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http://highway89.org/files/original/c90973e8fb2580cd20e98c1ed5b579e6.pdf
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SEP 1 5 1
912
Historic beginnings
ROBERT
W. ARBUCKLE
Mayor
PATRICIA
City Manager
GARY E. ELLIOTT
C. PARSELL
L. HANK SEMADENI
Council Members
JAMES
DONA SCHARP
Recorder/ Finance Officer
LYNE'ITE BINGHAM
Treasurer
N. ACHTER
GREGORY S BELL
MAX FORBUSH
130 North Main
P. O. Box F
Farmington, Utah 84025
Telephone (801) 451-2383
September 11, 1992
Congressman James V. Hansen
324 25th Street
Ogden, Utah 84401
Dear Congressman Hansen,
The City Council appreciated your attendance at our Council
meeting and the input you contributed towards resolving some of
the anticipated impacts of the proposed U.S. 89 Corridor Project.
As a community we support the project, contingent on UDOT meeting
Farmington's essential needs listed as priority items 1 thru 4
on the attached "U.S. 89 Corridor Improvement Impacts" document.
We are writing this letter to request your assistance in securing
these four prerequisites as a condition of support of the
project. We support the notion of drafting these prerequisites
in the scope of the project to adequately define the negative
impacts the U.S. 89 project creates on Farmington City.
Included on the referenced list are other impacts of
community concern. We believe that most of these items will be
resolved during the E.I.S. and design process. However, items 2,
3, & 4 are not currently in the scope of the project and our
priority #1 is of utmost concern. The City wants all of the
items to be included in the review process of the project, but
items 1 thru 4 should be prerequisite to funding.
As you know, the Council and I are concerned that this
project is constructed so that we maintain the economic viability
of the -commercial zone located on U.S. 89 in north Farmington.
Item No. 1 best addresses this concern.
Intended improvements in
harmony with proposed road Gross-sections would allow the
community to maintain the at-grade intersection until the level
of service dictates additional improvements. This community
concern could be addressed by phasing of the project with this
intersection completed in the last phase, or by delaying
construction at this intersection until the commercial viability
of the new development is not controlled by visibility and access
criteria.
�Congressman James V. Hansen
September 11, 1992
Page 2
Your help in resolving items No. 1 thru 4 is appreciated.
Inclusion of these items as outlined should not negatively impact
our neighboring community, but will significantly improve the
impact on Farmington.
If the timing or phasing of the Shepard
Lane intersection can be addressed by providing interim TSM
improvements; all safety, traffic flow, and planning issues can
still be provided by this project without local conflicts.
If
additional clarification would be helpful, please feel free to
contact us.
Successful resolution of these issues, without a destructive
influence of this process, remains our goal. Your leadership and
your efforts to provide the funding to date and in the future are
appreciated.
Robert W. Arbuckle
Mayor
RWA/EK/ml
�FARMINGTON CITY IMPACTS
u.S. 89 CORRIDOR IMPROVEMENTS
1.
UDOT should be requested to allow the continued operation of
the at-grade signalized intersection as the level of service
(LOS), and capacity remain favorable.
Interim TSM improvements, including additional lanes for high demand
movements, should be programmed to assure an acceptable
LOS for the next 10 to 20 years.
If, in the future, UDOT
desires to design and install a Single Point Urban
Interchange (SPUI), the following elements should be
considered:
A.
Safe pedestrian access from the west side of U.S. 89
across the SPUI to existing commercial and residential
activities on the east side.
B.
Consider design alternatives producing the least
associated impacts to abutting property including, but
not limited to, minimizing the height of SPUI structure
by some minimal lowering of Shepard Lane, alternate
treatments and analysis of which road should actually
be elevated, and noise mitigation strategies for
elevated structures/highways.
C.
The northbound off-ramp at Shepard Lane should be
provided with "stop" control for eastbound motorists
proceeding past Knowlton Elementary School.
2.
The City of Farmington is negatively impacted by improved
development of U.S. 89 if the project development does not
include improvements through the connection to I-IS. The
intersections of the improved U.S. 89 and existing I-IS
occurs at Burke Lane. The improved u.S. 89 will exacerbate
the existing problems at this intersection. Re-establishment of Burke Lane with improvements to the intersection
of the two major highways is necessary to mitigate the
impact of this project and should be included in the
proposed project scope instead of delaying this portion of
the U.S. 89 improvements. Separation of community areas
created by limited access highway construction could also
be mitigated with this approach.
3.
UDOT should carefully assess the drainage and wetland
mitigation measures associated with the EIS process. The
entire area from Farmington Junction to I-IS/Burke Lane
should be included. The design mitigation alternatives
analysis should include a detention/retention basin near
the I-IS/Burke Lane interchange.
(Small pockets of wetlands should be traded for one large enhanced wetland area.)
�This will also resolve a past problem created by Federal
Highway construction.
4.
Noise abatement alternatives should be examined through the
entire corridor from Farmington Junction to Burke Lane.
U.S. 89 improvements combined with the increased traffic
projected on this road system will significantly increase
noise (above current allowable Federal regulated levels) in
the northwest portion of Farmington. This area currently
exceeds allowable levels due to the past construction of
1-15 without any noise abatement facilities, anticipated
road elevation increases between Cherry Hill and Burke Lane
will also increase this problem. Maintaining the commercial
viability of this area would dictate that construction of
sound walls through this area would not be acceptable to the
community to mitigate noise pollution. Since a significant
portion of the residential development in the community is
sandwiched between 1-15 and U.S. 89 in this location, the
increased noise level combined with the unacceptable levels
generated by 1-15 would have a significant negative
environmental impact on the existing homeowners. Mitigation
of this problem could be accomplished by construction of
sound walls along 1-15 to significantly decrease existing
background noise. Farmington believes that this approach
should be included in the proposed project scope. The
negative visual impacts of this project could also be
reduced with this approach.
5.
Request that UDOT use aesthetic design and materials for
retaining walls along on-off ramps at Shepard Lane.
6.
UDOT should analyze and consider the elimination of the
east frontage road from Fruit Heights to Farmington and
route traffic to the west side frontage road, to avoid
impacts to Main Street.
7.
Request that UDOT consider mitigation of adverse impact
to access from the Knowlton Elementary School on Shepard
Lane. The impacts to be assessed include, but are not
limited to, sidewalks, drop-off zones, circulation, and
access.
8.
Due to the adverse impacts to access of abutting property
resulting from the proposed expressway design of U.S. 89,
UDOT should complete the proposed frontage and access
roads as shown in their alternative drawings. Specifically,
however, the access road as illustrated in Alternative 2,
Drawing No.2 (Attachment B), should be redesigned to
extend southeastward and connect with Burke Lane to the
south.
9.
SR 272 should be widened and improved ~~th pedestrian
facilities on the west side from Farmington Junction to
Shepard Lane.
�10.
The northbound off-ramp at Shepard Lane should have stop
control for eastbound motorists proceeding east past
Knowlton Elementary School.
11.
The alignment of 1875 North and SR 272 (Main Street) at
Farmington Junction should be designed to establish a more
direct route between the two east-west connections. Design
alternatives for the interchange including impacts for Main
Street over versus under options should be presented to
Farmington City for review and comment.
12.
UDOT should include provisions for pedestrian, bicycle, and
equestrian facilities compatible with Farmington's Master
Plan at Farmington Junction and Shepard Lane.
13.
UDOT should examine and provide for pedestrian access to the
Smith's Shopping Center from the west side of u.S. 89 at
Shepard Lane.
14.
A second access from Main Street into the Smith's property
as well as replacement parking should be provided to replace
the lost driveway from u.S. 89 and any lost parking
resulting from the widening and raising of u.S. 89.
15.
Economic impacts resulting from loss of current access
during construction and their mitigation should be addressed
in the ElS.
16.
UDOT's ElS should include any impacts resulting from
placement of fill material near Shepard Lane on ground
already having a high water table.
�
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Correspondence from Robert Arbuckle to Congressman James Hansen, September 11, 1992
Description
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Arbuckle, Robert W.
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United States Highway 89
Roads Improvement--Utah
Roads--Design and construction
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Farmington City Corporation
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9/11/92
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Farmington (Utah)
Davis County (Utah)
Utah
United States
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1990-1999
20th century
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eng
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, Papers of Congressman James V. Hansen, 1970-2003, COLL MSS 351 Series I Box 85
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View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv82138">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv82138</a>
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MSS351SerIBx85_Item_3.pdf
Highway 89;
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http://highway89.org/files/original/48c2d3ff0b4bc974e359d0c041d99fe6.pdf
f2be8d23559be5f5901d72a334c16183
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UNITED STATES DEPARTMENT OF AGRICULTURE
FOREST SERVICE
INTERMOUNTAIN
REGION
ADDR E SS REPLY TO
REGIONAL FORESTER
FOREST SERVICE BUILDIN G
AND REFER TO
OGDEN, UTAH
November 28, 1961
Whitney Floyd, Dean
College of Forest, Range and
Wildlife Management
Utah State University
Logan, Utah
J
0
Dear Whit:
Because of your interest in the protection of the multiple resources of the
national forests, we are enclosing a position statement and clipsheet of
news items and editorial comment that we believe will be of interest to you.
The Logan Canyon Highway construction project in Utah raises an important
and basic issue that involves these resources on the Cache National Forest.
Logan Canyon is known throughout America as a major scenic attraction. The
beauty of Logan River and the fine trout fishing and recreation it provides
have similar renown.
The Forest Service recognizes the significant contribution to resource
protection that the highway engineers have made through modification of the
original design for this project . However, after very careful study by
qualified individuals representing a number of different profeSSions, we
have determined that additional changes are needed to meet minimum requirements for protection of scenic and fisheries valueso The decision has
therefore been made to insist that these modifications be incorporated in
the highway design as a condition for the issuance of a permit for highway
construction through these national forest lands.
Our purpose in furnishing this information to you is to insure full recognition of the basic issues at stake in this case. Among public land managers
and conservationists throughout the country there is growing awareness of the
adverse resource and scenic impacts of highway construction. Especially is
this the case when the approach has typically reflected a philosophy of single
rather than multiple use. The basic conflict is brought to focus in Logan
Canyon.
�Whether the threat be from road construction, as in this case, excessive
livestock use, big game numbers beyond the capacity of the range to support,
or fire, the end result is the same. Deterioration of the vegetation, loss
of soil and destruction of mountain streams is too great a price to pay.
Under a sound multiple-use approach the resources of Logan Canyon can be
protected.
The Logan Canyon Highway should be improved to meet present day traffic
requirements on this section of the Federal aid primary system in Utah.
(Fbr this project the proportionate cost share is 18% Federal and 22% State
funds.) Improvement, however, cannot be allowed to result in resource impacts
that can reasonably be avoided. An informed public, alert to the need for
protection of the basic resources of public lands, will not allow this to
happen - - - in Logan Canyon, or elsewhere in America.
Sincerely yours,
E. M. BACON
Assistant Regional Fbrester
Division of Information
and Education
-2-
�
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Correspondence from Bill Bacon to J. Whitney Floyd, November 28, 1961
Description
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Correspondence from Bill Bacon to J. Whitney Floyd, November 28, 1961 about the Logan Canyon Highway.
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Bacon, E. M.
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Floyd, J. Whitney
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Logan Canyon (Utah)
Traffic engineering
Roadside improvement--Utah--Logan Canyon
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Logan (Utah)
Cache County (Utah)
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1960-1969
20th century
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eng
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, 14.7.17 Box 8, College of Natural Resources, Dean's Files
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14717Bx8Fd20_Item 42.pdf
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5ccbd6f23b7e1a1e7cb75c6d1e5647b0
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Engineers
Planners
_
l-::¥I~III'" Economists
_
Scientists
May 11, 1987
B210.27
Dr. Craig Caupp
Utah State University
CEE Department
Logan, Utah 84322
Dear Dr. Caupp:
We are enclosing additional information you requested after
having read a recent issue of our REPORTS magazine. The
enclosed information expands upon our services and capabilities in the areas of interest to you.
If you have questions or need additional information we hope
you will call for assistance. We appreciate your interest
in our firm and look forward to a continued association with
you.
Sin,:!~
L . Sheldon Barker
Utah Area Manager
SLC48/56
CH2M HILL
Utah Area Office Associated Plaza, Suite 500, 349 South 200 East
p.o. Box 2218, Salt Lake City, Utah 84101
801.363.0200
�
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Correspondence from L. Sheldon Barker to Craig Caupp, May 11, 1987
Description
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Correspondence from L. Sheldon Barker to Craig Caupp with enclosed (not in this file) information on areas of interest and the services and capabilities of CH2M Hill.
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Barker, L. Sheldon
Subject
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Logan Canyon (Utah)
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1987-05-11
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Logan (Utah)
Utah
United States
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1980-1989
20th century
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eng
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, Sierra Club, Utah Chapter Archives, 1972-1986, COLL MSS 148 Series VIII Box 29 Folder 6
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MSS148VIIIB29_Fd6_Item 8.pdf
Highway 89;
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http://highway89.org/files/original/e1057617494fd0bd12cb6c7b1bf6fa7e.pdf
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United States
"Department of
~griculture
Forest
Service
Logan
Rangel"
District
860 N. 1200 E.
Logan, UT 84321
Reply to:
Date:
1950
June 1, 1988
Tom Lyon
655 Canyon Road
Logan, UT 84321
Deal" Tom:
Thank you for your recent letter, Tom.
what your concerns are. '
It helped.
I think I see more clearly
One of the problems I have had with this issue is the fact that people have not
clearly understood what we are trying to do. I have struggled with what we
should do to better explain our position. Perhaps I am too optimistic to assume
that a.-win win situation is possible.' I think it is, but all parties of the
issue must want to work to that end. It will not work otherwise.
I do not like compromise.' In a compromise no one wins. UDOT and the Federal
Highway folks think they have compromised. ' They expect you to do the same, and
do not understand why you cannot. In my view, I think they are wrong. Because,
if people have a concern it ought to be resolved, even if it takes a long time.
Working with people is what we are to do. ' Sometimes we forget this. ' Today the
Forest Service is beginning to use mediators to help resolve problems like
this. Still, the solution could be a form of compromise assuming the mediator
is successful. The consensus is the better solution.
Changes to Logan Canyon cannot happen if there is not sound and reasonable
purpose for the change. A highway standard taken from some manual is not
sufficient reason by itself to justify change. 1 This point will always be a
problem between the Forest Service and the highway engineer.
l
Political compromise is a reality. But if we ever do that, at the expense of
the 'environment, then we have abdicated our responsibilities as natural resource
managers and public land stewards. ' The higher up the ladder a decision is made,
the more political it becomes.' It is in the best interest of all of us to make
the decision as low on the ladder as possible. 1 This is one reason why I make
the point that we need to work for a win win solution if we can, or there is no
deal. A no deal means I will make the recommendations as to what I think ought
to be done, but someone else will make the eventual decision. ,
You understand, I think, what the
although skeptically. My problem
thought. " They would like to plow
courts decide.! Sometimes this is
win win is all about. '
is, I am not sure UDOT
through the issue, and
successful, but leaves
I think you support it
is comfortable with the
if necessary, let the
bitter enemies.
l
The person who will stand up and say, "Well we must have made the right
deCision, nobody is happy with it" misses the real point here. Political
decision makers sometimes like to talk like that. ' We are better than that. '
FS-6200-28(7·82)
�~
~ompromise
is a last resort. , But all sides of this issue will force us into a
compromise situation if we cannot work towards a reasonable and proper decision.
Tom, your thoughts on va~idating decisions with solid data are good ones. ' We do
not want to draw you into a consensus without a good review of the facts. My
only hope was, because of the expense of drafting plan after plan, was to at
least philosophically agree, so the design people could draft a more accurate
plan for review.. This by no means reduces the need for careful study of the
results, nor does it lock us into any position.! It was just a starting point.
The draft of the draft EIS is not acceptable to anyone I know of at this time.
Much work remains to be done on it. ~
Sometimes, Tom, I sound like I am preaching to you. I do not mean to do that. !
But I am confused too. ' As I visit with each of you I hear one thing, but
subsequent communication is different. You mentioned the bridges.; Are they an
issue now? Rudy told me some time ago that he and one or two other examined the
bridges and agreed with the engineer's assessment. , Because of that I haven't
worried about the bridges.'
,
UDOT will not build the type of highway they recommended last. That is not
acceptable to the Forest Service. ' The committee of three, are trying to reach
consensus on what realistically ought to be done. The ideas I bounced off of
you and others were attempts to resolve the issues you mentioned. ' If they do
not, then it is back to the idea arena again. ' I think this is a point many do
not understand. ' The committee is working for us, you and me. ' Their objective
is to design the right highway. ' You ideas and my ideas are just as important as
the committees. 1
My fear is that we cannot tear down the walls and work together on this. 1 Right
now I do not have either you or the State convinced that this is possible. ' The
walls are very thick and high. You fears of a political solution are valid if
the walls stay up. '
I think we have solved the riparian and fish habitat issues. : But we have not
solved the aesthetic issue yet. ' At least not totally. ' Your concerns have been
passed on to the committee with a note from me supporting your concerns. '
The Forest plan is one of the more difficult decisions UDOT must make before
they can start work again on the EIS. ; If what they eventually propose and agree
to is outside the current direction in the Forest plan, those changes, the
environmental documentation, and decision must be addressed in this EIS.! If
that is not possible, then a separate environmental document must be prepared.'
I do not know which way this will go at this time. We are pushing for them to
do it. , You are right, the Forest plan could become a significant issue.
Keep up the good work.:
S· cerely,
District Ranger
FS·6200·28(7-82)
�~·
~
G
cc:
Steve Flint
Jack Spence
Rudy Lukez
Dick Carter
FS-6200-28(7-82)
�
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Title
A name given to the resource
Correspondence from Dave Baumgartner, October 4, 1988
Description
An account of the resource
Correspondence from Dave Baumgartner to Steve Flint regarding the role of the National Forest Scenic Byway Program proposing a complementary aesthetic experience in the canyon with improvement of campgrouds and appropriate signs. Proposes the organization of a committee to define standards.
Creator
An entity primarily responsible for making the resource
Baumgartner, David
Subject
The topic of the resource
Logan Canyon (Utah)
Natural resources conservation areas
Medium
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Correspondence
Date
A point or period of time associated with an event in the lifecycle of the resource
1988-10-04
Spatial Coverage
Spatial characteristics of the resource.
Logan Canyon (Utah)
Cache County (Utah)
Utah
United States
Temporal Coverage
Temporal characteristics of the resource.
1980-1989
20th century
Language
A language of the resource
eng
Source
A related resource from which the described resource is derived
Utah State University, Merrill-Cazier Library, Special Collections and Archives, Sierra Club, Utah Chapter Archives, 1972-1986, COLL MSS 148 Series VIII Box 27 Folder 9
Is Referenced By
A related resource that references, cites, or otherwise points to the described resource.
View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390</a>
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Libraries Photograph Curator, phone (435) 797-0890.
Is Part Of
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Highway 89 Digital Collections
Type
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Text
Format
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application/pdf
Identifier
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MSS148VIIIB27_Fd9_016.pdf
Highway 89;
-
http://highway89.org/files/original/2ddb0e445500b81142487649d5f3f629.pdf
83d7f6aa1a42fcc9ed7800e9ff7cd6f6
PDF Text
Text
February 10, 1989
Dale Bosworth
Supervisor, Wasatch-Cache National Forest
125 South State St.
Salt Lake City, Utah, 84111
Dear Dale:
I regret I was unable to attend the meeting concerning the
Logan Canyon Highway Project on February 3. Unfortunately, it was
necessary for me to be out of Logan.
I have read the latest (Jan. 20th) version of the Agency Alternative for the project, and I am greatly concerned. I do not wish to anal ize it in detail here, but only to give you some general comments:
1. This is basically the high speed alternative in the preliminary
DEIS. We appear to be just about where we were over two years (and
endless amounts of time and energy) ago.
2. The middle section of the Canyon has been reduced to only 4 milesfrom Right Fork to lower Twin Bridge; we regard the middle section as
the entire distance from Right Fork to Ricks Springs. This redesignation,
with the attendent upgrading of the road to a 35 mph design (probably
50 mph signing) from Twin Bridge to Ricks Springs is unacceptable, since
the consequent environmental damage will be severe.
3. The high speed design of the upper section will result in unacceptable environmental impacts, particularly in the Beaver Creek and
Summit sections.
4. There are several safety concerns ~/ith respect to the placement
of passing lanes, especially in the Dugway and near the Limber Pine
turnout.
5. The implementation of this alternative requires 45 (!) ammendments to the Forest Plan, surely a new worlds record for any forest
plan involving a single project. The cumulative effect of this large
number of ammendments is such that a major change in The Plan will
be required - a revision, with everything that implies. Attempts to
get by with an ammendment will certainly be appealed.
6. The Agency Alternative has little detail, making analysis of
its impacts by citizens not throughly acquainted with both the area and
the previous history almost impossible. I f it appears as such in the
EIS, the EIS will be challenged as not meeting NEPA criteria.
7. The cover letter sent with the alternative, bearing the signatures of the three agency engineers, attempts to disclaim the alternative as a IIpreferred alternative. This is, to say the least, disingeneous. Any alternative that is endorsed by a Forest Service repll
�presentative is clearly destined to become the "preferred alternative."
I wish to repeat something live said in previous meetings with you: we
accepted the Forest Plan on the assumption it was to be taken seriously
by you. It states, e.g., that liThe road will not be raised to a higher
standard than existing." (Chapter 6, p. 236). Other places in the plan
are clear about maintining the scenic quality of the highway (VQO classification, e.g.). You have recently designated the highway as a "Scen ic
Byway". If the Plan had proposed the kinds of changes found in the Agency
Alternative, it certainly would have been appealed. To abandon the Plan
now, under pressure from UDOT and FHWA, is to break faith with the environmental community and reduce Forest Service credibility to a new low.
Stw.:erely,
.
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Jack T. Spence
Dept. of Chemistry
Utah State University
Logan, Ut 84322
cc: Dave Baumgartner
Tom Lyon
Dick Carter UWA
Steve Flint
Bruce Pendery Bridgerland Audubon
Rudy Lukez Utah Chapter, Sierra Club
-
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<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/72">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/72</a>
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Title
A name given to the resource
Correspondence from Dave Baumgartner to Tom Lyon about public concerns for Logan Canyon, June 1, 1988
Description
An account of the resource
Correspondence from Dave Baumgartner to Tom Lyon about public concerns for Logan Canyon. Designing the right highway is mentioned, also that the aesthetic issue remains unsolved.
