The purpose of the environmental process is to explore various transportation alternatives and alignments in western Davis and Weber counties and then make a decision. The Maps page shows the current alternatives being analyzed, as well as alternatives that have already been considered and eliminated. The “no build” option is also always considered as an alternative throughout the process.

Q. Will there be a trail next to the road?

A. One of the objectives of the study is to improve connectivity to trails. Trails and connections to existing trails will be considered as part of the alternatives advancing for further study.

Q. Is public transportation included in the design of the road?

A. Improving connections to public transit is an objective of the study and will be considered as part of the alternatives advancing for further study. UDOT is committed to working with the Utah Transit Authority (UTA) to determine what transit solutions should be included in the study.

Q. Does the study take other area projects into consideration?

A. Yes. The WDC team accounts for projects identified in the long-range plan and all current UDOT projects in the area. The WDC team is also consulting and coordinating with each of the study area cities to understand the local projects under construction or planned for development.

Q. Do you study environmental impacts?

A. Yes. The purpose of the environmental process is to study the potential impacts of each of the alternatives on the community and environment. Impacts studied include those to wetlands, wildlife habitat, farmlands, air quality, water quality, historic resources, structures and the local economy and communities.

Q. How much does the environmental study cost?

A. The environmental study will cost approximately $8 million over three to five years. The study is funded by the State of Utah.

Q. What criteria do you use to evaluate the different alternatives?

A. Specific criteria are identified in several technical documents posted on our Documentation page. The alternatives are evaluated on how well they address the purpose of the project and travel needs of the area while balancing impacts such as potential relocations and effect on the environment.

Q. How were the preliminary cost estimates calculated?

A. The cost estimates used for screening alternatives were preliminary and only used to provide relative comparisons. No alternatives were eliminated based solely on cost. As engineering design progresses, the cost estimates become more accurate.

The preliminary cost estimates used during Level 2 Screening estimate construction costs, relocation costs and right of way costs for each alternative. The estimates were calculated the same way for each alternative in order to provide a reasonable, relative comparison of costs.

Construction costs were based on the length of each facility type included with each alternative. An estimated cost per mile for each facility type was used for the construction cost estimates. Items included in the per-mile costs are engineering, mobilization, pavement, earthwork, drainage, lighting, landscaping, signing and striping. Cost estimates of interchanges and major structure costs were also included in addition to the cost-per-mile estimates.
Relocation costs were estimated by multiplying the number of estimated relocations by the estimated relocation cost for each category of relocation (i.e., residential, agricultural, commercial, industrial, institutional and utility).
Right of way costs were estimated by multiplying the number of acres of each type of land use by the estimated purchase price per acre of that particular land use. The land-use acreages were calculated by overlaying the footprint of each alternative onto the WDC land-use data layer in the GIS file.

For more detailed information about the cost estimates, please refer to the draft cost estimate on the Documentation page.

Q. How is human health evaluated in the EIS?

A. The EIS includes an analysis of potential impacts to the social environment including dividing communities and general quality of life. The analysis also considers impacts to air quality, water quality, noise and other resources that affect human health.

Q. What are VMT and Mode Share?

A. VMT stands for vehicle-miles traveled. The WDC team calculated the 2040 daily VMT in congestion for all of the alternatives as part of the Level 1 Screening analysis to determine which alternatives were the most effective in reducing congestion. The 2040 daily VMT shows how many miles are estimated to be traveled by motor vehicles in the study area in 2040, based on the travel demand model.

Mode share refers to the percentage of trips in the WDC study area that are taken by different transportation modes. The WDC team looked at four modes: car trips, transit trips, pedestrian trips and bicycle trips. The mode share reported in Level 2 Screening is the percentage of transit trips in 2040 in the WDC study area for each of the Level 2 Screening alternatives.

Q. How are wetlands designated and what classifies them as high, medium or low quality?

A. Two reports are available on the Documentation page to help answer these questions: (1) “Wetland Assessment Methodology," used to identify the wetlands and the quality of the wetlands; and (2) the “Preliminary Wetland Study Results,” which describes the results of the wetland survey that was conducted during spring 2010. Additionally, the completed data sheets and maps used by the biologists in the field are available on the Documentation page.

Additional work to review and update the wetland field work from 2010 is being performed in 2011. The results of this additional analysis will be available in summer 2011.

Q. Are farms, homes, businesses and wetlands all equally considered?

A. Potential impacts to farms, homes, businesses and wetlands were all considered as part of the alternatives development and screening process. The WDC team tried to minimize impacts to all of these resources when developing and refining the alternatives. During the Level 2 Screening process, the WDC team found that none of the alternatives avoided impacts to farms, homes, businesses and wetlands. The WDC study area contains urban and suburban areas, farmlands and wetlands. Because of the high density of these community and natural resources, the team found that, in all situations, avoiding or minimizing impacts to one resource caused additional impacts to other resources. Given that no alternatives avoided impacts altogether, the WDC team collectively evaluated each of the alternatives to determine which ones best met the purpose of and need for the project with the lowest overall impacts to farms, homes, businesses and wetlands collectively.

