Transportation Study for City of Bluffdale Porter Rockwell Boulevard is a planned, designed and partially built major arterial road that connects Mountain View Corridor to I-15 at the South (SR140) interchange. Pony Express is the west frontage road of I- 15 in Bluffdale. Pony Express Road and S intersection will be changed to a ride in and ride out, which should significantly change the traffic flow in the area. In order to better service the area, changes to the transportation infrastructure will be required to improve the traffic and reduce the risk of accidents. As apart of the design, it is desired that there are no significant impacts on the local businesses and operations. Background Bluffdale City is requesting a study that evaluates possible connections through Porter Rockwell Boulevard to Pony Express Rd. This study considers designed road location feasibility, utilities, topography and use of the land. Possible new access points and other modifications to both Pony Express Road and Porter Rockwell Boulevard will be required to limit the traffic and safety impacts. Option 1 Option 2 Road Design Pavement Design Pony Express Blvd W S Option 1 is located further away to South. In this option, gradual changes in elevation are present. Little to no earthwork would be required. It is our recommendation that option 1 be selected, especially when combined with a U-turn option at S and Porter Rockwell Blvd. This way, any potential customers to those businesses would be able to utilize the U-turn and the businesses would not be affected. Option 2 is located closer to South. In this option, extreme changes in elevation are present. Extensive groundwork would need to be performed in order to shore up the existing business. The locations of the existing business would govern the design of the connector. A potential solution would be the utilization of reinforced concrete retaining walls. The connector would cut into the hill side and would follow the existing curvature of the ground. After the road has traveled down half way through the connector, the road will start to curve away from the steep slope and align itself with the entrance to the new neighborhood. By doing so, the intersection on Porter Rockwell would serve the traffic on the connector as well as the residents of the new neighborhood. Since the proximity of this option is so close to S, a U-turn would not be needed. The road design for the connector would need to accommodate large vehicles. In our design, 11 foot lanes with 10 foot shoulders would allow for extra space for large vehicles to utilize the roads and execute right turns. If a large vehicle experienced any engine trouble while traveling along the connector, ample space is provided on the shoulder for them to pull over. A normal crown was selected and a gradation of 3 percent in order to allow proper drainage of water and debris. Designed By: Clifford Laudato Moises Ontiveros Brendan Sines Option 1 would include a three-way stop on Porter Rockwell Blvd and a four-way stop on Pony Express Rd. The northbound traffic on Pony Express Rd has a sharp left turn approach to the intersection. However, with reduced speed and sharp turn signs clearly posted on the approach to the intersection, safety of the drivers would be maintained. This type of intersection was chosen because of the location of a concrete production plant that is directly south of the intersection. The current condition of this intersection is a fork in the road and the cement trucks leaving the plant have the only stop sign. Therefore, cement trucks must accelerate to the posted speed before any cars traveling north on pony express arrive. This can prove difficult because of the change in elevation of Pony Express Rd at this point and a driver’s ability to see the oncoming traffic. By implanting our designed intersection. All traffic must come to a complete stop and eliminate potential collisions with vehicles. The costs we have calculated are based on values from a 2005 Transportation Engineering textbook and adjusted for inflation. They are meant to provide a comparison of Option 1 and Option 2 more than they are to provide a detailed report of costs. Following the AASHTO 1993 Method, we determined that a structural number of 5.0 would be sufficient to handle the demands that would be placed on the road. Once the structural number was determined we created several pavement designs that would achieve the design structural number of 5.0. Of the three designs we came up with a road with 6 inches of asphalt top, 10 inches of well graded base aggregate, and 13.5 inches of course subbase aggregate that yielded a structural number of This is the closest design we could get to 5.0 which means that it will be the most cost effective design. From there the cost per linear foot of each material were determined and grading costs were estimated and plotted to compare option 1 and option 2. Option 2 would include a three-way stop on Pony Express Rd and a four-way stop on Porter Rockwell Blvd. The three-way stop on Pony Express Road would allow any traffic from the connector to safety turn onto either direction. The four-way stop would allow the traffic from the new housing development or the connector to safety turn onto either direction as well. By requiring traffic on both Pony Express Rd and Porter Rockwell Blvd to come to a complete stop, the safety of the traffic utilizing the connector will be maintained. Objectives