Creator
An entity primarily responsible for making the resource
Baumgartner, David
Subject
The topic of the resource
Logan Canyon (Utah)
United States Highway 89
Medium
The material or physical carrier of the resource.
Correspondence
Administrative records
Date
A point or period of time associated with an event in the lifecycle of the resource
1988-06-01
Spatial Coverage
Spatial characteristics of the resource.
Logan Canyon (Utah)
Cache County (Utah)
Utah
United States
Temporal Coverage
Temporal characteristics of the resource.
1980-1989
20th century
Language
A language of the resource
eng
Source
A related resource from which the described resource is derived
Utah State University, Merrill-Cazier Library, Special Collections and Archives, Sierra Club, Utah Chapter Archives, 1972-1986, COLL MSS 148 Series VIII Box 27 Folder 9
Is Referenced By
A related resource that references, cites, or otherwise points to the described resource.
View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390</a>
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Libraries Photograph Curator, phone (435) 797-0890.
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Highway 89 Digital Collections
Type
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Text
Format
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application/pdf
Identifier
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MSS148VIIIB27_Fd9_017.pdf
Highway 89;
-
http://highway89.org/files/original/1297bf5850514952c1c6d2ef72e97e99.pdf
f1e47c65c6ced6a3b3f4ef9a79ba3bef
PDF Text
Text
United States
Department of
~griculture
Forest
Service
Logan
Ranger
District
860 N. 1200 E.
Logan, UT 84321
Reply to:
Date:
1950
June 1, 1988
Tom Lyon
655 Canyon Road
Logan, UT 84321
Dear Tom:
Thank you for your recent letter, Tom.
wha t your concerns are. '
It helped.
I think I see more clearly
One of the problems I have had with this issue is the fact that people have not
clearly understood what we are trying to do. I have struggled with what we
should do to better explain our position. Perhaps I am too optimistic to assume
that a win win situation is possible. ' I think it is, but all parties of the
issue must want to work to that end. ' It will not work otherwise. '
I do not like compromise. 1 In a compromise no one wins. UDOT and the Federal
Highway folks think they have compromised.! They expect you to do the same, and
do not understand why you cannot. ' In my view, I think they are wrong. Because,
if people have a concern it ought to be resolved, even if it takes a long time.
Working with people is what we are to do. ' Sometimes we forget this. ' Today the
Forest Service is beginning to use mediators to help resolve problems like
this. Still, the solution could be a form of compromise assuming the mediator
is successful. The consensus is the better solution.
Changes to Logan Canyon cannot happen if there is not sound and reasonable
purpose for the change. A highway standard taken from some manual is not
sufficient reason by itself to justify change. 1 This point will always be a
problem between the Forest Service and the highway engineer.1
i
Political compromise is a reality. ' But if we ever do that, at the expense of
the environment, then we have abdicated our responsibilities as natural resource
managers and public land stewards.! The higher up the ladder a decision is made,
the more political it becomes.! It is in the best interest of all of us to make
the decision as low on the ladder as possible.! This is one reason why I make
the point that we need to work for a win win solution if we can, or there is no
deal. A no deal means I will make the recommendations as to what I think ought
to be done, but someone else will make the eventual decision.!
You understand, I think, what the
although skeptically.' My problem
thought. ' They would like to plow
courts decide.1 Sometimes this is
win win is all about.1
is, I am not sure UDOT
through the issue, and
successful, but leaves
I think you support it
is comfortable with the
if necessary, let the
bitter enemies.!
The person who will stand up and say, "Well we must have made the right
decision, nobody is happy with it" misses the real point here. Political
decision makers sometimes like to talk like that.1 We are better than that. '
FS-6200-28(7 -82)
�~
~ompromise
is a last resort.! But all sides of this issue will force us into a
compromise situation if we cannot work towards a reasonable and proper decision.!
Tom, your thoughts on validating decisions with solid data are good ones.1 We do
not want to draw you into a consensus without a good review of the facts. ' My
only hope was, because of the expense of drafting plan after plan, was to at
least philosophically agree, so the design people could draft a more accurate
plan for review.' This by no means reduces the need for careful study of the
results, nor does it lock us into any position.1 It was just a starting point.
The draft of the draft EIS is not acceptable to anyone I know of at this time. '
Much work remains to be done on it.!
Sometimes, Tom, I sound like I am preaching to you. ' I do not mean to do that. !
But I am confused too. ' As I visit with each of you I hear one thing, but
subsequent communication is different. ' You mentioned the bridges.! Are they an
issue now? Rudy told me some time ago that he and one or two other examined the
bridges and agreed with the engineer's assessment. ! Because of that I haven't
worried about the bridges.!
UDOT will not build the type of highway they recommended last. ' That is not
acceptable to the Forest Service.! The committee of three, are trying to reach
consensus on what realistically ought to be done.' The ideas I bounced off of
you and others were attempts to resolve the issues you mentioned. ' If they do
not, then it is back to the idea arena again.! I think this is a point many do
not understand. ! The committee is working for us, you and me.1 Their objective
is to design the right highway.! You ideas and my ideas are just as important as
the committees.'
My fear is that we cannot tear down the walls and work together on this. ' Right
now I do not have either you or the State convinced that this is possible.' The
walls are very thick and high.1 You fears of a political solution are valid if
the walls stay up.!
I think we have solved the riparian and fish habitat issues. ' But we have not
solved the aesthetic issue yet. 1 At least not totally. ' Your concerns have been
passed on to the committee with a note from me supporting your concerns. ,
The Forest plan is one of the more difficult decisions UDOT must make before
they can start work again on the EIS.! If what they eventually propose and agree
to is outside the current direction in the Forest plan, those changes, the
environmental documentation, and decision must be addressed in this EIS. I If
that is not possible, then a separate environmental document must be prepared.1
I do not know which way this will go at this time. We are pushing for them to
do it. ' You are right, the Forest plan could become a significant issue.
Keep up the good work.!
M;;J$~~
BAUMGARTNE~;tt
DAVE
District
Range;~
.
FS-6200-28(7 -82)
�FS-6200 -28(7 -82)
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Text
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<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/93">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/93</a>
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2013
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Correspondence from Dave Baumgartner to Tom Lyon, June 1, 1988
Description
An account of the resource
Correspondence from Dave Baumgartner to Tom Lyon discussing the possibility of compromise on the changes for Logan Canyon.
Creator
An entity primarily responsible for making the resource
Baumgartner, David
Subject
The topic of the resource
Department of Transportation--Utah
Logan Canyon (Utah)
Medium
The material or physical carrier of the resource.
Correspondence
Date
A point or period of time associated with an event in the lifecycle of the resource
1988-06-01
Spatial Coverage
Spatial characteristics of the resource.
Logan Canyon (Utah)
Cache County (Utah)
Utah
United States
Temporal Coverage
Temporal characteristics of the resource.
1980-1989
20th century
Language
A language of the resource
eng
Source
A related resource from which the described resource is derived
Utah State University, Merrill-Cazier Library, Special Collections and Archives, Sierra Club, Utah Chapter Archives, 1972-1986, COLL MSS 200 Series III Box 6
Is Referenced By
A related resource that references, cites, or otherwise points to the described resource.
View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv75259">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv75259</a>
Rights
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Special Collections and Archives, phone (435) 797-2663.
Is Part Of
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Highway 89 Digital Collections
Type
The nature or genre of the resource
Text
Format
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application/pdf
Identifier
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MSS200_Forest Ser_Item_4.pdf
Highway 89;
-
http://highway89.org/files/original/5a4debd35673be86bac9ac2e709b8761.pdf
26ba5aac3f851a7e5f94f58d39e0b7e5
PDF Text
Text
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US 89 - LOGAN CANYON STUDY
.
re requested, and can be provided below .
Name
----~~~~~~~~~~~~---------------------
/
SLC87/26
�THE WORLD'S LA'RGEST CHAIN OF MOTELS, HOTELS AND RESORTS IFOR RESERVATIONS DIAL TOLL FREE (800) 528-1234
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BEST WESTERN CREST MOTEL
243 NORTH 4th STREET
MONTPELIER, IDAHO 83254
TELEPHONE (208) 8471782
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" .; H2iVI HILL / SLC
October 3, 1986
Valley Engineering
168 North 100 East
Logan, Utah 84321
To Whom It May Concern:
u.s.
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Highway 89 through Logan Canyon serves as a vital economic
link for the Bear Lake Valley.
The canyon is a beautiful place,
however, I feel that with good common sense and concern for the
environment, greatly needed improvements such as bridge replacement,
pavement widening and passing lanes or turn-outs can be constructed.
I also urge CH 2 M Hill to conduct public me eting s on this project
in the Bear Lake Valley.
Thank you for this opportunity to comment.
Sincere~~ ,
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US 89 - LOGAN CANYON STUDY
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Your comments are requested, and can be provided below.
Phyllis Smart - Montpelier, Idaho
Name
Comments:
83254
Unsafe driving conditions on Logan Canyon road are due to:
(1) narrow bridges, sharp curves,
narrow road and little shoulder.
(2) when long lines of cars, trucks, trailers etc. exist, there always
seem to be one or two who take chances in passing.
Not only does
this endanger lives but also causes mental stress to drivers and
passengers.
(3) narrow winding roads through the canyon makes it almost impossible to
try to avoid an accident by moving to another lane of traffic or to
the shoulder area.
Deer and cattle on the road could be more easily
avoided if there was another lane of traffic or more shoulder room.
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(there would be less dented fenders & broken head lights).
Also
accidents due to winter conditions (vehicle sliding etc.) would
.
be
less if another lane was available.
If one has an appointment etc. during the summer, at least one half hour
more time is needed due to slow traffic (sight seers, heavy loads, trailers,
tourists all travel at a slower speed than the posted speed limit.
Drivers
who are not familar with the road or canyon driving tend to drive much
slower and use their brakes quickly upon coming to a curve).
Many Montpelier drivers use the road to Preston vs Logan canyon road due
to the unsafe conditions listed above.
Mileage wise there is very little
difference.
I commend the Highway Department for their "being on the job"
(
during winter conditions as they do a good job in keeping the road passable.
SLC87/26
Some tourists who have stopped at the place I work do not like that road
and if you mention the beauty of the canyon, river etc. they have failed
to notice it as they were so busy with just driving the canyon road!
Beauty cannot be enjoyed under stress.
Logan Canyon Road causes stress !!!!
�US 89 - LOGAN CANYON STUDY
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�US 89 - LOGAN CANYON STUDY
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Your comments are requested, and can be provided below.
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US 89 - LOGAN CANYON STUDY
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Your comments are requested, and can be provided below.
Name
C,YBi
C1
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�September 20, 1986
Mr. Allen Harrison
Bear Lake Regional Commission
Executive Director
Fish Haven, Idaho 83267
Friend Allen:
We read the articles in the News Examiner about the Logan Canyon
road.
We travel the road once or twice a week in the summer
months to take care of the 40 acres in Fish Haven and down to Ogden
to take care of our home there.
The traffic is real heavy most of the time and at times it is very
dangerous
to drive in mornings and evenings, when the sun is in
your eyes.
We would appreciate having the road widened and improved not only
for our selves but family, friends and others
who travel Highway
89.
We appreciate your interest, concern and energy in trying to get
improvements made on roads and the Bear Lake area.
As you know Highway 89 extends from Canada to Mexico and we thank
you for the effort you put forth to get improvements made.
l;,rl ~ =~1jJ;;;:/ ·
G~/rDorJ.s
ec
Stock
Your neighbors over the hill in
Fish Haven Canyon
�f
November 12, 1986
Mr. Clifford R. Forsgren, P.E.
NOV 1 ? 198B
CH2M Hill, Consulting Engineers
P. o. Box 2218
Salt Lake City, utah 84101
Re: Highway u.s. 89 - Logan Canyon Study
Dear Mr. Forsgren:
I've just read the November, 1986 Summary Fact Sheet concerning
the referenced project study. One statenent in particular causes
ne considerable alarm.
On the last page, paragraph three states, "During the tour, it
was suggested by some present that the Canyon should be treated
as a recreational corridor (a destination) rather than as a
transp::>rtation link (a conduit for traffic). Recreational use
of the corridor should be given priority over transp::>rtation use
whenever a decision involving trade-offs is to be made in the
study. "
(
(
No one disputes the recreational value of Logan Canyon. People
skiing, camping, picnicing, haul ing f irev.DOd., etc. go to the
canyon for a specific purpose. I use the canyon for these
activities myself. But to categorically give priority to
recreational use over transp::>rtation needs borders on the
absurd, in my opinion.
A native of Bear Lake County, and still owning property there, I
strongly protest the idea of recreational priority. Perhaps
residents of cache and Box Elder Counties consider the canyon a
destination rrore than a transp::>rtation link, but residents of
, other areas rrost certainly do not. I submit that rrost weekend
traffic from OJden, Salt Lake, and Provo in the sumrrertine ends
up in Bear Lake, not in Logan Canyon.
Ask the people in Bear Lake and Rich Counties and beyond, even
into Wyoming, how many stop in the canyon as opp::>sed to those who
use the route for access to Logan, OJden, or Salt Lake. I assure
you, that canyon exists as a vital link connecting them to these
other areas. I repeat, to consider other priorities ahead of
transp::>rtation demonstrates seriously faulty thinking. Certainly
only a fanatical environnentalist who would have us all backpacking through the canyon could seriously suggest such a thing.
(
let's be reasonable, Mr. Forsgren. Certainly recreation has its
place and deserves consideration, but not at the expense of those
who depend on that highway for transportation. I was born in
lDgan. As a youth, I traveled through the canyon for lTUSic
lessons, medical care, shopping, etc. alnnst ~kly. Now I drive
it dozens of times each year for business and pleasure. Sometines
�2
I stop for recreational purposes, too. But I believe those people
on the other side of the mountain deserve better than to stand in
jeopardy because of special interests groups whose access to the
~rld is provided by a six-lane freeway and see lA>gan Canyon only
in tenus f their
limited, selfish needs.
/
st\rel ,
Y:en~1j1;ent
107 East Ma.in
Hyrum, utah 84319
cc:
(
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Gale larson, Valley Engineering, Inc.
�US 89 - LOGAN CANYON STUDY
Your comments are requested, and can be provided below.
Thorras C. Jensen, 1750 Foothill Drive, lDgan, UT
Name
84321
Comments: I have lived and operat.ed my business in lDgan for the past
10 years.
One of the prime reasons for selecting lDgan was the natural
beauty and adjacent wilderness areas.
However, I feel that there needs to be a reasonable and balanced
approach to the natural beauty and wilderness in regards to highway
design and rraint.enance and
1)
SafctV' -
ilCC2SS
through these areas.
The nurrerous accidents in the Logan Canyon area
testify to the need for proper passing and slow lanes.
I
have personally witnessed or experienced rrany "near-misses"
as a result of blind corners, ice build-up from cross drainage
(
in late spring, narrow bridges, and limited passing lanes
(
causing backups and "daredevil passes."
2)
Access Route:
Logan Canyon is not only a scenic drive, it is
the rrajor artery to lDgan from Rich County.
The highway must
be travelled in dangerous conditions by service and delivery
agents, professional services, truck traffic, temple visitors,
tourists, and shopping excursions for the citizens of Rich
County.
Travel in the canyon becomes a very serious considera-
tion in winter and spring due to very hazardous conditions, and
summer due to slow moving R.V. traffi<;:.
Commerce is drastically
hampered.
No one is askingfolr a super-highway, or for cOl11fl'ercial develOJ?l!Ent that
(
(
\'.QuId seriously reduce the natural attractiveness of the canyon. It is
SLC87/26
of questionalYle value however, if the canyon highway is left in its
current dangerous condition.
If this artery of cOl11fl'erce and tourism
�US 89 - lDgan Canyon Study
/
Thomas C. Jensen
Page '!Wo
becomes increasingly choked, it will cost both lives and livlihood.
(
(
(
(
�HYDE PARK CITY CORPORATION
P O. BOX 489
HYDE PARK, UTAH 84318
-{ECEfVEC
NOV 241986
November 21, 1986
CH2M HILL / SlC
Mr. Stanton S. Nuffer
CH2M Hi 11
Associated Plaza, Suite 500
349 South 200 East
PO Box 2218
Salt Lake City, Utah 84101
Dear Mr. Nuffer:
He as the Hyde Park City Council feel additional construction in
Logan canyon will ultimately benefit not only Cache County residents,
but also Rich County residents. We also feel that if it is done in
an orderly fashion, it wouldn't adversely affect the environment in
Logan canyon.
(
(
We would like to see improvements done in this part of the State to
enhance tourism and possibly generate additional revenues for our
community.
Sincerely,
Hyde Park City Council
Leslie A. Ball s
Da vi d t·1. Cheney
Marilyn P. Grunig
Michael T. Kirby
John A. Rich
~-/-~~
Robert J . Ball s
t~ayor
RJB/jh
(
•
�
Text
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Title
A name given to the resource
Comments on the improvements of Logan Canyon
Description
An account of the resource
Comments from local leaders and residents of Cache, Bear Lake, and Rich counties arguing for both minimal improvements to the canyon road claiming it as a destination, and maximum improvement to increase traffic flow and reduce accidents by adding lanes to existing road.
Creator
An entity primarily responsible for making the resource
Bean, Richard
Pope, Lewis
Floyd, Craig
Allen, Karla
Brown, Ken
Stringham, Brian
Smart, Phyllis
Jensen, Thomas
Balls, Robert
Harrison, Alan
Collins, Kathlyn
Pendery, Bruce
Pettigrew, Craig
Thomas, Craig
Stock, Glen
Stock, Doris
Jensen, D. Brent
Subject
The topic of the resource
Logan Canyon (Utah)
Roads--Design and construction
Medium
The material or physical carrier of the resource.
Administrative records
Date
A point or period of time associated with an event in the lifecycle of the resource
1986-10-03
1986-10-16
1986-11-10
1986-11-03
1986-11-17
1986-09-20
1986-11-12
1986-11-21
Spatial Coverage
Spatial characteristics of the resource.
Logan Canyon (Utah)
Utah
United States
Cache County (Utah)
Rich County (Utah)
Bear Lake (Utah)
Temporal Coverage
Temporal characteristics of the resource.
1980-1989
20th century
Language
A language of the resource
eng
Source
A related resource from which the described resource is derived
Utah State University, Merrill-Cazier Library, Special Collections and Archives, Sierra Club, Utah Chapter Archives, 1972-1986, COLL MSS 148 Series VIII Box 28 Folder 7
Is Referenced By
A related resource that references, cites, or otherwise points to the described resource.
View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390</a>
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Libraries Photograph Curator, phone (435) 797-0890.
Is Part Of
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Highway 89 Digital Collections
Type
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Text
Format
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application/pdf
Identifier
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MSS148VIIIB28_Fd7_Page_1.pdf
Highway 89;
-
http://highway89.org/files/original/d7b106d2885137dc0a64a7ed4d841987.pdf
95ea04e38299147e5e890a6588849f8a
PDF Text
Text
SIERRA CLUB
Utah Chapter
93 East 1st South
Logan, Utah 84321
November 21, 1979
( ~O l) 75 J-!J9~ 7
ARCHES NATL. PARK by Karen Vendell
M.J. Roberts
District Ranger
Logan Ranger District
21 West Center
Logan, Utah 84321
HE:
Proposed construction activities in Logan Canyon
Dear Mr. Roberts:
I he.ve recently ta.lked with Craig Rayle and others concerning the proposed road
construction activities in Logan Canyon. This area is environmentally sensitive,
and should receive the attention of public and private organizations before any decisions are made on construction of the highway.
The Sierra Club has expended considerable efforts on obtaining information on the
project; additional information is requested from your office. As I understand the
situation, the Utah Department of Transportation has decided that an Environmental Im• pact statement is Iwt necessary for construction of the highway from Right Hand Fork to
Ricks Spring. Furthermore I understand that the road alignment will be altered considerably in the Ricks Spring area, including placing the highway on the opposite side
of the River. Associated with this realignment will be the development of a Forest
Service campground and recreation facilities at Ricks Spring.
Additionally, I understand that the Forest Service is planning to construct a campgrouni L~ ~iood Camp Hollow. As you may recall the Sierra Club has urged the Forest Service to include Wood Camp Hollow in the Mount Naomi Roadless Area.
As I understand the
situation fill material from road construction in Logan Canyon will be used in the construction of the road base to the campground and construction of the campground itself.
The proposed construction of the highway will include the removal of large amounts
of rock and dirt. The disposal of this cut material is of concern to the Sierra Club.
Relative to the three paragraphs immediately above, answers to the following inquiries
is requested.
�M.J. Roberts
November 21, 1979
Page two
1.
rlicks Spring Campground Development
Does, the Forest Service plan to construct a campground and recreation facility at
nicks Spring in associaticn with the proposed highway construction? If 50, please provide information on the size of the campground and recreation facility. Information
on impacts on the riparian and floodplain resources is requested.
2.
Wood Camp Hollow Campground Development
Does the Forest Service plan to construct a campground in Woodcamp Hollow in association with the proposed highway construction? Will cntllaterial from the highway construction be used in the campground development? Information on the size of the campground is appreciated.
3.
Disposal of Fill Material
The Sierra Club would appreciate information on the disposal of cut material. Jpecifically, we would appreciate information on where the cut material is to be placed. Will
fill material be placed in Temple Fork, Logan River, -Wood -: Camp Hollow and/or "1tauled out
of the canyon!
4.
Compliance with the National Environmental Policy Act
How does your office plan to compl~ with the National Environmental Policy Act in
construction of the Wood Camp and Rick Springs facilities? If an Environmental Assessment
Report is to be prepared,please give the estimated date for preperation of said statements.
Due to the
tL~ely
natur3 of this matter, a reply is requested within ten working days.
I look forward to hearino frOM your office in the near future.
Sincere
~:
President
Utah Chapter Sierra Club
cc:
Craig aayle
JoJo Jones
Brant Calkin
Anthony rtuckel Esq.