The federal Clean Water Act requires UDOT and FHWA to try to avoid, minimize and mitigate any impacts to wetlands or waters of the U.S. The Utah Agricultural Act also requires UDOT to try to avoid impacts to agricultural protection areas unless there is no reasonable and prudent alternative. Other resources are also protected by similar laws. The WDC team selected alternatives that provided the best overall balance of these impacts.

Q. Is the West Davis Corridor the same as North Legacy? Why was the name changed?

A. The West Davis Corridor has been referred to in past studies as North Legacy. There has also been much past discussion about an extension of Legacy Parkway. To allow this study to be conducted objectively, with an open approach to various alternatives, it was given the name West Davis Corridor.

Q. When will the project be built?

A. We do not know at this time. The environmental process will take three to five years to complete. If the environmental process identifies a road to be built, funding would need to be in place before design and construction can proceed. This process can take several years.

Q. How can I be involved in the study?

A. Public comment periods occur throughout the environmental study process. Visit this website regularly for updated information or sign up for regular email updates by sending a request to westdavis@utah.gov. You can also fill out a comment form at any time via the Get Involved page. If you would like to speak with a member of the study team, please call 877-298-1991.

Impacts to property

All of the questions below, and others, are answered in greater detail in the “Right of Way FAQs” on the Documentation page.

Q. Which homes will be directly impacted (i.e., relocated)? When will we know?

A. The WDC team is currently considering a range of alternatives and no preferred alternative has been identified. Until a preferred alternative is identified, the WDC team will not know which homes will need to be acquired.

After additional engineering design is complete, more detailed information about impacts to private property, including the homes that would likely be relocations/full acquisitions for each alternative will be included in the Draft EIS. The Draft EIS is anticipated to be available for public review and comment in 2012. A preferred alternative may be designated in the Draft EIS and will certainly be designated no later than the Final EIS. The designation of a preferred alternative will identify the likely route for the project. The final decision will be made by the FHWA in a Record of Decision (ROD) in 2013. Once the ROD is issued, property acquisition can begin. Since there is currently no right of way or construction funding identified, it is impossible to predict when acquisition will begin.

Q. Will we receive compensation if our home is not purchased but our property value decreases?

A. UDOT compensates only for properties that are within the project right of way.

Q. When can UDOT start buying property for the West Davis Corridor?

A. Because a final alignment has not been selected, right of way acquisition will not proceed until after the environmental study process is complete. Once the Record of Decision (ROD) has been issued and funding is available, UDOT can begin acquiring property that is within the area of the preferred alternative.

Southern Options (Glovers Lane and Shepard Connector)

Q. What accounts for the cost estimate differences between the Shepard Connector option and the Glover’s Lane option?

A. For detailed information on the cost breakdowns between the two, refer to the on the page. In summary, the cost differences between the two options were due primarily to the following three factors:

An additional 3.2 miles of roadway on the Glovers Lane option compared to the Shepard Connector option.
A more expensive system-to-system interchange south of Glovers Lane (the Glovers Lane option interchange would require more flyover ramps than the Shepard Connector option interchange to connect to both I-15 and Legacy Parkway).

Q. Many children who live on the south side of the proposed Shepard Connector option walk to school on the north side. How will they get to school if the Shepard Connector option is built?

A. The WDC team is in the process of developing the design for the Shepard Connector option. Providing access to schools and maintaining existing pedestrian corridors will be addressed in the design. Public input on ways to provide pedestrian access in this area is very helpful.

Q. Will the Shepard Connector option create a traffic bottleneck on I-15?

A. Preliminary evaluation of the Shepard Connector option with I-15 shows that it can accommodate all expected traffic from both I-15 and the WDC at an acceptable level of service through 2040. The WDC team will perform further travel demand modeling and engineering of this connection to ensure that the design does not create a traffic bottleneck.

Q. Does the Shepard Connector option have enough space for an adequate interchange to I-15?

A. The initial design developed for the WDC connection to I-15 south of Shepard Lane shows there is enough space for the proposed WDC connection to I-15 and Legacy Parkway. Additional survey work is being conducted to ensure this connection will have enough space for a safe, functional interchange.

Q. Does the Shepard Connector option limit the opportunity for future expansion because it must fit into such a small space?

A. The WDC team is using a planning period of approximately 30 years (to 2040), which means all transportation improvements must accommodate expected traffic volumes through 2040. The WDC team has initially evaluated the connection of the WDC with I-15 and projected that in 2040 it will be able to accommodate all expected traffic at an acceptable level of service. To predict conditions beyond 2040 would be speculative and beyond the capabilities of the current travel demand model.

Q. What impact does the Shepard Connector option have on the Oakridge Golf Course?

A. The WDC team is coordinating with the Oakridge Golf Course as we develop a more detailed roadway design for the Shepard Connector option interchange to I- 15. Additional survey work is being conducted to determine how the golf course may be impacted.

Q. The Glovers Lane option provides an alternate (i.e., evacuation) route for I-15. If the Shepard Connector option is selected, what will happen if there is a natural disaster or emergency that clogs up I-15?