�
Text
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<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/92">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/92</a>
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Title
A name given to the resource
Correspondence from Brian Beard to M.J. Roberts, November 21, 1979
Description
An account of the resource
Correspondence from Brian Beard to M.J. Roberts regarding the camp grounds that are proposed for construction parallel with the road construction and asking what is to be done regarding the disposal of fill material. Also asks how they intend to comply with NEPA and if an Environmental Assessment will be prepared.
Creator
An entity primarily responsible for making the resource
Beard, Brian
Contributor
An entity responsible for making contributions to the resource
Vendell, Karen
Subject
The topic of the resource
Environmental policy
Government agencies
Logan Canyon (Utah)
Sierra Club. Utah Chapter
Medium
The material or physical carrier of the resource.
Correspondence
Administrative records
Date
A point or period of time associated with an event in the lifecycle of the resource
1979-11-21
Spatial Coverage
Spatial characteristics of the resource.
Utah
United States
Logan Canyon (Utah)
Cache County (Utah)
Temporal Coverage
Temporal characteristics of the resource.
1970-1979
20th century
Language
A language of the resource
eng
Source
A related resource from which the described resource is derived
Utah State University, Merrill-Cazier Library, Special Collections and Archives, Sierra Club, Utah Chapter Archives, 1972-1986, COLL MSS 148 Series VIII Box 28 Folder 8
Is Referenced By
A related resource that references, cites, or otherwise points to the described resource.
View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390</a>
Rights
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Special Collections and Archives, phone (435) 797-2663.
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Highway 89 Digital Collections
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Text
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application/pdf
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MSS148VIIIB28_Fd8_Page_2.pdf
Highway 89;
-
http://highway89.org/files/original/dabd2f58d6ba5114ac75d658061a7dbc.pdf
b5c7b3ef5a9ef2049a68619ad604c681
PDF Text
Text
SIERRA CLUB
Utah Chapter
93 East 1st South
Logan, Utah 84321
November 21, 1979
(801) 753-1J987
ARCHES NATL. PARK by Karen Vendell
Vern Hamre
Regional Forester
Region IV
United States Forest Service
324-25th street
Ogden, utah 84401
HE: Road construction activities proposed for Logan Canyon.
Dear Mr. Hamre:
The Utah Chapter Sierra Club is concerned about recent events in the proposal to
widen and realign the Logan Canyon highway. The Sierra Club is interested in Forest
Service involvement in the project and would appreciate a reply to the following items:
Establishment of Lead
encies
Section 1501.5
d
of the Council _ Environ~ental Quality Regulations for
on
ing the Procedural Provision of the National Environmental Policy Act reads:
1.
ft
L~lement
Any Federal agency, or any state or local agency or private person
substantially affected by the absence of lead agency designation, may
make a written request to the potential lead agencies that a lead agency be designated."
The Sierra Club requests your office to designate a lead agency for construction
of the project. Is the Forest Service the lead agency or the Utah Department of Transportation;
2.
Project approval!aisapproval authority
Information on the Forest Service permit requirements for construction of the highway
is needed. Wbat kind of permits will your office issue for construction of the highway?
v/ill the public be involved in the decision to issue or deny the permit(s)?
Data on
how the public may be involved in the permit process is requested.
Will the issuance
of a permit require preperation of an Environmental Statement, or an Environmental Analysis
Report:
�Vern Hamre
November 21, 1979
Pa6e tiiO
3. EvalUQtion of the environmental issues
Section 1506.5 ( b) of the Council on Environmental ,. .:uality n.egula tions for Imp e:nenting the Procedural
Pro~isions
of the National Environmental Policy Act reads:
"
Environm3:1tJ.l Assessments. If an agency permits an applicant to prepare an environmental assessment, the agency, besides fulfilling the requirements of paragraphs (a) of this section, shall make its own evaluation
of the environmental issues and take responsibility for the scope and conten\:' of the environrnental Ci.ssessment. It
As I understand the present situation, the Utch Department of Transportantion has
decided that an Environmental Impact statement ~ill not be required for construction
activities in Logan Canyon; the decisio n to proceed without an Environ~ental State ~ent
included little if any p~blic involveMent; the Sierra Club is planning action to reverse
this decision.
W
hat is your office doing to evaluate the "enviroI1llental issues •••
and content of the environmental assessment'? The environmental assessment will be released by the Utah Department of Transp~ rt Ltion in the spring of 1980 ; we would l Lke to
e. couro 6 e your office to evaluate t~e environ.~ental issues at the earlie st date possible ,
ental assess~ent. The environmental ass and specifically before release of this environr.o
essment should include compliance with Executi~e Orders 11990 and _1988 , Protection of
'/io
etlands and Floodplain t-1anagement , respectively.
Any additional information which will help in understandin6 Forest Service involvement
be appreciated.
in this project will
Sierra Club
cc:
Craig Rayle
Jo Jo Jones
Brant Calkin
Anthony Ruckel
Esq.
�
Text
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<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/95">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/95</a>
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Title
A name given to the resource
Correspondence from Brian Beard to Vern Hamre, November 21, 1979
Description
An account of the resource
Correspondence from Brian Beard to Vern Hamre questioning who is the lead agency - UDOT or the Forest Service - in the road construction activities proposed for Logan Canyon. He also requests an evaluation of the environmental issues.
Creator
An entity primarily responsible for making the resource
Beard, Brian
Contributor
An entity responsible for making contributions to the resource
Vendell, Karen
Subject
The topic of the resource
Environmental policy
Government agencies
Logan Canyon (Utah)
Sierra Club. Utah Chapter
Medium
The material or physical carrier of the resource.
Correspondence
Administrative records
Date
A point or period of time associated with an event in the lifecycle of the resource
1979-11-21
Spatial Coverage
Spatial characteristics of the resource.
Utah
United States
Logan Canyon (Utah)
Cache County (Utah)
Temporal Coverage
Temporal characteristics of the resource.
1970-1979
20th century
Language
A language of the resource
eng
Source
A related resource from which the described resource is derived
Utah State University, Merrill-Cazier Library, Special Collections and Archives, Sierra Club, Utah Chapter Archives, 1972-1986, COLL MSS 148 Series VIII Box 28 Folder 8
Is Referenced By
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View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390</a>
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MSS148VIIIB28_Fd8_Page_19.pdf
Highway 89;
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b23f205700019fc5d4421366bc1e918b
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SIERRA CLUB
Utah Chapter
93 East 1st South
Logan, Utah g4321
Novemoer 21, 1979
(801) 753-iJ987
ARCHES NATL. PARK
by
Karen Vendell
Gary Lindley, Engineer
District No.1 Engineer's Office
Utah Department of Transportation
128 17th st_eet
Ogden, Utah 84404
HE:
Proposed construction activities in Logan Canyon.
Dear Mr. Lindley:
I have recently talked with Craig Rayle, and others concerning the proposed highway
construction activitae.s in Logan Canyon. The Sierra Cluo is concerned about actions ta _en
_
to date by the utah Department of Transportation in efforts to comply with the National
Environmental Policy Act. The purpose of this letter is to obtain answers to quest i ons
we have about NEPA com
pliance decisions. A rep~ to the following it~ms is requested.
1.
re are an Environmental
act Statement
Section 1501.4 c of the Council on Environmental Quality Regulations for implementting the Procedural Provisions of the National Environmental Policy Act (hereafter called
C~ NEPA Regulations) reads, Federal agencies shall:
"
Based on the environmental assessment make its determination whether
to prepare an environmental impact statement."
As I understand the current situation your office has determined that an Environmental statement is not necessary for construction of the Logan Canyon HighW
ay. However,
this decision was made prior to preperation of the environmental assessment; the assessment is to be released in the Spring of 1980.
This reversal of decisions appears to
be contrary to the ~ NEPA regulations.
Has your office decided that an environmental
impact statement is not needed for construction of the Lo5 an Canyon Highway from Right
Hand Fork to Ricks Spring? Is the environmental assessment 10 be finalized in t he spring
of 1980?
�Mr. Lindley
ovember 21 , 1979
Page two
nificant
act
of the C~ NEPA Regulations reads Federal agencies shall:
2.
" Prepare a finding of no significant impact if the , agency determines
on the basis of the environmental assessme~t pot to prepare a statement.
It
(1) The agency shall make the finding of no significant impact available to the affect public as specified in Section 15.6.6"
The Utah Chapter Sierra
impact" as noted above.
3. Public
Section
C~ub
requests a copy of the "finding of no significant
act
federal agencies shall:
n .. In certain limited circumstances, whi~h the agency may cover in its
procedures ••• make the finding of no significant impact ~vailable for
public review for 30 days before the agency makes its final determination
whether to prepare an environmental impact statement and before the action
may begin. The circumstances are:
" (i) the proposed action is, or is closely similar to, one which normally
requires the preparation of an environmental impact statement under the
procedures adopted by the agency ••• "
Did your office allow for public review of the finding of no significant impact?
When Yias the finding of no significant i:rlpe.ct made? How was the finding of no significant impact made availab~e to the public?
4.
~egmentation of the NEPA Process
Section 1508.27 of the CEQ NEPA Regulat ions reads in part:
ff
Significance cannot be avoided by ter~ing an action temporary or by breaking
it down into small cOllponent Darts ." (Emphasis added.)
The distance frot. Logan C:ity-. - to Bear Lake is approximately 40 mile s • This 40
mile stretch of road includes several miles which have allready been widened. The maj ority of the canyon roaj 15 not wiiened . Your office now plans to widen a stretch
of highway approximately 6.5 miles long, from ight Hand Fork t~ ~icks Spring. Did your
finding of no significant impact include an evaluation of constrction planned from from
aight Hand Fork to Bear Lake, or just an evaluation of the mileage from ight Hand Fork
to Ricks Spring?
Additionally, we are concerned about Forest Service Campgrounds which are associated
with the highway proposal ; specifically food Camp Hollow and Rick Springs campgrounds.
Did the determination that an Environmental Statement was not necessary include the
environ~ental impacts associated with these two campgrounds?
�~r. Lindley
l ovember 21, 19 7 9
Page three
A~~ additional information you can provide which will he l p in understanding compliance with the National Environmental Policy Act will be appreciated.
3ecause of the timely nature of this matter, a response is requested within ten
worki.n6 days.
I look forward to hearing from your office.
cc:
Craig Rayle
Jo Jo
JO ~ le3
Brant Calkin
Anthony uckel
Esq .
�
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Title
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Correspondence from Brian Beard to Gary Lindley, November 21, 1979
Description
An account of the resource
Correspondence from Brian Beard to Gary Lindley regarding the proposed construction activities in Logan Canyon. The Sierra Club is concerned about UDOT's compliance with NEPA and wants to have an Enviromental Assessment drawn up.
Creator
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Beard, Brian
Subject
The topic of the resource
Logan Canyon (Utah)
Government agencies
Environmental policy
Sierra Club. Utah Chapter
Medium
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Administrative records
Correspondence
Date
A point or period of time associated with an event in the lifecycle of the resource
1979-11-21
Spatial Coverage
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Logan Canyon (Utah)
Cache County (Utah)
Utah
United States
Temporal Coverage
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1970-1979
20th century
Language
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eng
Source
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, Sierra Club, Utah Chapter Archives, 1972-1986, COLL MSS 148 Series VIII Box 28 Folder 8
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View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390</a>
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Special Collections and Archives, phone (435) 797-2663.
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Highway 89 Digital Collections
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MSS148VIIIB28_Fd8_Page_14.pdf
Highway 89;
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http://highway89.org/files/original/9c42ef44b6c177b95dbd1538e001debd.pdf
c9bb8b13fcab0b986ab316e8551c42d9
PDF Text
Text
SIERRA CLUB
Utah Chapter .
93 East 1st South
LOjan, Utah 84321
November 21 , 1979
(801) 753-0987
ARCHES NATL. PARK by Karen Vendell
George W. Bahn
Diy~sion Administrator
Federal Highway Administration
P. O. Box 11563
Salt Lake City, utah 84147
Proposed Construction Activities in Logan Canyon, Utah
HE :
Dear Mr. 13ohn:
The utah Chaptee Sierra Club is concerned about proposed construction in Logan
Canyon, Utah. Present plans call for widening of the existing highway. We are particularly concerned with compliance under the N
ational Environmental Policy Act.
As I understand the situation your office has decicied to change Logan Canyon from
a Category I (environmentally sensitive) designation to a Category III designation; the
Category III designation means that the area is not environmentally sensitive. This
decision allows the Utah Department of Transportation to proceed with construction without the preperation of an Environmental Statement.
Under Council on Environmental Quality Regulations for compliance with NEPA an
environmental as se 'sment is regularly prepared on all federal actions. This brief review of environmenc.a.l impacts is uSed to determine i f an Environmental Irrrt-act Statemen:'
is neen~d or not needed.
The Utah Department of Transportation has stated publicly
several times that they ~ill r~t need an Environmental Statement for construction activities. However , they do not plan to release the environmental ~ ssessment until Jhe
spring of .'1980. The Sierra Club is now investigating this apparent violation of public
law. Answers to the following items will help tis in obtaining a better understanding
of the pr.)ject.
1.
{hen did your office decide to change Logan Canyon from a Category I designation to a Category III designation? How was the public involved in this
decision making process?
When was this decision announced to the public?
�George
\~ .
Nove ~ ber
Bohn
21, 1979
Page two
2.
3.
lS
lnfornation on the Utah Depart~ent of Transportation Regulations f or
compliance with rWA ':vcu~d be appreciated; and
H O~I can the Utah Department of Transportation oo:nply vlith the C~ rezulat ions'
when they have decided an Environmental statement is not needed. even though
the environmental assessment has not been prepared?
Be.cause of the timely nature of this matter a response
reque sted.
Sincere
(-\/
~oJithin
•
"
· ~~i~
Brian .3eard
President
Utah Chapter Sierra Club
cc:
Craig Rayle
Jo Jo Jones
Brant Calkin
Anthony Ruckel
Esq.
ten working days
�
Text
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Title
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Correspondence from Brian Beard to George Bohn, November 21, 1979
Description
An account of the resource
Correspondence from Brian Beard to George Bohn requesting that any and all information regarding Utah Department of Transportation's compliance with NEPA be sent for review, espeicially as to why Logan Canyon was removed from a Category I and put in Category III for environmental sensitivity.
Creator
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Beard, Brian
Contributor
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Vendell, Karen
Subject
The topic of the resource
Environmental policy
Government agencies
Logan Canyon (Utah)
Sierra Club. Utah Chapter
Medium
The material or physical carrier of the resource.
Correspondence
Administrative records
Date
A point or period of time associated with an event in the lifecycle of the resource
1979-11-21
Spatial Coverage
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Utah
United States
Logan Canyon (Utah)
Cache County (Utah)
Temporal Coverage
Temporal characteristics of the resource.
1970-1979
20th century
Language
A language of the resource
eng
Source
A related resource from which the described resource is derived
Utah State University, Merrill-Cazier Library, Special Collections and Archives, Sierra Club, Utah Chapter Archives, 1972-1986, COLL MSS 148 Series VIII Box 28 Folder 8
Is Referenced By
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View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390</a>
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Special Collections and Archives, phone (435) 797-2663.
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Highway 89 Digital Collections
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MSS148VIIIB28_Fd8_Page_18.pdf
Highway 89;
-
http://highway89.org/files/original/44552cd269f8a7267cb339b84b514d9c.pdf
bebc492466ae4fa5a165fc56cb481ab2
PDF Text
Text
SIERRA CLUB
Utah Chapter
93 East 1st South
Logan, Utah 84321
November 21, 1979
(801) 753-D987
ARCHES NATL. PARK by Karen Vendell
!-m.
David W tt
__
Regional Adrniniatrator
Federal Highway Administrator
Region VIII
P.O. Box 25246
Denver, Color~jo 80225
RE: Proposed construction activities
Dear Mr.
in Logan Canyon, Utah.
\~att :
The utah Chapter Sierra Club is concerned about recent proposals for widening the
existing road in Logan Canyon, utah. The Sierra Club is particularly concerned abou·~
compliance with the National Environmental Policy Act.
Please provide information on the following subjects:
1.
Finding of 1~O Significant Impact
The Utah Department of Transportation has determined that an Environmental Impact
Statement is not required for construction activities in Logan Canyon. ~ Please send
a copy of this "finding of no significant impact."
.
,
Environmental Assessment The decision to proceed without the preperation of an Environmental Impact Statement
was made befoee the preperation of an environmental assessment. Council on Environmental
uality NEPA compliance regulations state that the environmental assessment is to be
used as the foundation for determination of need or lack of need for an Environmental
Statement . How can the Ut&h Department of Transportation comply with NEPA if they have
decided an Environmental Statement is not necessary ~"lit >. out using the environmental
assessment in this decision?
2.
Due to the timely nature of this matter, a response i£ .requested within ten working
days .
�
Text
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<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/129">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/129</a>
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2013
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Dublin Core
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Title
A name given to the resource
Correspondence from Brian Beard to David Watt, November 21, 1979
Description
An account of the resource
Correspondence from Brian Beard to David Watt asking for a copy of the "finding of no significant impact" and asking for information as to why UDOT decided to proceed without an Environmental Assessment as required by CEQ NEPA.
Creator
An entity primarily responsible for making the resource
Beard, Brian
Contributor
An entity responsible for making contributions to the resource
Vendell, Karen
Subject
The topic of the resource
Environmental policy
Government agencies
Logan Canyon (Utah)
Sierra Club. Utah Chapter
Medium
The material or physical carrier of the resource.
Correspondence
Administrative records
Date
A point or period of time associated with an event in the lifecycle of the resource
1979-11-21
Spatial Coverage
Spatial characteristics of the resource.
Utah
United States
Logan Canyon (Utah)
Cache County (Utah)
Temporal Coverage
Temporal characteristics of the resource.
1970-1979
20th century
Language
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eng
Source
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, Sierra Club, Utah Chapter Archives, 1972-1986,COLL MSS 148 Series VIII Box 28 Folder 8
Is Referenced By
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View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390</a>
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Special Collections and Archives, phone (435) 797-2663.
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Highway 89 Digital Collections
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MSS148VIIIB28_Fd8_Page_17.pdf
Highway 89;
-
http://highway89.org/files/original/f32f578e5e6eca387efbd76ce89383ea.pdf
5f1e9d542b70799a77daa30b950a16ca
PDF Text
Text
SIERRA CLUB
Utah Chapter
93 East 1st South
LOGan, Utah S4J21
:ove~ber 21 , -979
(801) 75;-09?-7
ARCHES NATL. PARK
by
Karen Vendell
JoJo Jones
~ierra Club Leader
ational Transport~tion
rtE :
Jear
Co~~ittee
Proposed Road Construction Activities, Looan Canyon, Jtah .
~·lrs .
J one s :
·ohn Heywood has asked me to send Gn:ormation to yoa concerning t~e current status 0:
the l..06&n Canyon nigh~'iay Project i.YJ. Nor thern Utah . Please fi..rld the follo·t ling in.ior:lC:. tion enclosed:
1.
2.
J.
4.
5•
Letter
Letter
Letter
Letter
Letter
to
to
to
to
to
Gary Lindley;
;·1 .J. ~io~ert3 ;
Vern Haore ;
Georbe ,01 • 3oh..11 ; and
DMVid ·..·E.tt .
In sli.rnmary it i:lc.y be sai -i thc.t the ;>ro:note rs of the project are trY;.:1g to aVOlJ. an
and :neaningful public input. rre e nc~osures a~e de si6ned ~o 00tain bad<6roll..'1d inforr:1atio:1 to for:;e an J1viro:1."7lental ~tater:1ent . ·..;e ~ave been to_ . several :,imes , that an Environ.i1ental Statement ·.'lill ;nean the deaths 0-"' t~e project ; 1:';-1 '. 5
~3 of course our 60&1.
~nviron~ental ~tatement
I ~'/ill continue to sen additiona l inforr:1c.tion 2.S it beco:nes B. V"E.i able in th2 ::. t ·'.._'e ;
I ','[ Quld sU6~est that you ;>repare c. pla ce in you filin6 syste:n for' t ..e Logan Cc.nyon project .
:"' I can provide additional inform.: tion pLease ':Trit e or phone . Your s~oestions '. il l be
0
a~? reciated.
~:e15t ~?a .~
Brian 3e.::rd
cc:
John :fey.iood
drant Calkin ~ith en c~ osu res
Crai6 nayle with enclo sures
Anthony rtucke l with enclosues
�
Text
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<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/136">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/136</a>
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Dublin Core
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Title
A name given to the resource
Correspondence from Brian Beard to JoJo Jones, November 21, 1979
Description
An account of the resource
Correspondence from Brian Beard to JoJo Jones stating the intent to demand an Environmental Statement be produced in regards to the Logan Canyon project.
Creator
An entity primarily responsible for making the resource
Beard, Brian
Contributor
An entity responsible for making contributions to the resource
Vendell, Karen
Subject
The topic of the resource
Government agencies
Environmental policy
Logan Canyon (Utah)
Sierra Club. Utah Chapter
Logan Canyon Study
Medium
The material or physical carrier of the resource.
Correspondence
Administrative records
Date
A point or period of time associated with an event in the lifecycle of the resource
1979-11-21
Spatial Coverage
Spatial characteristics of the resource.
Utah
United States
Logan Canyon (Utah)
Cache County (Utah)
Temporal Coverage
Temporal characteristics of the resource.
1970-1979
20th century
Language
A language of the resource
eng
Source
A related resource from which the described resource is derived
Utah State University, Merrill-Cazier Library, Special Collections and Archives, Sierra Club, Utah Chapter Archives, 1972-1986, COLL MSS 148 Series VIII Box 28 Folder 8
Is Referenced By
A related resource that references, cites, or otherwise points to the described resource.
View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390</a>
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Special Collections and Archives, phone (435) 797-2663.
Is Part Of
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Highway 89 Digital Collections
Type
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Text
Format
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application/pdf
Identifier
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MSS148VIIIB28_Fd8_Page_15.pdf
Highway 89;
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http://highway89.org/files/original/9d92669817f1913d3146ceaac3b45674.pdf
e3f491f784b589d87701f551b72f1e3b
PDF Text
Text
SIERRA CLUB
Utah Chapte r
I~formation Offic e r
" tan uepa r tment of Tr anspor:. E.:' io.
~ist r ict 1-0 . i Office
123 17t. 0 treet
6oen , tah 344 '4
-;) '::"icy 'c
"'~e Co nc':i on ~nviro: _, e:-', - f:.:" , 'J.o.:"ity .-es:,:,:"~· i:>:--l.3 ,"
3':ons of the ~'o.t"'=o ,:.c.- ~~';~:'J ...enta:" PO:'~ci .. ct. ~eC:. ' .3
~ection
15J7 .3
pe rt:
~ ~en~J ~~ocej~ re~
.ot ':'c.ter :::&';'l ei:;ht .0r:~ . 5 c. ·"ter ?Jb :':-: c.:'~on .J: ::.ese re~ 'J.:"E..".,io.'1~
E.3 "'L'1a ... y a 'opte ::-. :':-.-= ?e"':'e Ef:.:' :.e~:".3:.er, or :"':"-;-2 -:;.J!1~::s c. :"'-:e
::"i5h.. e:1t 0" en e.;encj' , ,.(:- ~c: ever sh~ - :. C.J:71e '::"e:'e~, ;;cc~ a~e .. cj s' all c.S "1-3CeS3erj f:.d.opt p r ocec.i'..:.!"-=...: :',J ;3'?~ :e'1e i t :.~e -e re,;" ~E:.:' :0:15.
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t ,J': Transp0r+. ct,~0:-: ''':'5~S .: r :'''':1:'':'e::1en::.-_..; ~~~?,... .
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~e re~ _L
.:.,. j ~ 2.i~:"):,.c. . . .
~:..~)re . . :_:ei •
t:-c
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Text
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<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/142">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/142</a>
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Correspondence from Brian Beard to Information Officer, November 21, 1979
Description
An account of the resource
Correspondence from Brian Beard to Information Officer requesting the regulations that the Utah Department of Transportation uses for implenting NEPA.
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Beard, Brian
Contributor
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Vendell, Karen
Subject
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Environmental policy
Government agencies
Logan Canyon (Utah)
Sierra Club. Utah Chapter
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Correspondence
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1979-11-21
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Utah
United States
Logan Canyon (Utah)
Cache County (Utah)
Temporal Coverage
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1970-1979
20th century
Language
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eng
Source
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, Sierra Club, Utah Chapter Archives, 1972-1986, COLL MSS 148 Series VIII Box 28 Folder 8
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View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390</a>
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Special Collections and Archives, phone (435) 797-2663.
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Highway 89 Digital Collections
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Text
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application/pdf
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MSS148VIIIB28_Fd8_Page_16.pdf
Highway 89;
-
http://highway89.org/files/original/5b25c2d4dbbafcfd2de687a447f3ccdd.pdf
167add3900d8bfb8b3ccef92e331985d
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Title
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Cache Chamber of Commerce letter, 1987
PDF Text
Text
CACHE
CHAMBER OF
COMMERCE
Mr. Todd G. Weston
Board of Commmissioners
Utah Department of Transportation
285 Temple View Drive
Logan, Utah 84321
Dear Todd:
The Cache Chamber of Commerce Board of Directors met
on January 7, 1987, for a special meeting and made a
resolution wherein it unanimously voted to approve
the following priorities for local highway improvements.
1. Four-lane highway from Logan to Freeway
at Brigham City;
2. Highway upgrade from Smithfield to the
Idaho State line;
3. Widening of the Valley View highway; and
4. The Logan Canyon highway project.
Representatives from Logan City and the Cache County
Mayors Association were present at this meeting and
indicated they would go back to their respective organizations for their views.
Copies of letters from those
organizations are enclosed herewith.
We appreciate your interest in behalf of Cache County
with respect to highway improvements, and if we can be
of assistance to you, please do not hesitate to contact
us.
Sincerely,
Paula O. Bell
Executive Director
Encl. (2)
52 West 200 North, Logan, Utah 84321 - (801) 752-2161
"CA$H IN ON CACHE"
�
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<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/50">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/50</a>
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Digitized by: Utah State University, Merrill-Cazier Library
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2013
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Title
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Cache Chamber of Commerce highway improvements approval
Description
An account of the resource
The Cache Chamber of Commerce voted to approve four local highway improvements.
Creator
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Bell, Paula O.
Subject
The topic of the resource
Traffic engineering
Roads--Design and construction
Logan Canyon Study
Medium
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Administrative records
Date
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1987-01-07
Spatial Coverage
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Logan (Utah)
Cache County (Utah)
Utah
United States
Temporal Coverage
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1980-1989
20th century
Language
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eng
Source
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, Sierra Club, Utah Chapter Archives, 1972-1986, COLL MSS 148 Series VIII Box Folder 9
Is Referenced By
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View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390</a>
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Highway 89 Digital Collections
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Text
Format
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application/pdf
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MSS148VIIIB27_Fd9_Page_1.pdf
Highway 89;
-
http://highway89.org/files/original/a9223971dd6ac5ea2402d09145aca7b4.pdf
4ac6542617bf576c971131c12ab149d4
PDF Text
Text
('
(
UTAH
STATE
UNIVERSITY
DARYL CHASE, PRESIDENT
LOGAN,
UTAH
COLLEGE OF AGRICULTURE
August 10, 1961
W. H. BENNETT , DEAN
J. Whitney Floyd, Dean
College of Forest, Range and Wildlife Management
Campus
Dear Dean Floyd:
I have read the statement on Road Construction and Resource Use prepared
by your College Committee on Road Construction with considerable interest.
This statement is well prepared and shows the results of considerable
thought and effort. I commend the committee members for the thorough job
that has been done.
I have some reservations about recommendation five on page 12 which recommends that local community organizations be developed to consider all
matters relating to resource use. In my opinion we are already overorganized and a lot of time is spent in trying to coordinate things, but
coordination might be taken care of as a matter of course if things were
on a simpler basis. I think we should work through the existing organizations and endeavor to create a greater awareness and consciousness of
the importance of resource use.
I also feel that recommendation number five is too broad and could lead to
organizations giving consideration to many diverse and unrelated aspects
of resource use. Perhaps the wording of recommendation five could be .
modified to mention specific things in keeping with the title and content
of the statement.
Once again I desire to commend the committee for the thorough, excellent
job that has been done. It certainly points out problems and conditions
that are important enough to warrant the best planning that can be done.
It is written in such a way that I think very few people could take
exception to any part of it.
Very truly yours,
Dean
WHB/cm
p.
s.
The word "stronger" in the second sentence of the second paragraph
(first complete paragraph) seems to be out of place. I am wondering
if the word should be "weaker" rather than "stronger."
�
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<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/1724">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/1724</a>
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Title
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Correspondence from W. H. Bennett to J. Whitney Floyd, August 10, 1961
Description
An account of the resource
Correspondence from W. H. Bennett to J. Whitney Floyd, August 10, 1961discussing the Road Construction and Resource Use statement prepared by the College Committee.
Creator
An entity primarily responsible for making the resource
Bennett, W. H.
Contributor
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Floyd, J. Whitney
Subject
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Roadside Improvement--Utah
Traffic engineering
Logan Canyon (Utah)
Medium
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Correspondence
Spatial Coverage
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Logan (Utah)
Cache County (Utah)
Utah
United States
Temporal Coverage
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1960-1969
20th century
Language
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eng
Source
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, 14.7.17 Box 8, College of Natural Resources, Dean's Files
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Special Collections and Archives, phone (435) 797-2663.
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Highway 89 Digital Collections
Type
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Text
Format
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application/pdf
Identifier
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14717Bx8Fd20_Item 24.pdf
-
http://highway89.org/files/original/663659177724885b5806d726a307f8db.pdf
b2925ac5de0f02dd0e5df2bf4a71c242
PDF Text
Text
E
o
0
•
ubjecti
ter:IAl tor The genta
!be t '0110 1ng is suggested tor inclusion
ic!4 CQPatructioone"gurce ~ .
'
ttached is a
tileo'opy of' &ctension Circular 2<11, issue 13'3 as :3 in
tb
rant C temUal ~ r1oa .
n init1al supplY ot 15
copies is being sent under e
te cover.
ditio 1 cop!
re
ilable through the
8
lleUn Room.
s you
0 , this s
te nt s been the ' bject of much
controversy., It has been ~ssoc.1 tedith the Logan C nyon
controversy d interpreted
a direct criticis or the u te
rt nt . In its distribution a
in discussion
. should amp size this, the tatement is intemed to Co
tribute
to
ettar
erst nding of on of the
complex!tie of hi
Y p nning . Its implic tlan
tio. 1 in scope. It contains sugge tiona
a modern tr , orta tion system 1th tul1 conside tion tor
11 resource •
.t1iglul Y De
County
to S
gents
te leg!
].at ·
re requeste
am
to personally eliver copie
other key peopl
t the
rUe t
possibl! dat '.
J, ck
•
rr .
/~
�
Text
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<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/1718">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/1718</a>
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1991984591
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Title
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Correspondence from Jack Berryman to Mr. Michaelson
Description
An account of the resource
Correspondence from Jack Berryman to Mr. Michaelson on the material for "The Agent."
Creator
An entity primarily responsible for making the resource
Berryman, Jack
Subject
The topic of the resource
Roads--Design and construction
Roadside improvement
Medium
The material or physical carrier of the resource.
Correspondence
Spatial Coverage
Spatial characteristics of the resource.
Utah
United States
Temporal Coverage
Temporal characteristics of the resource.
1960-1969
1970-1979
1980-1989
1990-1999
Language
A language of the resource
eng
Source
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, 14.7.17 Box 8, College of Natural Resources, Dean's Files
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Special Collections and Archives, phone (435) 797-2663.
Is Part Of
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Highway 89 Digital Collections
Type
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Text
Format
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application/pdf
Identifier
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14717Bx8Fd20_Item 11.pdf
-
http://highway89.org/files/original/59e438adfc6ab890d16609206f3dbf86.pdf
2f9d6d4bb6bd30eb77dfcc20c2c62a1d
PDF Text
Text
COOPERATIVE EXTENSION WORK
IN
AGRICULTURE AND HOME ECONOMICS
STATE OF UTAH
UTAH STATE U N IVERSITY
AND
U . S. DEP R f[MI!JN tD
at
AGNII:[)J LtrLl$E
EXTENSION SERVICE
LOGAN. UTAH
COOPERATING
To : President Daryl Chase
From : Jack H. Berryman
Date: September 1, 1961 .
Subject: Logan Canyon Road Construction.
I have the copy of Mr. Burton ts letter to you concerning the
Logan Canyon roadwork .
In the absence of Dean Floyd , I shall take the liberty of providing
you with the background information and suggestions on a reply.
For the past two years the College has been very interested in
the roadwork and named a committee to study the Logan Canyon road
and also prepared a statement on the impact of highway planning and
construction on resource use . I have served as Chairman of this
committee and have represented the College before the Cache Chamber
of Commerce and at highway planning meetings on several occ8sions ,
including the June 27 discussions mentioned by Mr. Burton.
We have expressed our position through letters from Dean Floyd
t o Regional Forester Floyd I verson and Mr . Burton , copies of which
are attached. Attached also is a dr af t of our proposed College
statement which has now been reviewed twice by the sta f f and is in
the process of final editing.
We have consistently taken this position : obviously roads and
road 1mprovements are necessary but planning shotild take into account
the impact upon al l resources and , 1n the case of Lagan Canyon, the
very important scenic , recreational and f ishery resources. W have
e
attempted to develop the prinCiple that cost of protecting these
resources should be a normal cost of road building . In view of Mr .
Burton's letter , we have been partially successf ul . To us the issue
I n Logan Canyon goes far beyond this immediate area.
I think a reply to Mr . Burton would be appropriate . I think ,
however, we must be cautious 1n endorsing the plan 8S revised
because the Forest Service has not yet issued a special use permit
and an endorsement by us would weaken their position as well as that
of the Fish and Game Department . Fu r ther, we have confined ourselves
to principle without reference to the specifics of engineering design .
With this in mind , may I suggest something along the following lines:
Thank you for your let t er commenting on the present
studies of the highway pl anning in Logan Canyon and also for
conSidering the philosophy of this University in designing the
highway .
�- 2 -
President Daryl Chase
September 1 , 1961
Obviously the decisions concerning the specifics of
acceptable design are the responsibility of the agencies
involved, namely your
the Fish and Game Dep artment ,
and the U. S . Forest Service. Our concern has been with the
principle--that highway planning must consider the impact upon
all other resources and that the cost of protecting these
resources should be a normal cost of highway construction.
We recognize that the deSign for the second phase of the
road has been modified to a considerable extent and th a t costs
ha ve been increased substantially _ To us this represents
progress in the establishment of an important principle that
goes beyond Logan River. Your cooperation is much appreciated
Q
I would apprec iate the opportunity of discussing this matter with
you .
JH8:jwt
c . c. Dean J . Whitney Floyd
�
Text
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<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/1733">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/1733</a>
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Title
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Correspondence from Jack H. Berryman to Daryl Chase, September 1, 1961
Description
An account of the resource
Correspondence from Jack H. Berryman to President Daryl Chase, September 1, 1961 about Logan Canyon Road Construction.
Creator
An entity primarily responsible for making the resource
Berryman, Jack
Contributor
An entity responsible for making contributions to the resource
Chase, Daryl
Subject
The topic of the resource
Traffic engineering
Roadside Improvement--Utah
Logan Canyon (Utah)
Medium
The material or physical carrier of the resource.
Correspondence
Spatial Coverage
Spatial characteristics of the resource.
Logan (Utah)
Cache County (Utah)
Utah
United States
Temporal Coverage
Temporal characteristics of the resource.
1960-1969
20th century
Language
A language of the resource
eng
Source
A related resource from which the described resource is derived
Utah State University, Merrill-Cazier Library, Special Collections and Archives, 14.7.17 Box 8, College of Natural Resources, Dean's Files
Rights
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Special Collections and Archives, phone (435) 797-2663.
Is Part Of
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Highway 89 Digital Collections
Type
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Text
Format
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application/pdf
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14717Bx8Fd20_Item 31.pdf
-
http://highway89.org/files/original/a5af34164d2f2d7861c31bf64bf39d5f.pdf
0f1c01404c6e8079ac535115a4a3788f
PDF Text
Text
7, 1
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Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Local URL
The URL of the local directory containing all assets of the website
<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/1707">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/1707</a>
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Title
A name given to the resource
Memorandum from Jack H. Berryman, November 7, 1961
Description
An account of the resource
Memorandum from Jack H. Berryman to files, November 7, 1961, about the College of Forest Range and Wildlife Management.
Creator
An entity primarily responsible for making the resource
Berryman, Jack H.
Subject
The topic of the resource
Roadside improvement--Utah--Logan Canyon
Logan Canyon (Utah)
Medium
The material or physical carrier of the resource.
Correspondence
Spatial Coverage
Spatial characteristics of the resource.
Logan (Utah)
Cache County (Utah)
Utah
United States
Temporal Coverage
Temporal characteristics of the resource.
1960-1969
20th century
Language
A language of the resource
eng
Source
A related resource from which the described resource is derived
Utah State University, Merrill-Cazier Library, Special Collections and Archives, 14.7.17 Box 8, College of Natural Resources, Dean's Files
Rights
Information about rights held in and over the resource
Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Special Collections and Archives, phone (435) 797-2663.
Is Part Of
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Highway 89 Digital Collections
Type
The nature or genre of the resource
Text
Format
The file format, physical medium, or dimensions of the resource
application/pdf
Identifier
An unambiguous reference to the resource within a given context
14717Bx8Fd20_Item 15.pdf
-
http://highway89.org/files/original/3a87dcc7b46d9417e9c56ba205716273.pdf
9633d0943f4322f9e12ec56bfde23d0e
PDF Text
Text
COOPERATIVE EXTENSION WORK
IN
AGRICULTURE AND HOME ECONOMICS
STATE OF UTAH
EXTENSION SERVICE
UTAH STATE U N IVERSITY
u.
AND
S. DEPARTMENT OF AGRICULTURE
COOPERATING
December 1, lC)Sl
LOGAN. UTAH
Rio rd H. tro , Executive Vic Pre 1d nt
Sport ish1ng In titute
Bond Building
abington 5, D ~ c.
r Dick:
ill recall that we
d so eorN pondence
liar
1th the Logan Canyon
d controversy. One
ou.tgrowtb of this controversy
a ppo1ntment of a College
committe to pre r
-ta te nt of principle on the br - d
aspects "'_f high Y p~nn1ng. s ~l toed to r ourc
•
Iou
in connection
o copie of the print
r port are at cbed /I' Typed
'c opies re released earlier lJ. st month to the gencies
involved and the ll'Ajor ne spapers ~re in Utah • . The s t
nt sparked ve'r'3 11vely interest,. s indio t
by the
t chad olips pre r.ed by the Forest Service .
ttent.1on
8 turther £ OCU ed by the Fore t S rvic '
retus 1 t · issue
permit until the canyon reaourc
re adeq tel.y proteo"'"oo.
Stat 19h y
rtnent i no ' ravia 1ng p ns for the
entire forty- mile road.
In pite of the fact that our at tement W 5 stimul ted
Logan Canyon
l.ogan C nyon ill re in the oe 1 point,
~ re primarily intere ted, at thi time , in the national
1mpl1c t10ns and in creating t vorable 011
tor leg1.
.. t1ve nd adnu..nistra.tlve processes to permit m()~e ooord1nted high y planning. It 1 our hope t t the ta tenant
will eontr1bute to a better unar tand:i.ng ot on , of' tile nnnrcomplexiti of high y planning.
e ould like to ~ ve our
terial vie d in thi light .
by
Individual copies of the t tement
Y'
writing to
ten10n Service, U h S te Un!
U h.
1
, rr
e
obtained by
ratty, Logan,
Inc1q.en1;AUY, the spec1f10 study on the sfore 8~ after
at 01 hJ.gh: y construction on flshery re ourc a ;.,. st.ill
�underway .
ment .
This is separate ·a nd apart fr-om the attached stateill not e available for some time.
Results
YOU!"
1nteres t is· very lWch a pprec ia. ted.
Sinoerely.
Jack H.
·rryman
WUdlife Specialist
" " .....I ........
IL
eet Dean J .
JJ:IB:Js
it~ Flo)'d
�
Text
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Title
A name given to the resource
Correspondence from Jack Berryman to Richard Stroud, December 1, 1961
Description
An account of the resource
Correspondence from Jack H. Berryman to Richard H. Stroud, December 1, 1961 concerning Logan Canyon Road and highway planning.
Creator
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Berryman, Jack H.
Contributor
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Stroud, Richard H,
Subject
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Roadside improvement--Utah--Logan Canyon
Roads--Design and construction
Logan Canyon (Utah)
Traffic engineering
Medium
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Correspondence
Spatial Coverage
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Washington D.C.
Temporal Coverage
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1960-1969
20th century
Language
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eng
Source
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, 14.7.17 Box 8, College of Natural Resources, Dean's Files
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Highway 89 Digital Collections
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14717Bx8Fd20_Item 12.pdf
-
http://highway89.org/files/original/f60a585dc3427d2fc3c3789394a221a6.pdf
74b4971cea023d20773fdcbd75a26d36
PDF Text
Text
COOPERATIVE EXTENSION WORK
IN
AGRICULTURE AND HOME ECONOMICS
STATE OF UTAH
UTAH STATE U N IVERSITY
u.
EXTENSION SERVICE
AND
S. DEPARTMENT OF AGRICULTURE
COOPERATING
1
LOGAN. UTAH
•
�-his 1
R suIt
our in
t 1
•
v ry
J ek • Hft.....
ildlife
ajs
ces
• i.ni 11
-ill R vl y
Ernest
J.
itt n.-e
hit
. loyd
'ltll"l"l'!D
�
Text
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Correspondence from Jack Berryman to Louis Clapper, December 1, 1961
Description
An account of the resource
Correspondence from Jack Berryman to Louis Clapper, December 1, 1961
Creator
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Berryman, Jack H.
Contributor
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Clapper, Louis S.
Subject
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Logan Canyon (Utah)
Traffic engineering
Roadside improvement--Utah--Logan Canyon
Medium
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Correspondence
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Washington D.C.
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1960-1969
20th century
Language
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eng
Source
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, 14.7.17 Box 8, College of Natural Resources, Dean's Files
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Highway 89 Digital Collections
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14717Bx8Fd20_Item 13.pdf
-
http://highway89.org/files/original/778d15b7aa9021ca4c601277dac7c292.pdf
f28b5907eb631bad05272e091ce8e7e0
PDF Text
Text
,.
•
,
2 ,
�ov. 7, 19 1
-2-
t
n J ly 10, 19 1.
vi
7, 19 1.
by AU9u
1
with
r
id
t Cb
vi
,
.
to
19 1,
•
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on Ootober 3 •
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to th
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Gov rnor
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Text
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Title
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Memorandum from Jack Berryman to Files, November 7, 1961
Description
An account of the resource
Memorandum from Jack Berryman to Files on November 7, 1961 regarding the position of the Forest Service and the College of Forest, Range, and Wildlife Management on the road construction and resource use in Logan Canyon.
Creator
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Berryman, Jack H.
Contributor
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Chase, Daryl
Floyd, J. Whitney
Merrill, M. R.
Subject
The topic of the resource
Traffic engineering
Roadside Improvement--Utah
Logan Canyon (Utah)
Medium
The material or physical carrier of the resource.
Correspondence
Administrative records
Spatial Coverage
Spatial characteristics of the resource.
Logan (Utah)
Cache County (Utah)
Utah
United States
Temporal Coverage
Temporal characteristics of the resource.
1960-1969
20th century
Language
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eng
Source
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, 14.7.17 Box 8, College of Natural Resources, Dean's Files
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Highway 89 Digital Collections
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Text
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14717Bx8Fd20_Item 34.pdf
-
http://highway89.org/files/original/730c7ff3565bebe05f635dc8649be823.pdf
a1bf1c740a1843b8a72b0a2392ae6f00
PDF Text
Text
Whitney Floyd
MEXORANDUM TO:
Dean J.
FROM:
Jack H. Berryman
DATE:
November 28, 1961
SUBJECT:
statement on Road Construction' and Resource Use
I would not want to see this College or University embarrassed. In that
spirit I recommend we do not delete the reference to Logan Canyon in the introductory section as has been suggested. For the record, these are my reasons:
1. The statement has been released with the explanation that it
would be printed with only minor editorial change. It is in the
hands of the press and agencies. It must have been duplicated
and circulated widely J as we have requests from allover the
country. It is now in page proof.