A. The primary purpose of the WDC is to improve regional mobility. This does not include providing an evacuation/emergency route for I-15. In fact, one of the initial alternatives considered to improve mobility in the area was to widen I-15. Having an alternate route during the very rare occasions when emergencies create delays on I-15 may be a benefit of the WDC, but from a cost/benefit perspective, considering permanent impacts of a new roadway takes priority over providing temporary relief in rare circumstances. From a safety perspective, the WDC team’s engineers are identifying emergency detour routes for both Farmington options to ensure traffic can be redirected in an emergency.

Q. Do both options (Shepard Connector and Glovers Lane) include appropriate safety measures?

A. Roadway projects are designed in accordance with standards developed through years of research and safety evaluations. The design of the project will include appropriate safety buffers and pedestrian access management regardless of which alternative is chosen.

Q. Can you fit the West Davis Corridor into the preserved corridor between Quail Crossing and Hunter’s Creek?

A. The width of the corridor between the Quail Crossing and Hunter’s Creek subdivisions is 146 feet. The 250-foot right of way for the WDC is based on UDOT design standards to meet safety requirements for new roadway facilities.

In a letter dated July 9, 2007, Cory Pope, then UDOT Region One Director, said a corridor study had been completed “several years” prior to 2007 that recommended a preferred corridor of 328 feet for the “future North Legacy Highway.” Mr. Pope went on to explain that UDOT understood “certain commitments had been made regarding the Hunter’s Creek and Quail Crossing Subdivisions in Farmington, and that only a 146 foot width would be available in this area for the future North Legacy Highway.” Mr. Pope said his current information at the time (2007), “suggests that a two-lane facility (one lane each direction) would serve the needs of the North Legacy Highway for approximately 20 years.” He then explained that eventually the road would need to be widened. Mr. Pope ended the letter by saying, “Finally, although we do our best to plan for future transportation infrastructure, until a formal environmental study is completed, no details of future construction can be considered final.”

The WDC team is now doing the “formal environmental study” Mr. Pope referred to. The data being used is the most current data available, and the WDC is seeking to meet the needs for approximately the next 30 years (to 2040), not 20 years. Because of the new data and timeline, the road would need to be four lanes, not two, which to meet UDOT safety standards equates to a four-lane divided highway that is 250 feet wide. However, the WDC team is in the process of conducting more detailed engineering and survey work in the Shepard Lane area and is considering various options.

Q. The Shepard Connector option bisects a close community. Is this being considered?

A. The expected impacts to homes, neighborhoods and communities will be evaluated in the Draft EIS, which will be released for public review and comment in 2012. This evaluation includes the impacts of separating communities, quality of life, community facilities, access to schools and parks and other important features identified by the community. It is important for the community to provide information to the WDC team on what is important to them to help ensure that a detailed evaluation is conducted.

2001 Corridor (Including Bluff Road)

Q. How does this study relate to previous studies?

A. An extensive planning study of the area was performed by the Wasatch Front Regional Council (WFRC) in 2001. That study identified a possible corridor for potential future transportation facilities. Another study was completed in 2009 that evaluated the potential transportation need in western Weber County. Other studies have been completed by individual cities. All of these studies were planning-level efforts that allowed cities and WFRC to plan for the future, but none of these did the in-depth analysis that is required by the National Environmental Policy Act (NEPA) for an Environmental Impact Statement (EIS). The West Davis Corridor (WDC) Study is an objective study that evaluates the feasibility of all transportation options, including previously identified alternatives.

Q. Why not just follow the 2001 Corridor?

A. The 2001 WFRC preferred alternative (Bluff Road) was one of the alternatives considered in the environmental process. The final selection of a transportation solution is not dictated by where corridor has been preserved but rather by which alternative does the best job of meeting the transportation need while minimizing impacts. Preserved corridors often, but not always, have fewer impacts.

Q. Why was the Bluff Road alignment eliminated?

A. The 2001 WFRC preferred alternative (Bluff Road) in Syracuse and West Point was analyzed as part of the WDC alternatives screening process. Specifically, Alternatives 07A-2/17A, 10A, 12A, and 15A (which were all advanced and evaluated as part of the WDC Level 2 Screening process), included Bluff Road in Syracuse and West Point. The Level 2 Screening process showed that these alternatives along the 2001 WFRC preferred alternative route would have substantially more impacts to residences, community facilities and wetlands than the three alternatives that are moving forward in the Draft EIS.

Q. If it isn’t used for the West Davis Corridor, what will happen to the property that has already been purchased by Davis County and UDOT to preserve a right of way along the 2001 Corridor?

A. Davis County and UDOT purchased properties along the 2001 WFRC preferred alternative at risk, since the final alignment of the WDC will not be an official decision until the environmental study process is complete. Any unused parcels can be sold and the funds will be reallocated for transportation preservation use by UDOT and Davis County.

General

Impacts to property

Southern Options (Glovers Lane and Shepard Connector)

2001 Corridor (including Bluff Road)

General

Impacts to property

Southern Options (Glovers Lane and Shepard Connector)

2001 Corridor (Including Bluff Road)