2. The reference to Logan Canyon has been quoted widely. Its
deletion would be noticed immediately and interpreted as a back
down. This would reflect adversely upon the University, damage
the cause we wish to serve and undermine the position of the
U. S. Forest Service.
3. The sentence is true. Damage was done. This can be authenticated. The Logan Can.ron road did stimulate our project. It
is the focal point and in future years will give added meaning
to the statement.
4.
Our supporters -- the state press (in fact everyone but the
Highway Department and the Cache Chamber) would be keenly disappointed i f they learned we yielded on this point.
,. We have already deleted every other reference to utah and
corrected an acreage figure that was misleading. We have assured
the ' Governor, the Chamber, the agenCies and the press that we favor
completion of the project.
6.
The passage referred to is introductory.
can only mean that we hit tlpay dirt".
The keen interest
There are other good reasons. Suffice it to say, I think we are not being
unreasonable. To modify the sentence might well be our undoing. I am fearful
a change would be used against us in the press.
�
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Title
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Memorandum from Jack Berryman to J. Whitney Floyd, November 28, 1961
Description
An account of the resource
Memorandum from Jack Berryman to J. Whitney Floyd, November 28, 1961. Notes on changes to the Road Construction and Resource Use statement.
Creator
An entity primarily responsible for making the resource
Berryman, Jack H.
Contributor
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Floyd, J. Whitney
Subject
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Traffic engineering
Roadside improvement--Utah--Logan Canyon
Logan (Utah)
Medium
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Administrative records
Correspondence
Spatial Coverage
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Logan (Utah)
Cache County (Utah)
Utah
United States
Temporal Coverage
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1960-1969
20th century
Language
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eng
Source
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, 14.7.17 Box 8, College of Natural Resources, Dean's Files
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Special Collections and Archives, phone (435) 797-2663.
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Highway 89 Digital Collections
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Text
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application/pdf
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14717Bx8Fd20_Item 40.pdf
-
http://highway89.org/files/original/2e888296eca409e02326889d21e36640.pdf
0ef547ce94e904223ead108032730516
PDF Text
Text
COOPERATIVE EXTENSION WORK
IN
AGRICULTURE AND HOME ECONOMICS
STATE OF UTAH
EXTENSION SERVIC E
UTAH STATE UNIVERSITY
u.
AND
LOGAN. UTAH
S. DEPARTMENT OF AGRICULTURE
COOPERATING
M E M 0
To:
M
rs. -ladys Harrison
Fro~:
Mr . Jeck H. 8·
rr~an
\G...
J.\ttochcd Ejr~ t wo copi s of Road Constr uct· on c . d
ResDur c8 ~se , a contrlbutiofiCif £he Ext ens i on--
S_tvic
~
and th _ Cn lege of Forest,
R3ng~ ,
nd
'ildl if 8 r·1a n ngem~nt , ,lubIluhnd joi ntly F~S Exten-
sion Circuler 297; olso as no . 3 in
entanninl Oiemo d Jubilse Geri~sD
th~ L ~nd
Gr8nt
Thio is th G ctement that fi ttr a ct ed 80 much newspaper pub lici ty hen rol l~sed in typed arm in
sarlV No vember.
It i s a vaila Ie for dintributio n through the publicat iuns room of ,he Extens i on :-erv · C8S in -- he
Agricultu r ~ l ScienCES Building.
JH8:js
~
cc: Dean J . ~hit n ~v Fl oyd
Dean Culms8e
�
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<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/1749">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/1749</a>
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Title
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Memorandum from Jack Berryman to Gladys Harrison, No Date
Description
An account of the resource
Memorandum from Jack Berryman to Gladys Harrison about copies of the Road Construction and Resource Use statement.
Creator
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Berryman, Jack H.
Contributor
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Harrison, Gladys
Subject
The topic of the resource
Traffic engineering
Roadside improvement--Utah--Logan Canyon
Logan Canyon (Utah)
Medium
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Administrative records
Correspondence
Spatial Coverage
Spatial characteristics of the resource.
Logan (Utah)
Cache County (Utah)
Utah
United States
Temporal Coverage
Temporal characteristics of the resource.
1960-1969
20th century
Language
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eng
Source
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, 14.7.17 Box 8, College of Natural Resources, Dean's Files
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Special Collections and Archives, phone (435) 797-2663.
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Highway 89 Digital Collections
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14717Bx8Fd20_Item 6.pdf
-
http://highway89.org/files/original/bceaadcb2460eb208583666e08888437.pdf
05bae2309f7fe2934085b02054d0c079
PDF Text
Text
UTAH
STATE
EXTENSION
IN
UNIVERSITY
SERVICES
COOPERATION WITH COUNTY COMMISSIONERS
AND U . S. DEPARTMENT OF AGRICUl TURE
t pril 4, 1962 .
cony
Mr . James Garner Deane ,
4200 Cathedral Avenue, N.
Washington 16, D. C.
It!
w
. ,
De r Mr . Denne:
Thank you for your letter of r arch 20 . Please excuse
my d lay but I ha ve been in the field . Our pamphlet was
stimulated bV he Logan Canyon road improvement project but it
was intended to have broader implications .
uite obviously,
there was a direct connection and a direc im act .
There was no public resistance to the first strip of the
construction work. Th ~ re was concern by the fish and Gar e
Department , the Forest ~ ervice and this Univer sity . The publ c
could not be stimulated until construction actually beg8n .
During the one-year period of construction and during the planning
stages of the second phase, the public did gXP es~ conce rn through
the pre~s and resolutions from private organiz a tions . Frankly. the
public reaction was lead by professional 0 sons inter ested in land
use .
It is difficult at this point to mako an appraisal but I think
it is fair to sa y that the attitude of highway plannors has and 1s
changing .
Perhaps not as far as we ltlDuld like, but progress 1s noted .
The design for Logan Canvon is being modified and there ore cartaln .
other evidences that more consideration will be given to ~th8r
resourceS . This change in attitudes, however, will not take the
place of adequate legislati on • .
Dr . Theral R. Black of our Department of ' ociology rec nt1y
dellv red a paper entitled 'Tho Impact of Highways Upon oCiety's
Spacial Living rrangements with Special Emphasis to Utah's W
awatch
Front Count! 8 . II Thio is a fine and internstlng presentation . r"'ay
I suggest that you request a copy?
I hope th s answers you questions .
of when your book is complete .
I would
lik~
Sincerely,
Jack H. Berryman
Wildlife Spec! list
JH8 : jwt
to be advised
�
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<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/1751">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/1751</a>
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Title
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Correspondence for Jack Berryman to James Deans, April 4, 1962
Description
An account of the resource
Correspondence for Jack Berryman to James Deans, April 4, 1962 about the public opinion of the highway construction in Logan Canyon.
Creator
An entity primarily responsible for making the resource
Berryman, Jack H.
Contributor
An entity responsible for making contributions to the resource
Deans, James Garner
Subject
The topic of the resource
Traffic engineering
Roadside improvement--Utah--Logan Canyon
Wilderness areas
Medium
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Correspondence
Spatial Coverage
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Washington D.C.
United States
Temporal Coverage
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1960-1969
20th century
Language
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eng
Source
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, 14.7.17 Box 8, College of Natural Resources, Dean's Files
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Special Collections and Archives, phone (435) 797-2663.
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Highway 89 Digital Collections
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Text
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14717Bx8Fd20_Item 44.pdf
-
http://highway89.org/files/original/7943d5d0ca554155c067a24fa7fd971c.pdf
7ac3ecb890183fb02cfbde38eece739a
PDF Text
Text
IleD--ar
D£e 1 3 1979 - - -..~ _
__
UNITED STATES GOVERNMENT"
DEPARTMENT OF
TRANSPORTAJIO~
FEDERAL HIGHWAY ADM INISTRATION
-}'1eJ'11oraJlclztm-
Utah Division
DATE:
I
SUBJECT:
Project No. F-02l-1(4) Logar Canyon
December 10, 1979
In reply
refer to:
HBR-UT
Right Hand Fork to Ricks SPr ing
I
FROM
I
~ '-
Division Administrator
Salt Lake City, Utah 84147
\
TO
08-LE
Mr. William D. Hurley, P.E.
Director- of Transportation
Salt Lake City, Utah 84147
I
I
I
I
I
Reference is made - o -the category assignment for the proposed subj ectt
project.
In accordance with the Federal-aid Highway Program Hanua-l 7-7-2 (f), a
review of the nonmajor classification has been made.
Because- of the
scope of the project, the number of Congressional and public inquiries
received and the apparent opposition to the -proposed project based
on environment~l considerations, it has been determined that this can
no longer be considered a - nonrnajor -action.
Consequently, the nonmajor,
category III assignment concurred in by the Federal Highway Administration
on April 5, 1979, is hereby withdrawn.
I
I
,,
"
i f
, } ',
~,
As you are well aware, all new environmental actions are controlled by
the Department of Transportation's (DOT) Order number 5610.1C i~sued
in final form September 18, 1979, and the Council on Environmental
Quality (CEQ) Regulations which became effective on November 30, 1979.
This project now falls under the control of these two regulations for
all applicable environment actions and will be processed as a major
action.
We will be available to discuss this if there are any further questions.
I_
Ge orge -W. - Bohn, P.E.
)
�
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<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/111">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/111</a>
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Digitized by: Utah State University, Merrill-Cazier Library
Date Digital
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2013
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Title
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Correspondence from George Bohn to William Hurley, December 10, 1979
Description
An account of the resource
Correspondence from George Bohn to William Hurley explaining the category assignment of the Logan Canyon project from nonmajor to major and that environmental actions are under CEQ and DOT.
Creator
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Bohn, George W.
Subject
The topic of the resource
Government agencies
Environmental policy
Logan Canyon (Utah)
Medium
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Correspondence
Administrative records
Publisher
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Utah. Department of Transportation
Date
A point or period of time associated with an event in the lifecycle of the resource
1979-12-10
Spatial Coverage
Spatial characteristics of the resource.
Utah
United States
Logan Canyon (Utah)
Cache County (Utah)
Temporal Coverage
Temporal characteristics of the resource.
1970-1979
20th century
Language
A language of the resource
eng
Source
A related resource from which the described resource is derived
Utah State University, Merrill-Cazier Library, Special Collections and Archives, Sierra Club, Utah Chapter Archives, 1972-1986, COLL MSS 148 Series VIII Box 28 Folder 8
Is Referenced By
A related resource that references, cites, or otherwise points to the described resource.
View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390</a>
Rights
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Special Collections and Archives, phone (435) 797-2663.
Is Part Of
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Highway 89 Digital Collections
Type
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Text
Format
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application/pdf
Identifier
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MSS148VIIIB28_Fd8_Page_11.pdf
Highway 89;
-
http://highway89.org/files/original/42fdb10dbd203b43360306ea5ce6c384.pdf
210433ebebf259d35cf10b755f31b33c
PDF Text
Text
u.s.
..
DEPARTMENT OF TRANSPORTATION
FEDERAL HIGHWAY ADMINISTRATION
REGION EIGHT
UTAH DIVISION
P.O. Box 11563
Salt Lake City, Utah 84147 .
Decembe r 12, 1979
•
IN REPLY REFER TO:
HBR-UT
Mr. Brian Beard, President
Utah Chapter Sierra Club
93 East First South
Logan, Utah 84321
Dear Mr. Beard:
Reference is made to your letter of November 21, 1979, regarding the
proposed construction activities in Logan Canyon, Utah.
In accordance with Federal laws, the methods and procedures followed in
the development of highway projects from initial conception to the point
of advertising for construction are contained in the State's approved
Action Plan. The purpose of this plan is to define how the State intends
to comply with various legislative requirements such as the National
Environmental Policy Act (NEPA). In addition, the plan also outlines
how the State will coordinate with other government entities and the
public in developing plans for highway projects. For a clearer understanding of the process, a copy of the Action Plan may be obtained from
the Utah Department of Transportation (UDOT).
The Council on Environmental Quality (CEQ) regulations (40 Code of Federal
Regulations 500, et seq.), as provided in section 1506.12, were effective
July 30, 1979, for direct Federal projects; however, agencies administering programs under section 102(2)D of NEPA are allowed an additional
4 months for State agencies to adopt implementing procedures. Consequently, for the Federal-aid highway program, the effective date of the
CEQ regulations is November 30, 1979. .
As a result of the CEQ regulations, the UDOT's Action Plan is currently
being revised to incorporate the latest environmental changes. Although
the revisions are not completely documented in the Action Plan at this
time, all projects (including Logan Canyon) processed through the State
and this office after November 30, 1979, will be in full compliance with
the CEQ and all other appropriate environmental regulations. Since these
regulations have just gone into effect, it is considered somewhat premature to imply that the UDOT is not in compliance with the CEQ regulations
or is in apparent violation of public law. There has not been, nor will
there be, any violations on environmental regulations with respect to our
actions on this or any other project.
�2
After a recent meeting with the UDOT regarding the scope of the project
and in accordance with Federal Highway Administration policy, a review
of the project and category assignment was undertaken. The currently
proposed improvement is of the type normally considered a nonmajor action
(categorical exclusion). However, the continuing controversy regarding
this proposal has convinced us that it merits special consideration. We
have concluded that the project should not be processed as a nonmajor
action (categorical exclusion) and have withdrawn our concurrence in the
~ategory I I I assignment.
The UDOT has been informed of this action.
We trust this response has addressed your concerns regarding this project.
Should you have any further questions concerning the project or its
future development, we suggest you contact the Utah Department of Transportation.
Sincerely yours,
ftKL
W. Bohn
�
Text
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<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/148">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/148</a>
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Title
A name given to the resource
Correspondence from George Bohn to Brian Beard, December 12, 1979
Description
An account of the resource
Correspondence from George Bohn to Brian Beard defining the action plan which must comply with various legislative requirements such as NEPA, and outline how the State will coordinate with other government entities and the public in developing plans for highway projects, and that the proposed construction activites in Logan Canyon were withdrawn from nonmajor action.
Creator
An entity primarily responsible for making the resource
Bohn, George W.
Subject
The topic of the resource
Environmental policy
Logan Canyon (Utah)
Government agencies
Medium
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Administrative records
Correspondence
Publisher
An entity responsible for making the resource available
Utah. Department of Transportation
Date
A point or period of time associated with an event in the lifecycle of the resource
1979-12-12
Spatial Coverage
Spatial characteristics of the resource.
Logan (Utah)
Cache County (Utah)
Utah
United States
Temporal Coverage
Temporal characteristics of the resource.
1970-1979
20th century
Language
A language of the resource
eng
Source
A related resource from which the described resource is derived
Utah State University, Merrill-Cazier Library, Special Collections and Archives, Sierra Club, Utah Chapter Archives, 1972-1986, COLL MSS 148 Series VIII Box 28 Folder 8
Is Referenced By
A related resource that references, cites, or otherwise points to the described resource.
View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390</a>
Rights
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Special Collections and Archives, phone (435) 797-2663.
Is Part Of
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Highway 89 Digital Collections
Type
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Text
Format
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application/pdf
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MSS148VIIIB28_Fd8_Page_12.pdf
Highway 89;
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http://highway89.org/files/original/7d874e636e2620dbeeb0becb21303f1f.pdf
f5100b4bcee730b714f7172a8a04e062
PDF Text
Text
CITIZENS
FOR THE
PROTECTION
OF
LOGAN
CANYON
Citizens for the Protection of Logan Canyon is a citizens' group of
volunteers
and
non-profit
organizations
working
toward
longterm
protection of Logan Canyon's scenic beauty, fish and wildlife habitat,
recreational opportunities and naturalness.
The Jardine Juniper is CPLC's symbol.
Located high above Wood Camp
recreation area,
this
ancient but beautiful tree represents Logan
Canyon's recr~ational diversity and unsurpassed scenery.
CPLC's proposal for Logan Canyon
o
The protection of Logan Canyon's scenic beauty, fish and wildlife
habitat, rare plants, recreational sites and naturalness must be a prime
concern.
o
An Environmental Impact Statement (EIS) must be prepared for CI I\y
significant
road
modification
proposals
to
protect
Canyon's
Logan
natural surroundings from haphazard road modifications.
o
Travel speeds between Right Hand Fork and Rick's Spring should
r e mn in as currently posted.
This area is very scenic and too s e nsitiv e
t. 0
IH I 1"111 I tan y
B 1 g n l f 1 C II n t
r 0 ,I d w LI Y III 0 d 1 f 1 c II t j () II!:> •
o
Bridges which cannot meet structural safety requirements should b e
r e placed when possible.
These bridges should be two lanes wid e olll y .
Hi \lOl' al teratlons to bridge llpprollche~ wOlll d ho acc cq . t:llhl u .
l
o
Turning lanes at Tony Grov e Recreation Area Lind lleavet'
Area may be constructed to facilitate turning traffic.
~10UI\t Ll II\
Sk i
o
Parking areas should be built near Temple Fork Road and Cottonwood
Cnnyon (near Logan Cave) to improve traffic flow and saf e ty.
o
Additional warning signs should be placed along the highway
motorists about bicycle traffic, pulloffs and pedestrian travel .
o
The road
wi ll improve
J.Of, 1I11 Canyon.
t e llillg
should be resurfaced and restriped where required.
This
through traffic travel and nighttime saf et y throughout:
o
No climbing (passing) lane I:lhould b e buill lIL tllu I>lIl.:,Wlly (lll : L Wl-"11
Lowel' and Upper twin bridges) _
A c 1 i III h j n g III Ill! W 0 u 1 d a t I: l : C t
it
V l- r y
sCl!nic area by requiring major cut and fill op e ratiolls with unsigh t ly
r et aining walls.
o
No road modifications should alter th e Logan Riv e r's wat e l' COlll' se
A l ter at ions could
since the river is a major recreational r e sour c e.
destroy important streambanks.
o
No new roads or major changes to the existing road shoultl be
con s t r u c ted fro In the Bear La k e S 1I111 mit t o t h c B e ar L iI k ( ! 0 V (! ... 1 0 0 k _
Til i ~;
hl" , ItW ily section is in LI very popular lind sel"lIll: r l! C r l : ;tt lOll :11 · l' : I .
o
Congress should designate Logan Canyon Highw a y O!:> Uta h's
f ir s t:
National Scenic Highway_
This designation would recognize Logan Can y o n
as a scenic and recreational jewel similar to units in our Nation a l P n r k
System.
o
Logan River above Third Dam should be considered
r u r National
Recreational River designation under the Wild and Sc e nic River s Ac t .
This federal designation will protect the river's quality for a ll f utur e
g e nerations.
�
Text
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<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/82">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/82</a>
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2013
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Title
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Correspondence from Dale Bosworth to Daniel Dake, May 28,1987
Description
An account of the resource
Correspondence from Dale Bosworth to Daniel Dake, May 28,1987 discussing how the EIS must comply with the Wasatch-Cache National Forest Land and Resource Management Plan. Bosworth states that the Forest Service supports an objective analysis of Logan Canyon but is unwilling to make a final decision without completed analysis and adequate public involvement.
Creator
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Bosworth, Dale
Subject
The topic of the resource
Logan Canyon (Utah)
Utah
United States Highway 89
Medium
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Correspondence
Date
A point or period of time associated with an event in the lifecycle of the resource
1987-05-28
Spatial Coverage
Spatial characteristics of the resource.
Logan Canyon (Utah)
Cache County (Utah)
Utah
United States
Temporal Coverage
Temporal characteristics of the resource.
1980-1989
20th century
Language
A language of the resource
eng
Source
A related resource from which the described resource is derived
Utah State University, Merrill-Cazier Library, Special Collections and Archives, Sierra Club, Utah Chapter Archives, 1972-1986, COLL MSS 148 Series VIII Folder 9
Is Referenced By
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View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390</a>
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Libraries Photograph Curator, phone (435) 797-0890.
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Highway 89 Digital Collections
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Text
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application/pdf
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MSS148VIIIB27_Fd9_014.pdf
Highway 89;
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b9b5bde4ad5ca966daa516248f78af5d
PDF Text
Text
rne ~, s
..
.a:=~~!!~ ~ 4~.s East 400 South B-4:)
·on
alt Lake City. UT 841 11/(80 1 )
~59- 1 ?37
April 24, 1987
Mr . Dale Bosworth
Forest Supervisor
Wasatch-Cache National Forest
Salt LaKe City, ' Utah 84138
Dear Dale:
Considerable concern has recently b e en expressed about the
Logan Canyon highway issues. DicK P i ne ha~ expr~ssed strong
and positive concern arid support to both Geo r ge Nickas and
me at preventing a widening g a p as 'this issue progresses. We
have, indeed, experien~ed this concern a~ well and 1 ik r ly
harbor simil iar fears a £ t o the leJel of acrimony which ·may
dev.lop over Logan C ~ny ~ n. Up on i suggestion f r om Georgs
NicKas, DicK Pi~. ~ a ~ set up a me et i ng with the p~ i ncipal
envir' onmental or' g ,~ I '. i .;~.1.ti ,ons and i nd i viduals, you and your
staff to discuss t hi s issue.
In anticipation c,f suc. h a meet i ng l 'et me outl ine O'Jr
concerns. Rathe r th &n d iscussing the impacts to th~ canyon
environment from major road development, whi ~ are s +ron 0 1) '
documented, I want to re .\ ay to yo our c o ncer' ns wi t t.'';'' I")rt;st
Service involvement j n t ~ e issue.
We see the forest plan a i. guidance on Logan Canyon. Thus we
se~ th. Forest Service nn ~ a ~ a neut al parti~ipant but as
an advocate of the publi : s ' .f nterest _ . ~ ~xpressed in the
Logan Canyon Managemen t A\i... . a ~'i tandar d 's flo nd gu i de 1 i nes •.., i t~'l i n
the forest pl an. As a re s u 1 t u f the : I te n·t of the
~an agerne n t ar eo a,
its de s c r ip -\: .: on "'rn d ma rl a geme n t stan dar-ds ,
-here is no ..doubt. that onl y mi no r i d; s t ur- ba nces a:::.soc i ated
. w r th the Logan C~. nyon hi ghW fi Y. ca n be imp 1 emen t ~~ d . Th i s firm
u nderstand i ng of the forest \ p·l a n "'J a ~, fu 1 1 sup fJ or t ed by
conservationists and undersiood i n the a bove c u ntext. And it
has been consis t ently relayed in t hat ma n ner b y th @ Forest
Servic •• Only recently have we h eard different not l ons and
that is rather disturbi~g.
.I
It is within the context of the intent of t he f~re s t plan
that a franK discussion would be beneficial . I suspect it
would be helpful with I . esp~ct to a number o i issues a ~ well.
.
».
Thanks very
rdially,
. '.(*'/~I.tr'
i." r' . ,:.
t : I
::1.
mu ~ h .
�
Text
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Local URL
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<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/160">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/160</a>
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2013
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Dublin Core
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Title
A name given to the resource
Correspondence from Dale Bosworth to Daniel Dake, May 28, 1987
Description
An account of the resource
Correspondence from Dale Bosworth to Daniel Dake explaining the position of the Forest Service position concerning the Logan Canyon project.
Creator
An entity primarily responsible for making the resource
Bosworth, Dale
Subject
The topic of the resource
Environmental policy
Logan Canyon (Utah)
Medium
The material or physical carrier of the resource.
Correspondence
Publisher
An entity responsible for making the resource available
United States. Department of Agriculture
Date
A point or period of time associated with an event in the lifecycle of the resource
1987-05-28
Spatial Coverage
Spatial characteristics of the resource.
Logan Canyon (Utah)
Cache County (Utah)
Rich County (Utah)
Utah
United States
Temporal Coverage
Temporal characteristics of the resource.
1980-1989
20th century
Language
A language of the resource
eng
Source
A related resource from which the described resource is derived
Utah State University, Merrill-Cazier Library, Special Collections and Archives, Utah Wilderness Association Records, 1980-2000, COLL MSS 200 Forest Service Series III Box 6
Is Referenced By
A related resource that references, cites, or otherwise points to the described resource.
View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv75259">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv75259</a>
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Special Collections and Archives, phone (435) 797-2663.
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Highway 89 Digital Collections
Type
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Text
Format
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application/pdf
Identifier
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MSS200_Forest Ser_Item_17.pdf
Highway 89;
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3f35021061494b504ab19aaaa08b27ba
PDF Text
Text
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are
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'l'ran~po%:'tiLt1on l\PPJ:'opri.~1onJ:
to
testify
r~tlltl::''JCf,
Subc:oomrni t'ttfll4' t;_,
upgrade Highway
89.
However, I am also
authorization or ,informal approval has been
appropriation by the authorizing committee -A~
'rranEportation.
apprQpriati~nc
whQro no
~rQU
know
th&
Hcu~~
p~ior autho=izA~ion haa
lIurpriat!cl tu 1ecu:n th~L yuu. u'lu
I was
the chance to request authorization at
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the pub.l.le worK.S COTNnl.t. tee tor
.~ee1-al 'DroicotG, '
bafora
aware
r\,1nr~ 1 \'uJ'
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that no
given for this
~ublio Works and
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be$n Qiven.
uuL
~Gl.A~ d.~VQU~Q"'~
the recant
memoors
v!
hearin;s held
ot aonqress w1'th
'"
will be another opportunity.
On April
18, the Surface TranZipcrtation Suboornmi ttee has scheduled a'nether
FcrtunAt~ly,
~here
:.1,,'..1. ~ cu",l.h~. 1z;s Liol\
~ppn~~'~~~~y ~Q p~Q~cnt
hea.:d.n9'.
I
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our Oictriot'g nQodc and
I have roaaarehed and
it .a . : 8uqgestion.
pr~pare~
you
roquoct'.
~n
eOnQ.rn8~
a statement for you.
I , offe~
You will notice that I have cx~anded the , request to include
Authorization for funding to restore the cauaeway to Anta~Opc
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,~;a~'ntlt'"
Tn' ~nn
~
unrAitl i, ,,~d
oem. ~oth
(\S
~n
environmental resource and a tourist attraction. The reoommended
statement underscores , its importance to northern Utah .
• OO.U'':.
of
oth.~ e~I'I~T-:l"HJ
r'l"t-in,Aitip.F:, nur
1!l'tBte has bocn
uuble to fund repair of the causeway. The opportunity to obtain
federal ' help hall ;one unnoticed. I 'br'inq it to your attention,
~oge~her w!~~ ~ ~1~n of ~gtion, with tho hc~. that
oongr~s5icnal
aqenda ' beinq pursued
part of the
District.
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the first
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Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
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<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/1699">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/1699</a>
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2013
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Title
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Correspondence from Kenley Brunsdale to James Hansen, April 12, 1990
Description
An account of the resource
Correspondence from Kenley Brunsdale to James Hansen, April 12, 1990, requesting the Congressman gain authorization prior to testifing before a subcommittee.
Creator
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Brunsdale, Kenley
Subject
The topic of the resource
United States Highway 89
Roads Improvement--Utah
Medium
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Correspondence
Date
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4/12/90
Spatial Coverage
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Farmington (Utah)
Davis County (Utah)
Utah
United States
Temporal Coverage
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1990-1999
20th century
Language
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eng
Source
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, Papers of Congressman James V. Hansen, 1970-2003, COLL MSS 351 Series I Box 85
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View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv82138">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv82138</a>
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Special Collections and Archives, phone (435) 797-2663.
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Highway 89 Digital Collections
Type
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Text
Format
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application/pdf
Identifier
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MSS351SerIBx85_Item_6.pdf
Highway 89;
-
http://highway89.org/files/original/561ec586d6aad58a38b2c9c18186de96.pdf
bbd0778cd7e5b1a11fdf409fa28bf7a1
PDF Text
Text
UTAH STATE DEPARTMENT OF HIGHWAYS
1
1
,"f
•
�UTAH STATE DEPARTMENT OF HIGHWAYS
--
I
�
Text
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<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/1730">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/1730</a>
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Title
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Correspondence from C. Taylor Burton to Daryl Chase, November 20, 1961
Description
An account of the resource
Correspondence from C. Taylor Burton to Daryl Chase, November 20, 1961 about highway construction and the Committee report.
Creator
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Burton, C. Taylor
Contributor
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Chase, Daryl
Subject
The topic of the resource
Traffic engineering
Roadside Improvement--Utah
Logan (Utah)
Logan Canyon (Utah)
Medium
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Correspondence
Administrative records
Spatial Coverage
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Logan (Utah)
Cache County (Utah)
Utah
United States
Temporal Coverage
Temporal characteristics of the resource.
1960-1969
20th century
Language
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eng
Source
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, 14.7.17 Box 8, College of Natural Resources, Dean's Files
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Special Collections and Archives, phone (435) 797-2663.
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Highway 89 Digital Collections
Type
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Text
Format
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application/pdf
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14717Bx8Fd20_Item 36.pdf
-
http://highway89.org/files/original/2e0ec822801706dae8d62828cab8e29d.pdf
b9990a0fd0ec3ebd33a2117ea2bc21bb
PDF Text
Text
A... ITANT DIU CTO
D•• (TO. 0' .. I....A"
101f," W. GRiFf iN
C. TAYLOR IURTON
RULON J . BALLA RD
J . [OWARO JOHN TO
ITATt O"ICI IUILe •••
Utah State Department of Highways
Salt Lake City 14, Utah
1
... 'relideaC
Utah ItAte UGiv.rli
LoI_, Utah
Ilr.
IUBJICI:
P-02l-1()
Lo an Can on
Dear Kr. Cba.e:
laference il
to our
ti I ift Lolan, Utah. OIl J
27,
alre d to conllder certain .edificationl in t
1961, at wbich tl
,lao lubaitted at thi.
etifta. After car ful conlideratl
of t
, .. 11 I 1 • in t
four-1
•• e ion of hi h
•
ha
reduc d t
of t .e lan a by Itartia the u -hill pa •• ing lane at Station
464 aDd
it at tation 490.
ar Itartinl t
paillna 1
at Itation
t r.tnatin it at 477+81, Whic 1••
coalidera 1. ductioD ia total le th of pa.l1al lane ••
Itudied the 'i.h
G
Ca..d •• i '. propo.ed .edificatlOil of t
lUah y
n Itation
and 5 5. Ihould _ move t
lUSh--, 10 feet north 1 to t
1011d roc , it will re.ult 1n a additioaal
7,23' cublc yardl of rock to be bl.lted out and hau1.d a di.tance of
f1ft 1I11el
t
ri t
fork c YOD.
r .tl_ted COlt for the
exca.at1oe of ,011d rock 1. t1.50 per cublc yard,
t
e.ti. .ted COlt
f
It · t
rock 1. 150 a ya 1I11at or a to 1 of 90e
r cubic 7ard
..tlna a total of t2.50 per C ic yard, or • total ollar COlt of f18,095.
ftU. adctlti al re1ocatiOil of t
hil., into .o11d rock vill relult ia
a ut nduetion of chamal eDCr
nt by 185 e.t.
After revlev11l1 the ady_t •• lain d,
185 f •• t 1•• 1
of C
1 eacroac
at
c will . 1&1 d at a total co.t of
au of , b1le loed'
t
load
•• lOD do ot
llev thi. 1 •
... le Ju,tlficatloa for t
addlti a1 co.t invo1 d.
I
a1.0 1 ., l •• ted
effact t t.ovi
back 20
IOl1d rock
lei ha • ad tbl fol1nial n.u1t. wn
terata
1 _ ..... t of rock to be. .acay.tad 1, 19,657 c blc ya"'"
n.u1t 1 the recluctlOil of t e l acroac"'nt ,a.e 1,060
fe.t 1 to
d: The
wufcl
fa.t.
The
• ..-Y-'
y.
�.. 2lty
t tal
.t to •
au t
•• daatad at ,2 . 50 par c
opl 1 1. 0
•
leal
,
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I
• rlct
,....'t I'
for
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rl
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Text
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<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/1731">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/1731</a>
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Title
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Correspondence from C. Taylor Burton to Daryl Chase, July 12, 1961
Description
An account of the resource
Correspondence from C. Taylor Burton, Director of Highways, to Daryl Chase, Utah State University, on July 12, 1961, about passing lanes on highway and the Fish and Game Commission's proposed modification of the highway between Station 565 and 595.
Creator
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Burton, C. Taylor
Contributor
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Chase, Daryl
Subject
The topic of the resource
Traffic engineering
Roadside Improvement--Utah
Logan Canyon (Utah)
Medium
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Correspondence
Spatial Coverage
Spatial characteristics of the resource.
Logan (Utah)
Cache County (Utah)
Utah
United States
Temporal Coverage
Temporal characteristics of the resource.
1960-1969
20th century
Language
A language of the resource
eng
Source
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, 14.7.17 Box 8, College of Natural Resources, Dean's Files
Rights
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Special Collections and Archives, phone (435) 797-2663.
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Highway 89 Digital Collections
Type
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Text
Format
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application/pdf
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14717Bx8Fd20_Item 32.pdf
-
http://highway89.org/files/original/393a72645c8068acdba226c02b9eebc1.pdf
26b6b4b758d1fa9059efb00e8202fc3a
PDF Text
Text
,
-
..~. .' ...:. .~,,",
, _: _ :_ 1
_
i
..~-
=:~~!!~
5
ci
«J'~'
erness
.n
455 East 400 South BAO/Salt Lake City , UT 841 I 1
/(80 I ) 35 9-1 ? 37
Ap r' i 1 24, 1 987
Mr. Dale Bosworth
Forest Superv'i sor'
Wasatch-Cache NC'.t i ~,~ (~1 FDres t
Salt LaKe City, Ut a h : 84 138
Dear Dale:
Co f!~. j d CE' r a b 1 e C 0 f :: :: ~ f' r'! f- ;. :-_ f' E' r.: €I n t 1 y b e ~ f'! e x pre ~. s ed a,b 0 u t t, !~ eo
. sLogan Canyon highway .i ssues. Oi cK Pi ne has ex"ressed strong'
and posi t i ve concern and support to both George Ni c~:a.';, ar:d
me at preven t i ng a w i.den l,ng gap a~, th i s ) ssue progre~; '$ ~ s, W ~
have, indeed, experi~nced this concern & ~ wel l and 1 i~~ly ·
harbor simil iar fears as -to the level - of - acrimony wh i ch ma y
de-v.1op over Logan Cany-on -~-:- Up_ n a sug ~ ~ _st i on fr'om GeorgEo
N i c Kas, 0 i c K Pin e has set :J p ,1, me e tin . .
'oJ i t h
the p r inc i pal
environmental organizatioi'iS ,~-n d indi v:d a] s , you and your'
staff to discuss this iss ~ e.
I n anticipation of such a meeting l - ~ t me outl ine our
Rather - than discussing t ~e impacts to ~ h e can y on
-~ nv i r'onmen t from !'7,aj or road deve ~ Oi) F':en t, hih i ch a r- e strongl y
documen ted, I wan t to re 1 ay to Y~) ~J (·ur concern ':' w-j th Forest
Service involvemen t in the issue.
c~ncerns.
We see the forest plan as guidance o n Log an Canyon. Thus we
see the Forest Service not as a neutral partici p ant but as
an advocate of the publics' inter~s ts as expres ~ ed ~ n the
Logan Canyon Managemen \ Ar~a standa rds and guide l i e s within
the forest plan. As a result of the intent of the
management area, its d ~ scriptio n ~n d management standa~ds,
the r E' i s no _do u b t t hat u ii l " IT! i n ~X' ~ dis t u r b a n C e '5 a ss 0 c i do t e:; d
i
with the Logan Cany o n h i ghw~y . c a~ b e implemented. This firm
understandfng 6f th e fo r est \ plan wa ~ fully supported by
conservationists ~ h d un d er s tood i n the above con t e xt. And it
has been consis t e~tly relayed ! n that manner by the Forest
Servic •• Only recentl y have we heard different notions a nd
that is rather dis t urbing.
It is within the context of the i ~ tent 0f th ~ forest ~ la n
that a franK discuss i on ~.AJoU 1 d be :~f enef i f" j a 1. I suspe c '.~ i -::
w0 u 1 d be h eo 1 p f u 1 -wit h r ~ s p e c t t 0 a n u mb ,t' r' 0 f i ~- s U t? S a s V . ',,:. 1 'I
ThanKs very much.
•
�
Text
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Local URL
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<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/101">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/101</a>
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Digitized by: Utah State University, Merrill-Cazier Library
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2013
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Title
A name given to the resource
Correspondence from Dick Carter to Dale Bosworth, April 24, 1987
Description
An account of the resource
Correspondence from Dick Carter to Dale Bosworth mentioning concerns about the widening of Logan Canyon and wishes to set up a meeting to discuss these issues.
Creator
An entity primarily responsible for making the resource
Carter, Dick
Subject
The topic of the resource
Logan Canyon (Utah)
Medium
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Correspondence
Publisher
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Utah Wilderness Association
Date
A point or period of time associated with an event in the lifecycle of the resource
1987-04-24
Spatial Coverage
Spatial characteristics of the resource.
Logan Canyon (Utah)
Cache County (Utah)
Utah
United States
Temporal Coverage
Temporal characteristics of the resource.
1980-1989
20th century
Language
A language of the resource
eng
Source
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, Sierra Club, Utah Chapter Archives, 1972-1986, COLL MSS 148 Series VIII Box 29 Folder 6
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View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390</a>
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Special Collections and Archives, phone (435) 797-2663.
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Highway 89 Digital Collections
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Text
Format
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application/pdf
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MSS148VIIIB29_Fd6_Item 12.pdf
Highway 89;
-
http://highway89.org/files/original/bb81cba5916bf4321798eba80bada4f9.pdf
dfd9bb9abbe9ab269085bbe0653cd4f7
PDF Text
Text
LC
Citizens for the Protection
of Logan Canyon
17 J1.me, 1987
Mr. Wes Wilson
USEPA, Region
999 18th St
Denver-,-
et, Suite 1300
orado 80202-2413
Dear Mr. Wilson,
I am writing to express my concerns with the draft EIS currently
being prepared for the Logan Canyon highway project (US 89) through
the Wasatch-Cache Wational Forest east of Logan, Utah. This draft is
being prepared by CH2MHILL for release this summer. My hope is that
the EPA will be able to intervene in the process so that an '
inadequate, biased document is not released to the public. I realize
that this is an extraordinary reques.t, but I feel the si tuation
warrents attention.
Several environmental groups and a number of un~iliated citizens
are working together as Citizens for the Protection of Logan Canyon.
We are attempting to make aure the draft EIS is an acceptable document
when it is released. As CPIC member Rudy Lukez has already contacted
you with a number of our concerns, I will emphasize problems in the
most recent drafts which we have reveived. It 15 only a few days ago
that we got our first look at the impacts and mitigation sections
of most of' thes€ chapters, yet CH2MHILL expects the Interdisciplinary
Study Team to have completely reviewed them by Monday, 22 June.
Despi te the fact. that no discussion has taken place on the great
majority of the impact assessment part of the document, a summary
chapter of' the different alternatives has already been written. This
chapter is clearly biased in favor of the intensive development
alternatives. It scareely acknowledges any environmental impacts, even
though some are reviewed in other chapters.
Clearly there will be major impacts. In several alternatives, over
7,000 feet of retaining wall is proposed f 'o r a 4.5 mile stretch of
road. Most riparian vegetation will be destroyed where these retaining
walls are place:d at the edge of the Logan River. While the Terrestrial
Resources chapter admits some of the impacts would be obvious for
decades, the summary chapter ignores this information. In addition to
these retaining walls, a. continuous cut int.o the hillside would be
necessary to accomodate the wider road. Despite the fact the 'NasatchCache Forest Plan calls for the visual "retention" of natural
characteristics in the canyon, the summary chapter ignores' this con:flict.
p.o. box 3580 logan, ut 84321
�2.
During the- public input period it was c l ear that there was strong
support for a "spot improvement" al te rnat ive. It wa s recommended
that each proposed modification be examined on the basis of need,
con~ribution to safety, and environmental impact. Increasing speed
(which is a ll that the more extreme action alternatives would do)
is not considered important by most people, although it seems to be
about the only thing that the Federal Highway Administration represen~tiv
is interested in. CH2MHILL has slighted this alternative. Their spot
improvement altemative replaces virtually every bri@ge and culvert,
straightens nearly every curve, and places a climbing lane in one of
the most difficult sections of the canyon. Impacts are obvious but
once again neglected.
Thia process has been continued despite our repeated mention that
the Forest Pl~~ permits only limited change. to the canyon highway.
The plan is very specific on this, particularly where the Forest
Service responds to the public input from the draft version. At the
interdisciplinary study team meetings, we have quoted from the plan,
yet CH2MHr'".bL has consistently igno:ted this,.
There are a number of other unanswered questions: in the present
draf't . Disposal of rubble from the many proposed cuts has scarcely
been addressed; the few available locations (abandoned gravel pits
and old roadbeds) will only handle a fract.ion of the material
genetiated by the more extreme action alternatives. Erosion from the
resulting cut slopes has not been addressed in the necessary sitespecific manner.
While I could continue with examples, I think this illustrated the
problems with the present draft. If they adhere to their present
timetable of a summer release of the draft EIS, it is doubtful that
~e necessary revisions will be done. Some sections require complete
rewriting. We would like to see the public receive a fair and
accurate document. This is why we are requesting your assistance.
We worry that after $620,000.00 is spent on this study, there will
be a feeling that it is necessary to proceed regardless of the
quality of the document.
Please contact me if you have any questions.
Sincerely,
. ~~Lt~LtStephan D. Flint
Home: 752-9102
Work: 750-2474 or
752-2242
Copies: Bridgerland Audubon
Cache Group Sierra Club
Utah Wilderness Aseociation y!
Hill Helm
�
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Local URL
The URL of the local directory containing all assets of the website
<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/112">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/112</a>
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To order photocopies, scans, or prints of this item for fair use purposes, please see Utah State University's Reproduction Order Form at: <a href="https://library.usu.edu/specol/using/copies.php">https://library.usu.edu/specol/using/copies.php</a>
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Digitized by: Utah State University, Merrill-Cazier Library
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2013
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Scanned by Utah State University, Merrill-Cazier Library using Epson Expression 10000 scanner.
Checksum
2075496649
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Correspondence from Dick Carter to Desmond Anderson, February 8, 1989
Description
An account of the resource
Correspondence from Dick Carter to Desmond Anderson defending Utah Wilderness Association's role in maintaining the exisiting quality of Logan Canyon.
Creator
An entity primarily responsible for making the resource
Carter, Dick
Subject
The topic of the resource
Logan Canyon (Utah)
Medium
The material or physical carrier of the resource.
Correspondence
Publisher
An entity responsible for making the resource available
Utah Wilderness Authority
Date
A point or period of time associated with an event in the lifecycle of the resource
1989-02-08
Spatial Coverage
Spatial characteristics of the resource.
Logan Canyon (Utah)
Cache County (Utah)
Utah
United States
Temporal Coverage
Temporal characteristics of the resource.
1980-1989
20th century
Language
A language of the resource
eng
Source
A related resource from which the described resource is derived
Utah State University, Merrill-Cazier Library, Special Collections and Archives, Utah Wilderness Association Records, 1980-2000, COLL MSS 200 Series III Box 6_014
Is Referenced By
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View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv75259">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv75259</a>
Rights
Information about rights held in and over the resource
Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Special Collections and Archives, phone (435) 797-2663.
Is Part Of
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Highway 89 Digital Collections
Type
The nature or genre of the resource
Text
Format
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application/pdf
Identifier
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MSS200_Forest Ser_Item_14.pdf
Highway 89;
-
http://highway89.org/files/original/a214eeb3fe8da8da6f011ef4564e3299.pdf
91beae2dfab4c217bcf28d077d40cc3a
PDF Text
Text
..
.,
1 ,,~ -
~"
•
.' ~
I
~
~~nited
States
Department of
Agriculture
Forest
Service
Wasatch-Cache
National
Forest
8230 Federal Building
125 South State Street
Salt Lake City, Utah 84138
Reply to:
1950
Date: May 28, 1987
Mr. Daniel Dake
Division Administrator,
Federal Highway Administration
PO Box 11563
Salt Lake City, Utah 84147
Dear Mr. Dake:
Within the past month there has been a considerable amount of discussion
concerning several subjects related to the environmental analysis being prepared
for the proposed Logan Canyon Highway project. This letter documents the
Forest Service position concerning those subjects.
As we both agreed at our April 1, meeting, it is very desirable for us to concur
on a preferred alternative. However, the Wasatch-Cache National Forest Land and
Resource Management Plan, which is a document required by law, provides
direction which must be followed until it is amended or revised. This does not
mean that the environmental analysis process for Logan Canyon Highway should not
address alternatives outside the standards and guides of the Forest Plan. We
must remember, however that if the alternative selected in this process does not
comply with Forest Plan direction, the Forest Plan will have to be amended prior
to Forest Service concurrence with the decision. If the preferred alternative
requires a Forest Plan amendment, we will expect this current environmental
analysis process to provide the appropriate analysis and NEPA documentation to
support that amendment.
Regional Forester, Stan Tixier is the responsible official for the Forest
Service and will approve the Decision Notice or Record of Decision. However, as
Forest Supervisor of the Wasatch-Cache National Forest I will be responsible for
insuring that the NEPA process and documentation is adequate to support the
Forest Service decision. I also have responsibility for recommending Forest
Plan amendments or revisions to' the Regional Forester. If the final decision
requires an amendment to the Forest Plan, the Environmental Assessment or
Environmental Impact Statement under preparation must contain documentation of
the analysis necessary to make that recommendation. If it doesn't, the Forest
Service will have to take the time at a later date to conduct a separate
analysis and prepare the appropriate NEPA documents. We sincerely hope that one
document will be adequate.
At an April ·30 meeting, Rudy Lukez and other concerned citizens expressed some
confusion as to the role and position the Forest Service is taking on the ID
team which is conducting the environmental analysis for the Logan Canyon Highway
project. The following should help clarify that situation. Fred LaBar, Clark
FS·S200·28(1·S2 )
�Ostergaard, and Don Duff (Don replaced Mark Shaw) are members of the ID team
from the Forest Service. Fred LaBar is the official Forest Service spokesperson
on the team and also obtains information from Forest Service technical people
for the ID team. Clark Ostergaard and Don Duff are working members of the ID
team, they provide technical information but are not the official Forest Service
spokesperson. Fred is responsible for insuring that all alternatives are
equally treated and consequences and issues are addressed. During the
development of the EIS, Fred may call upon Logan District staff as well as staff
from the Forest Supervisor's Office such as the Forest Engineer. These people
are a resource through Fred to the Logan Canyon ID team.
The Forest Service supports an objective analysis of the Logan Canyon highway
issue. The NEPA process provides necessary analysis and data whereby good
decisions can be made. Therefore, we will not make a decision nor determine our
position until the analysis is completed including adequate public involvement.
Sincerely,
· )tt4/1~
DALE BOSWORTH
FOREST SUPERVISOR
cc UDOT
Clark 0
Don D
Rudy Lukez
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Dave Baumgartner
Regional Office
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Text
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Title
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Correspondence from Dick Carter to Dave Baumgartner, May 27, 1988
Description
An account of the resource
Correspondence from Dick Carter to Dave Baumgartner, expressign concern over the maintaining the existing values of Logan Canyon and coming to a reasonable solution for all agencies involved.
Creator
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Carter, Dick
Subject
The topic of the resource
Environmental policy
Logan Canyon (Utah)
Logan Canyon Study
Medium
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Correspondence
Publisher
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Utah Wilderness Association
Date
A point or period of time associated with an event in the lifecycle of the resource
1988-05-27
Spatial Coverage
Spatial characteristics of the resource.
Logan Canyon (Utah)
Cache County (Utah)
Rich County (Utah)
Utah
United States
Temporal Coverage
Temporal characteristics of the resource.
1980-1989
20th century
Language
A language of the resource
eng
Source
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, Utah Wilderness Association Records, 1980-2000, COLL MSS 200 Forest Service Series III Box 6
Is Referenced By
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View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv75259">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv75259</a>
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Special Collections and Archives, phone (435) 797-2663.
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Highway 89 Digital Collections
Type
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Text
Format
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application/pdf
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MSS200_Forest Ser_Item_15.pdf
Highway 89;
-
http://highway89.org/files/original/a12b0012f144e5a72d9e206851045ab4.pdf
672f6fad409f71743ace78bbbc89bbc9
PDF Text
Text
January 11, 1988
Mr. James Naegle
Utah Department of Transportation
4501 So. 2700 West
Salt Lake City, Utah 84119
Dear Jim:
Thank you for your recent letter concerning my efforts in the
Logan Canyon DEIS study.
While I appreciate your comments, I find them inconsistent with
your actions. After spending the better part of two years attending meetings, reading documents, checking calculations, etc., I consider it an insult not to be provided with a copy of the preliminary
DEIS. It cost us (Sierra Club, Audubon Society, Utah Wilderness
Association) $20.00 to duplicate the Forest Service copy, which I
understand was made available to us only reluctantly and at the insistence of the Forest Service. So much for the good faith of UDOT.
I also wish to make some comments on the role of the 10 team
in this study. It was agreed early on that all technical memos
would be approved by the team. This has not been done. It was
my understanding the DEIS would be approved by the team. This is
clearly not to be done. Finally, it was also my understanding the
10 team would make recommendations concerning a preferred alternative. Again, this is clearly not to be done. I regard this as
a breach of faith by both UDOT and CH2M Hill.
The preliminary DEIS has several major problems:
I.The Spot Improvement Alternative must be considered as encompassing all 35 spot improvements. It is a violation of NEPA
requirements to present a shopping list, with UDOT selecting some
number of improvements from the list at a later date.
2.In view of this, there is no environmentally acceptable
alternative in the preliminary DElS except No Action.
3.NEPA requirements have not been met with respect to a range
of alternatives. The Spot Improvement alternative with all 35
projects at the level described is essentially the same as Alternative C.
Unless our alternative (now in the Appendix), or a reasonably
similar alternative, is included as a legitimate alternative, we
will oppose all alternatives except No Action, or request that the
DEIS be rejected as not meeting NEPA requirements. Legal action
with respect to this request may also be pursued.
I regret the culmination of two years of effort has resulted
in this situation. The environmental representatives on the 10.
team have repeatedly tried to convince UDOT and CH2M Hill that
�their concerns need serious attention. It is clear we have failed,
and the present situation must be regarded as adversary.
Sincerely,
jad;~~1 cL
cc:Dale Bosworth
Dave Baumgartner
Lynn Zollinger
Stan Nuffer
UWA
Rudy Lukez, Sierra Club
Steve Flirit, Audubon Society
I
Jack T. Spence
\/ 361 Blvd.
Logan, Ut 84321
�
Text
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<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/149">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/149</a>
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Title
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Correspondence from Dick Carter to Dale Bosworth, April 24, 1987
Description
An account of the resource
Correspondence from Dick Carter to Dale Bosworth about use of the forest plan in the proposed improvements on Logan Canyon.
Creator
An entity primarily responsible for making the resource
Carter, Dick
Subject
The topic of the resource
Logan Canyon (Utah)
Environmental policy
Government agencies
Medium
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Correspondence
Date
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1987-04-24
Spatial Coverage
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Logan Canyon (Utah)
Rich County (Utah)
Utah
United States
Temporal Coverage
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1980-1989
20th century
Language
A language of the resource
eng
Source
A related resource from which the described resource is derived
Utah State University, Merrill-Cazier Library, Special Collections and Archives, Utah Wilderness Association Records, 1980-2000, COLL MSS 200 Forest Service Series III Box 6
Is Referenced By
A related resource that references, cites, or otherwise points to the described resource.
View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv75259">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv75259</a>
Rights
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Special Collections and Archives, phone (435) 797-2663.
Is Part Of
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Highway 89 Digital Collections
Type
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Text
Format
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application/pdf
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MSS200_Forest Ser_Item_19.pdf
Highway 89;
-
http://highway89.org/files/original/eb4a38d54c5030179e62c77a81620dde.pdf
1cda352bf5267f06300960657e5c4912
PDF Text
Text
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Desmond L L Anderson
107 S 3rd E
Logan ur 84321
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UTAH WILDERNESS ASSOCIATION
455 East 400 South
Salt Lake City, Utah 84111
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632 NORTH MAIN
LOGAN , UT 84321
BUS , (801) 752-8571
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"We can obtain wildlerness under the most
difficult political conditions"
-- Dick Carter, UW)~ Coordinator
The Utah Wilderness Association
Our public lands are in danger! Utah's wildlife is fighting to survive the destruction of habitat by energy
development, timber sales and overgrazing. Our last stretches of wild river are threatened wiID reservoirs. In every
I------~ e ~~--of Utah needless development schemes abound.
r· -m ote corner
~
The Utah Wilderness Association has led the battle to preserve the natural
values of the public lands in Utah. From the establishment of the Lone Peak
Wilderness in 1978 to the Utah Wilderness Act of 1984 and the Bureau of Land
Management wilderness n~view, the history of wilderness and preservation in
Utah has been the history ofUWA.
But UWA's interests go beyond wilderness. We have led the battle to force
the Forest Service to reduce timber harvesting in unroaded areas critical to
wildlife on the Wasatch, Ashley and Dixie National Forests. We have
challenged BLM and Forc~t Service proposals to allow oil and gas exploration
in critical roadless areas. 'Ve have fought to protect desert bighorn sheep habitat
from been exploited by off road vehicles and overgrazing by domestic livestock.
Our efforts are directed at ~every BLM and Forest Service land management plan
and proposal.
UWA has been at the forefront of public land decisions in Utah. We have a
full-time professional staff and an office in Salt Lake City. We have built a
volunteer network and as a member you will have an opportunity to participate .
in managing your lands. V~on't you join us?
Wilderness is the Egljtorne of Multiple Use
The last remnants of the~ frontier are the roadless areas of the national forests, parks, wildlife refuges and BLM
lands. These places of the West are closing up rapidly due to the orf'.c;sures of development. It is now time to
recognize the value of wilderness before it is too late. Wilderness protects resources which may prove to be the most
valuable of all--scenic vistas, solitude, wildlife habitat, clean air, undisturbed watersheds and biological diversity.
Literally, wilderness provides a buffer to our constant homogenizing of life.
The recreation value of wilderness for hiking, hunting, fishing, horse-packing or cross country skiing is obvious.
But wilderness also provides ecosystem reserves for research that may improve the quality of life. Wilderness
protects the last refuge of wild species such as bighorn sheep, elk, moos(\ black bear, cougaif, pine marten, river
otter, wolverine and bald eagle.
Ultimately wilderness acts as a barometer of our humaneness. Can we share this planet with majestic mountain
ranges, virgin forests and free-flowing rivers? Or must we be the sole inhabitants of a state or a world and be forced
to experience the magic of our red rock canyons and mountains in books? Indeed, wilderness is the epitome of
multiple use.
�The High Uintas Wilderne" s
s
IhUJtah Wilderness Act of 1984
"High peaks thrust into the sky, snow fields glistening like lakes of molten
silver .. .forests and rocklands blended into one grand view. "That's how John
Wesley Powell described the High Uintas when he saw them in 1869. The
incomparable Uinta Mountains, including King's Peak, Utah's highest, are now
protected as part of the National Wilderness Preservation System. With 'Wasatch
Front areas like Mt Naomi, Timpanogos, Mt. Olympus, Wellsville, Lone
Peak and Twin Peaks, and southern Utah areas like Dark Canyon, Box-Death
Hollow, the Pine Valley Mts. and Paria Canyon, the Uintas form the
foundation of a diverse system of Utah wilderness.
Utah's fifteen wilderness areas constitute just 2.5% of our state's public
lands. 'The wilderness agenda remains unfulfilled. For example, roadless areas
just outside wilderness boundaries are threatened with timber sales and new
roads for oil and gas exploration--Iands which should have been included in the
wildemess designation.
Mill!nremams toDe one. Wil l'i your elp roresf Servlce wilderness
designations will continue and the BLM wilderness issue will begin. We; need
patience, knowledge of the land and public participation. But of most
importance you are needed to initiate the vision and the path toward wilderness
~~!liIP~~~
pr~servation.
~BLM
Wilderness Reyiew
With millions of acres of roadless country at stake, the BLM wilderness review promises to be the focal point of
Utah's wilderness battle for many years to come.
UW'A was born with the BLM wilderness review. Initiated in the late 1970s the BLM wilderness review has been
a massive undertaking highlighted with controversy. Of 22 million acres of BLM land in Utah the agency
originally recommended only 2.6 million acres for wilderness study area (WSA) status. UWA organized the largest
forma1l wilderness appeal ever filed (925,000 acres) before the Departtnent of Interior. This appeal and a subsequeI).t
UWA appeal resulted in over 600,000 additional acres of wildlands being given wilderness study area status.
Unfor1tunately, the problems did not stop there. Of these 3.2 million aCf(~S of WSAs BLM has preliminarily
recommended a mere 1.9 million acres for wilderness designation, an ar~~ smaller than Yellowstone National Park.
U\VA has countered with a wilderness proposal on BLM lands in nine integral ecological regions: the West
Desert featuring the "island" ecosystems of the 12,000 foot Deep Creek Mts. and other Great Basin Ranges; the
renowned river running and wildlife-rich DesolationlBook Cliffs country; the San Rafael, a composite of
Utah's canyon country and proposed for years as a national park; the high plateaus and deep canyons of the
Kaip~nrowits Plateau; the Escalante's unspoiled redrock canyons; the geologically and ecologically unique
Henry Mts.; the incised canyons of the Dirty Devil/Canyonlands country, including the lower Green River,
the Colorado River and the Dirty Devil as well as all of the country surrounding Canyonlands National Park; the
archeologically rich Grand Gulch Plateau; and the diverse slickrock canyons and ponderosa pine plateaus of the
Zion/Cannan Mt. region.
Ow: desert lands literally represent the most unique places on this earlth. They hold a secret of survival, an
aesthetic resource unmatched and they tell us of our past. They hold the potential for large and ecologically intact
additions to the wilderness system. With your help we can preserve these lands.
lmAT OTHERS THINK OF JJWA:
"Thl~ UWA does a good, effective and essential job in defending what remains of the most beautiful and unusual
landsc:ape in the U.S. The UWA deserves the support of all Americans who care about our best traditions." Edward
~[
"Th~e UWA has sought reasonable solutions to complex public lands issues and has provided a vital counterpoint
to traditional government and industry views. UW A has impressed us with its persistent and effective work on
behalf of Utah wild lands." Governor Scott Matheson
"Th~e UW A has worked skillfully and dil igently over the years to protect the best natural areas in the state, and its
success is nearly unbelieveable. Without the UW A we would not have had a Utah Forest Service wilderness bill in
1984." Joe Hauman. Deseret News Environmental Writer
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invite you to join in this effort . .
the hi-monthly UW A Review and freque
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A members
ssue alerts. UW A hosts
an annual rendezvous which has featured Ed Abbey, Barry Lopez,
Governor Scott Matheson, Senator Jake Gam, Rod Nash, Phil
Fradkin, Michael Frome and a host of others. UW A workshops,
river trips, seminars, the poetry contest and other events offer
~!S to meet people and get involved. Please join with us!
,
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�455 East 400 South t306/Salt Lake City,UT 84111/(801}359-1337
November 1988
Dear friend of Utah wilderness:
As a friend and supporter of Utah's outdoors, you know of our state's incredible natural
treasures. From the power of the roaring Colorado in Canyonlands National Park to the 13,000
ft. peaks of the High Uintas; from the archaeologically unique Grand Gulch to the slickrock
canyons of the Escalante; from the wildlife-rich Book Cliffs to the island ecosystems of the Great
Basin mountain ranges; no other state is so richly endowed with this diversity of wildlands.
Indeed, our quality of life centers upon these treasures.
The survival of these wild places cannot be taken for granted. During the past two years, the
Forest Service has initiated damaging logging, roading and oil and gas exploration in exceptional
wildlands on the North Slope of the High Uinta Mountains .... On the spectacular San Rafael
Swell, uncontrolled off-road vehicle use is threatening bighorn sheep populations and damaging
the Swell's fragile soils and many threatened and endangered plant species ... .In eastern Utah's
Book Cliffs, the Bureau of Land Management wants to open one-half million acres of critical
wildlife habitat and potential wilderness to oil and gas development. ... Along the Wasatch Front,
overdevelopment threatens to urbanize our canyons by expanding into the few remaining
undeveloped areas. You get the picture--if we, you and I, don't act to protect our wildlands, the
things we love most about Utah are going to disappear.
That's why I'm asking you to join the Utah Wilderness Association. UWA is Utah's most effective
voice for sound public land management. In 1980 we intitiated the first major push for Forest
Service wilderness designation in Utah. And in 1984 we found success in the passage of the Utah
Wilderness Act. The Act may have been the single most important piece of conservation
legislation in our state's history. It designated 12 wildernesses, led by the massive High Uintas
Wilderness and including areas as diverse and unique as Mt. Naomi, Mt. Olympus, Twin Peaks,
Deseret Peak, Mt. Nebo, Dark Canyon, Box-Death Hollow and a host of others.
Today that battle continues with our efforts focussing on protecting areas which should have
been designated wilderness in 1984. They include additions to the North Slope of the Uintas, the
Whiterocks River drainage on the eastern end of the range, the Mt. Watson area on the western
end, The Tushar Mts., Wayne Wonderland, additions to the Pine Valley Mts. Wilderness and
others. In late-1986 we appealed the Dixie and Manti-LaSal forest plans because they failed to
protect important unroaded areas. The result of the appeals? After more than a year of
negotiations, over 300,000 acres of unroaded areas are now protected from logging, ORV use
and other surface disturbing activities! But it won't end there. We will never back away from
our decade-long commitment to designate as Wilderness all deserving lands on our national
forests.
�In 1980, with the BlM wilderness review floundering due to BlM's timid attitude toward
preserving wilderness, we organized the largest formal appeal ever filed before the Department
of Interior--925,000 acres. As a result, 90% of these lands were kept in the BlM wilderness
review. The 3,000-page appeal, dotted with hundreds of maps and photos and written by over
100 affiants, wound its way through the appeal process for four years. During that time over
800,000 acres were put back into the wilderness inventory.
In March 1985, after five years in the making, UWA's visionary proposal for almost 4 million
acres of wilderness on Utah's BlM lands was released. The proposal focusses on nine integral
geographical and ecological regions within the state in order to assure preservation of our most
important biological and recreational areas. It also has the endorsement of a host of
environmental groups within Utah. But gaining congressional support will not be easy. We'll
need your help to assure that Utah's world-class desert wilderness will get the protection it
deserves.
The Utah Wilderness Association works on more than just designating wilderness. We have led
the battle to prevent overcutting of timber on our national forests and overgrazing on all public
lands. We have fought agency proposals to allow oil and gas exploration in critical roadless
areas. We have battled to protect bighorn sheep from exploitation by off-road vehicles. We
have fought for wildlife and wild rivers.
And we do all of this with an active and vocal membership. We conduct fieldtrips and workshops
ranging from wilderness role-playing events to special presentations on Utah's predators. We
prepare a bi-monthly newsletter, the UWA Review. Every year we host a membership
rendezvous and conduct seminars with a variety of guest speakers such as Ed Abbey, Barry
lopez, Roderick Nash, Michael Frome and Phil Fradkin, Congressman Wayne Owens, Senator
Jake Garn and former Governor Scott Matheson. We sponsor an annual poetry contest which
receives hundreds of entries from throughout the West. By joining the Utah Wilderness
Association not only do you contribute toward the preservation of wilderness but you gain the
opportunity to learn a lot about the issues and how to get involved. NOT A BAD DEAL FOR
$20 A YEAR!
The future of our public lands depends upon our willingness to act. Those who want to exploit
these lands purely for economic gain will certainly be heard. As a member of UWA you can be
sure your voice will also be heard.
Best regards,
~~
Dick Carter
Coordinator
�,.
t
�
Text
A resource consisting primarily of words for reading. Examples include books, letters, dissertations, poems, newspapers, articles, archives of mailing lists. Note that facsimiles or images of texts are still of the genre Text.
Local URL
The URL of the local directory containing all assets of the website
<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/154">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/154</a>
Purchasing Information
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Digitized by: Utah State University, Merrill-Cazier Library
Date Digital
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2013
Conversion Specs
Scanned by Utah State University, Merrill-Cazier Library using Epson Expression 10000 scanner.
Checksum
2882706457
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Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Corresponsence from Utah Wilderness Association to Desmond Anderson, February 2, 1989
Description
An account of the resource
Corresponsence from Utah Wilderness Association to Desmond Anderson explaining the benefits of membership with the Utah Wilderness Association. Anderson agrees to join so long as the UWA opposes UDOT's proposed changes to Logan Canyon.
Creator
An entity primarily responsible for making the resource
Carter, Dick
Contributor
An entity responsible for making contributions to the resource
Anderson, Desmond L.
Subject
The topic of the resource
Wilderness areas
Medium
The material or physical carrier of the resource.
Administrative records
Correspondence
Publisher
An entity responsible for making the resource available
Utah Wilderness Association
Date
A point or period of time associated with an event in the lifecycle of the resource
1989-02-02
1988-11
Spatial Coverage
Spatial characteristics of the resource.
Utah
United States
Salt Lake City (Utah)
Salt Lake County (Utah)
Logan Canyon (Utah)
Cache County (Utah)
Rich County (Utah)
Temporal Coverage
Temporal characteristics of the resource.
1980-1989
20th century
Language
A language of the resource
eng
Source
A related resource from which the described resource is derived
Utah State University, Merrill-Cazier Library, Special Collections and Archives, Utah Wilderness Association Records, 1980-2000, COLL MSS 200 Forest Service Series III Box 6
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Text
LOGAN CANYON U.S. HIGHWAY 89
AQUATIC RESOURCES TECHNICAL MEMORANDUM
Prepared for
Utah Department of Transportation
Prepared by
CH2M HILL
Salt Lake City, Utah
March 1987
�CONTENTS
Introduction
Methods
Existing Conditions
Aquatic Habitat
Fisheries Biology
Impacts
Middle Canyon
Upper Canyon
Rich County
.:W· :n=
Mitigation
Middle Canyon
Upper Canyon
Rich County
.::'
References
.::'
"~ ::::
.::
..
...
.::;;;::::::::.
TABLES
': :::::::::::::.
1
Mean
Mouth
River at the
2
Water
Mouth
River at the
~It·
~~
Data for the Logan
3
River and Ife:aver./ Cteek
o;"" ;;i"~'ent
4
Comparison
Optimum Habitat for
Regional Trout Streams
5
Logan River Gamefish Life History Periodicity
Data
6
Logan River Angling Data
7
Estimated Past, Present, and Future Expenditures
by Anglers on the Logan River
BOT538/027
ii
�INTRODUCTION
This technical memorandum describes existing conditions,
potential impacts, and possible mitigation measures for aquatic
resources affected by proposed improvements to the Logan
Canyon Road between Logan and Garden City, Utah.
Logan Can-
yon is located ln the Wasatch-Cache National Forest in north
central Utah.
An important component of this scenic canyon
is the Logan River, which originates in southeastern Idaho
and flows south through Logan Canyon to
~; t: ~:;t~:~nfluence
wi th
~~~~~~~~:;~~~;~~~~~~::~~~~P;~:~~::,~,;~~~~;~rf~!!:;:;~~:;~;;;
tions, and realigning the
ro~a:;::::;::::::::~he:; : p~.:6:p:osed modifications
mile~ii\.d;;t:: :~;~: i: : L~:~~:~ River (Right Hand
creek-:: : Co.Df~1~ :~~i{~;~r):: : : :~~d about 3.2 miles of
could affect about 15. 4
Fork to the Beaver
cutoff
Figure 1.
BOT538/025
1
yes
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RANGER SCHOOL
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~\~ ~
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TEMPLE PK.
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en
�METHODS
Aquatic resources present in the proposed project area were
described and assessed based on a review of pertinent scientific literature, interviews with fish and wildlife agency
personnel and other knowledgeable persons, and a site visit.
Much of the Logan River and Beaver Creek aquatic resource
data are more than 15 years old.
However, this was not a
problem in describing existing conditions
s~~~e
the project
C. ~ti~b;~ Road was widened
1952 (Dunham, 1963).
Data presenteqit~~;1h~;; ;~ 9::9-thered within
adj acent to project area boundarie: § ;:~ ~i;:~;: :' NU~'~ ;1;;:6fi~ $. fisheries
area has changed little since the Logan
in
or
studies conducted downstream of
T~!~;~~/;~;~;~i ; were""" tf6:t
referenced
in this assessment since they were·"" w~'l'i.i:/~utside the project
are a .
""""'\",,,:::,,::),
Potential impacts
determined based
on the nature and
for the three
Rich County),
public
prQ.]:e 'e ;t ;:. ·:~;t3~·t~i.on~::;':;';(Middle
: tf:~fu:: : i' s, ; ~ri; iE~~~ ;i;~!d concerns
scoPin~;~ ~i ~ir9.ces~il~ ;l and
enh; ~;~d~~ent
identified during the
from comments provided by the
Interdisciplina·i;y.;;~;: .;S ~t.,Jl~Y:/Team.
mi tigation and
Canyon, Upper Canyon,
Where possible, conceptual
measures have been identified
that would minimize or offset potential project impacts associated with the various improvement alternatives.
BOT538/025
3
�EXISTING CONDITIONS
AQUATIC HABITAT
DISCHARGE
The Logan River and Beaver ' Creek watersheds are located in
the Bear River Mountains, primarily at elevations above
5,000 feet.
Their annual discharges and flQ!wi:: periodicities
., $: h: ~~~ack and snowTheir peak discharges typicallY :i~:;'~:dti~::'i ~ip. the spring,
base flow condi tions can occu~:/~:~~: ing ':'£h,;"'itil,ate summer,
are strongly influenced by variations in
melt.
while
durilffi5f:: :;~ih~:/~iinter '~ : : : :~'nder
d
:::dm::: ::::::. flow for the i ':;~:~;;:i;;:;~~;:/:t the mouth of
when the snowpack is low, or
Logan Canyon is about
24,O::; :;e :1J.bidi:,·:if:~~:{ : : p~r
extremely
second (cfs), while
f,;t: b:~ : : : ~; t. =:Ibp. od1t ;\S35 cfs (Kappesser, 1983).
dischar~~~f:'; ;t~O~!::; tb.:.~: !~;!ii b'gan River at the mouth of
are.: : :p;:t:~; s :~,'~:t:~.J; ;t~ ,j..n "~:~ble 1. These values provide
it reaches bankfull
Mean monthly
Logan Canyon
:::::P:~::~::~,:~,:~~~;g~i~'::~:::::::~:;o:::::::~:::n :;:~:~~::e
a third-order
stre'~ht:::::~hat has a moderately steep gradient
(1.9 percent average grade).
It is rated a Class II - High
Priority waterway on the Utah Department of Wildlife Resources'
(UDWR) Unique Streams List.
The Logan River has not been
proposed or determined to be a wild and scenic river.
4
�Table 1
MEAN MONTHLY FLOWS (cfs) FOR THE LOGAN RIVER
AT THE MOUTH OF LOGAN CANYON
(Gage 10109000)
Water
Year
---
Oct
Nov
Dec
Jan
Feb
Mar
Apr
May
Jun
Jul
Aug
Sep
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
170
148
67
134
100
131
96
197
247
228
165
158
126
75
126
107
123
96
175
213
211
156
141
113
77
97
110
89
157
186
182
125
125
105
72
103
101
104
84
141
159
161
123
120
97
75
96
99
99
98
131
147
143
205
128
94
127
104
106
100
256
109
309
187
289
146
535
676
131
131
823
579
541
"d::~29
678 "::/~:::}1'30
308/" :~( 362
255
86
395
191
345
155
170
73
181
136
176
105
260
337
333
170
316
140
65
153
106
153
90
209
246
253
169
267
Mean
153
142
126
205
168
Source:
III
~ ~ ~ ~ ~ ~"",;:~~'~ i'i " ~:}~:' ~ ~~
~n , : ;,:~:;"':,!5, ::':~,~: :,:i!'~H
759
381
U.S. Geological
:::i:::~:~~~:~:,~:;,:;:;ii~~!~~~:~,~?i;:~::::~::::~:::~::s::::::gh
along the
prd':d';~d p;;~j:~~c~:::i: "reach
~: ~inl:thlf:","/i ~" ,n~ Right Hand
availab~!~~h:: ":f~:~ " any of these
Fork, Rick I
data are
are Beaver Creek, Temple
S
Fork.
No specific flow
tributaries.
WATER QUALITY
Data for the Logan River (see Table 2)
indicate that it is a
cold water system (maximum temperatures less than 20°C) with
good to excellent water quali ty.
Overall, the river has
excellent dissolved oxygen concentrations (6.9 to 9.8 mg/L) ,
low turbidity and suspended solids levels, and relatively
low nutrient levels.
Results of a bedload transport study
conducted by Kappesser in 1983 indicate that suspended sediment levels and turbidities can be expected to increase at
5
�Table 2
WATER QUALITY DATA FOR THE LOGAN RIVER
AT THE MOUTH OF LOGAN CANYON
Sample Data
Parameter
10/1/BO
12/2/80
3/31/81
Temperature (OC)
2.0
7.5
9.4
4.8
0.7
Dissolved Oxygen (mg/L)
9.0
~i il"~ ~ : ; \",:.
6.9
9.B
Specific Conductivity (umhos/cm)
310
345
pH (units)
8.2
Total Suspended Solids (mg/L)
Total Cations (mg/L)
Total Alkalinity as CaC0
Turbidi ty (.NTU)
3
192
146
204
16~!i/:
66
0.05
14~::,::;'i:;;:"·· .:\:. 144
156
0.5
6.2
206
166
13.6
4.0
8.7
8.7
8.1
5
0.05
69
0.06
56
0.05
1.5
174
148
188
158
3.0
9,/l:::::.
172
179
184
:)'
.::F
TDS @ 1BOoC (mg/L)
8.1
55
0.02
(mg/L)
3
(mg/L)
8.2
9.8
270
363
5
... -.,
72
Total Phosphorous (mg/L)
Total Hardness as CaC0
5
325
8/4/81
8.7
8.4
3.0
6/2/81
0.5
2 .0
':::.
.
·:\;;"<:;[7:..1
196
162
...
T.O.C. (mg/L)
C.O.D. (mg/L)
Total Anions (mg/L)
1.0
1.8
...
3.2
20
15
15
15
143
100
11B
107
Nitrate as N (mg/L)
0.25
0.20
0.25
0.21
Nitrite as N (mg/L)
0.05
0.05
0.05
0.05
SOURCE:
1~:.2?,;/":;,: ~~~i:i::;':;': ': ;} 1~: .15
o•05 .:;,;:'.
0 . 05
Utah Department of Health, Bureau of Water Pollution Control, Salt Lake City, Utah.
BOT538/028
2. 7
0 . 05
1.0
15
107
0.25
0.05
412
9.0
12/2/81
210
B.3
�flow
~ates
greater than 240 cfs_
The only water quality
param: ter 'that could potentially present a problem to aquatic
e
life
~n
the Logan River is pH.
prote~tion
1986) :.
Acceptable pH levels for the
of freshwater life range from 6.5 to 9.0 (EPA,
There are two instances in the available data (Table 2)
where, Logan River pH levels reached or exceeded the upper
limit:
9.3 on May 8, 1980, and 9.0 on August 4, 1981.
No water quality data are available for Beaver Creek.
the geology and land use practices in the
B~~yer
However,
Creek water-
shed are similar to the rest of the Logan.:iiii~;~V:i~r basin.
fore, Beaver Creek's water quali ty is
e
1
:::A::: :::D :A:: Logan River .
0
pt'~bi ~; ly.
": :" :!;': .: '.: ,'i.:'~;." ,:. '
There-
similar to
""""""';::":,::,;'"
:::::"::;:::::::::.
:~~~i :~o:: :::a:~:o:::n~::~,:~'~~~,~,~~:~;;~~':'e::~::d a::l ::ea::ail-
qe:~;t:~;e.," ~~l! , :th:~y ;i; ;p.ISO consume vegetable
matter (seeds, algae ;ii::;",Ji tp':: ~;i (~:: : :: :.;,: Te,~fi ~strial invertebrates (grasshoppers, ' ants, b~:~ti le.: ~:; >;i;i ;c~~ms ·; :':; ; ~ 'tc.) can be an important
food source dUJi.d~;~; t~t:: :th;;; ; ; ~;;£.:i.:~1g, summer, and fall, when they
fall into the·;1i;~.~~?r f~~!b~; v~:~etation (especially overhanging
riparian brush ·:;~h4;; ; ~.+=~.~ ;~) along rivers, lakes, and streams.
Aquatic invertebr~; t.; ~~;/:·(maYflies, caddis flies , dragonflies,
larvae.
To a lesser
etc.) are an important fish food source all year, but especially during the winter when terrestrial food sources are
lacking.
No quantitative data on aquatic invertebrates are available
for the Logan River or Beaver Creek.
However, good water
quality and numerous riffle areas in the river and creek
(typi¢ally productive aquatic invertebrate areas)
t
-
suggest
that ~quatic invertebrate densities could be relatively high_ ,
Limit$d observations by UDWR (1972; 1974) 'indicate that the
relat+ve densities of Logan River aquatic invertebrates in
7
�the project reach are about 70 percent caddisflies (Trichoptera),
20 percent stoneflies (Plecoptera), and 10 percent mayflies
and midges
(Ephemeroptera and Diptera).
Because it is similar
to the Logan River, the relative densities of the Beaver
Creek aquatic invertebrate community could be expected to be
similar.
No data are available on terrestrial invertebrates (that are
potential fish food sources) along the project reach.
Aquatic invertebrates typically feed on
eta ti 0 n
( leave s, t wig s, etc.), car i on
etc. ), and other invertebrates.
::~;::~a~e::~~
a.l:g: ~~;i~
decaying veg-
C~if~'~ Q:: : :f ;i.:.s h ,
No .,! (f~f:' ·
bird s ,
a;;~ ; ~;:.~\r,p.ilable
on
sources for aquatiS::;::'~'~'~:,~:~,ebra~~~)"~Sing the
FISH HABITAT
in the Logan Can-
An aquatic habitat
yon between DeWitt
Hand Fork cOnflU~JlCe;;1 ;,.·'~;fi4: :iif 'h e
':; ~;~ :aver
3. 4 miles
Beaver Creek (Adams, 1966). The
inventory
above:: : :~:fi'~::; :m.~iit~~~ ~: ~:;f,;:
was ':!i;~¢rh~ fo i~~J~i~~
Habita~::i i;A:~: ~~ ~ y:!:~fi=l
collected at ': ~i li ~'~:f :~e
the Right
Mountain turnoff, about
u. S. Forest Service Region
4
Aquatic
procedures.
Physical habitat data
were
intervals along the study reach.
Using data on five component categories for a stream (pool
measure, pool structure, stream bottom, stream environment,
and bank stability) percent optimum fish habitat was estimated for each study site.
The five component categories
were rated from 0 to 1, with a rating of 1 representing optimal conditions.
The five ratings were summed (see Total
Points in Table 3), then divided by 5 (the maximum number of
total points)
conditions.
if all component categories exhibited optimal
The result was expressed as percent optimum
fish habitat for each study site.
8
�Table 3
PERCENT OPTIMUM HABITAT DATA FOR THE LOGAN RIVER
(RIGHT HAND FORK TO BEAVER CREEK) AND
BEAVER CREEK (MOUTH TO BEAVER MOUNTAIN TURNOFF)
Approximate
Location
Station
Number
U-S
U-6
U-7
U-8
U-9
U-10
U-11
U-12
U-13
U-14
U-15
Right Hand Fork Confluence
China Row Campground
Approx. 1 mile above China Row
Near Logan Cave
Approx. 1 mile above Logan Cave
Just above Lower Bridge
Just below Upper Bridge
Just above Temple Fork
Just above Rick's Spring
Near Bear Hollow Creek
Approx. 1 mile below Forestry
Field Sta.
At Forestry Field Station
Just above Tony Grove
Just above Red Banks Camp
Near mouth of Beaver Creek
~pprox. 1 mile above Beaver
Creek
Near Beaver Mountain Turnoff
Average
Width
Average
Depth
(ft)
(ft)
43.4
.:::.. 1.30
Percent
Riffle
89.4
Percent
Pool
10.6
U-21
PROPOSED PROJECT REACH AVERAGES
SOURCE:
Adams, 1966
BOT538/030
0.22
Pool
Structure
0.04
Stream
Bottom
0.67
'i~ll"1i: :" : :' :~~~;<i : ;il1;!]i",)i :~:! f11 fi!
..
;::~. .
0.92
0.88
0.89
0.68
0.76
0.50
0.52
88.7
94.9
16.84
1543.7
15:::
34.3
0.99
90.8
9.2
0.27
0.00
0.03
97.3
97.0
11.5
15.7
O~!O
J)Ci~\,.
11. 3::::"
Bank
Stability
Total
Points
Percent
Optimum
1.00
0.80
1.00
1.00
0.95
1.00
1.00
1.00
1.00
1.00
2.70
2.31
2.44
2.12
2.14
2.47
2.04
2.12
2.38
2.37
54
46
49
42
43
49
41
42
48
47
0.40
0.59
0.35
0.40
0.42
0.72
0.79
0.85
0.62
0.80
0.95
1.00
1.00
0.90
1.00
2.72
2.48
2.33
1.98
2.28
54
50
47
40
46
O. 71
0.72
0.62
1.00
0.80
2.65
2.22
53
44
12.35
1.6.• 4.0 ...
0.72
0.96
1:!1
-:: .
0.38
38.0
44.4
32.0
39.5
28.9
Stream
Environment
0.77
0.76
0.75
0.61
0.52
0.75
0.70
0.76
0.81
0.80
i~i~i~: i : : i:; ; "i:'~;Sii: :n ~U ~: ~~ ~:~! ~: ~~
583.6
U-16
U-17
U-18
U-19
U-20
Pool
Measure
0 .-21
~T::.
00::.
:::~:: ,: 'i: i ,: : i;i~i:i:": :":i: :i : :::
0.18
0.04
0.42
3~.75 ... ~ 95
2.34
47%
�~he
inventory results presented in Table 3 are only for the
sections of the Logan River and Beaver Creek that could po~entially
tions.
~he
be influenced by the proposed highway modifica-
Data indicate that the average stream width is 34.3 feet,
average depth is 0.99 feet, and the riffle-to-pool ratio
is 9:1.
The average percent optimum fish habitat in the
project reach is 47 percent, the best study site was 54 percent, while the poorest was 40 percent.
Three study sites
in the project reach (U-5, U-15, U-20) were considered to be
above average in quality when compared to
o ~~r
.iF'
':::
study sites
(Adams, 1966).
The project reach percent
with other regional trout
on physical habitat data,
reach of the Logan River is
trout stream .
.:::: :::::::: ..
·:": ';: ;: .l.~.i T~:· :a ~..I·:e\:.. ;4:;~ i:.
l.:1::- ~
CaMP ARI sON:::..dE.... EJ(CENW::~~:6PT IMUM HAB I TAT
P:
.:;:'::
.;/:::',;::::::'
FOR R;Edfor~fAL·:;;;T:R'OUT STREAMS
~!~~p~;;;;:r:'::~': ;: : ;: ,: : : :';i" ':~ :" "':;!;;;:g ~~:~~e
A
Fifth Water
·::ii:i:,;""::·
Diamond Fork
McCoy Creek
Sixth Water
Currant Creek
Wolf Creek
Rock Creek
West Fork Duchesne
Taft Creek
North Fork Duchesne
Hades Creek
Logan River and Beaver
Creek (proposed
: project area)
Source:
Utah
Utah
Idaho
Utah
Utah
Utah
Utah
Utah
Nevada
Utah
Utah
Utah
Adams, 1966.
10
8
22
23
15
21
8
40
22
7
36
10
34.3
Percent of
Optimum Habitat
64
62
51
49
49
48
46
44
41 .
40
37
33
25
47
�The Logan River and Beaver Creek generally lack good quality
pools
(Adams, 1966).
Overhanging vegetation, such as brush
and trees, is an important fish habitat component for the
Logan River (Brown, 1935; Dunham, 1963; Adams, 1966; Helm,
1986).
A fish habitat utilization study was conducted using
four Logan River sites between Chokecherry Campground (about
1.5 miles below Right Hand Fork) and 0.5 miles above Brachiopod Picnic Area (near Cottonwood Picnic Area) by the UDWR
in 1973.
Their results indicated that more trout used areas
where bankside vegetation was present than
tation was al ter e d.
There were 46 to 64
trout captured in areas where the
not al tered.
a~e as
pe: ~:¢ :~:nt
where vegemore brown
ripar ,i!~ :~ : : ; ~~:g: ~tation
was
. Jn8:~;~ :· c~:'f:t;'£.q:?lt trout
;/M'~ti~t.a:!4.n wh i:t:e ~fish were
Also, 32 to 68 percent
were captured in unal tered areas.
captured in equal numbers in al ter:~ :d ;: : ~ :h~:: : ~nal tered areas.
Size frequency data for
captured in 1970 and
River indicate these
ad u 1 tho I ding are a s
brown'i ;::i~;;::; ';~:;'~; ':~;untain
1971:: :; :from : \;l~; a:t.;t:~:~:~ :~
~:¢ :¢,:~ :t :i~l§.. ~~ ~ i!~ e
areas of the Logan
as juvenile rearing and
ib.;r::!; : l?::9t!b: ; ;: ~~:~~~~I:~ s ( He 1m, 19 8 6).
f:r:Pni:: : :a :l~~~:.~: ~:.. ar~: ~: ~ indicate these
tend to suppor 1;:: : t.;~ : ~ : ~ : : ; ~J~~:~ :i ;s ~;i~: (mostly juvenile or
groups of broJh;:::!~~ !!i7put ' :~ n:~ m~untain whitefish.
frequency data
There are few
whitefish
d:~;~':;:;'::;: ';~:~wning
Si z e
locations
mostly adul t)
habitat availability and qual-
ity in the Logan River and Beaver Creek.
Unpublished field
data (UDWR, 1972; 1974) from three sites along the project
reach (Franklin Basin Bridge, Utah State Forestry Field Station Bridge, Brachiopod Picnic Area)
indicate that Logan
River substrate is primarily boulders (37 to 78 percent) and
rubble (10 to 55 percent).
The three sites surveyed had
only 1 to 15 percent gravel.
Small tributaries along the project reach, such as China Row
Creek and Rick's Spring, are reported to be essential for
11
�fish spawning (Roberts, 1977).
Us~ng
only stream gradient
(no other data are available) as a ' criterion for identifying
potential tributary spawning areas : (gradients less than
2.5 percent could be spawnable), only Right Hand Fork, lower
Blind Hollow Creek, Temple Fork, and lower White Pine Creek
could provide some spawnable habitat.
Other tributaries
along the project reach have gradients exceeding 4 percent.
However, all project reach tributaries probably contribute
gravel to the system and could have spawnable areas where
they join the Logan River or Beaver Creek.
"",/ii;i'iiiii:,i:i:::::,,
Frs HERr E BOLOG~!;:' 'i/'''''iiiiii:i:::'': '!i
Sr
:::Hp::::::Sreach supports
populations of brown
(Salmo clarki), and
nait~'~:~i;:~;~ :~; ~:;~dUCing gamefish
tro\J;:t : : ;: ~sailrr:6.:/'r: ~: tE'~) cutthroat trout
mqu:~t:~: l~~ji ,~h flt~;tish (Prosopiurn williarnsoni)
I
.
catchabl ~i;: ;:;s!ii ~ ~:/:J:;:~::::;:t.Jl:/~ O-inch) rainbow trout
(Salmo gairdneri),: : : ~e:r :E:' : ; : §:t._d ,=~e~:: : : i~1rOUghOUt the Logan River
and were not b¥:f::~:~:~: ~:~:i:::;:_:£~<i?:, '::i ~~ ~iroduce in the river.
However,
several rainba~jb.;p.tth;:~~lt hybrids were reported in electro-
Until 1982,
shocking
1 9 7. 1) •
surve;:q;;;d~:~;~: : : ~9ii :lected
by Utah State Uni versi ty (Gosse,
'::~~~~;::://:'
Rainbow trout stocking data are limited.
For the entire
Logan River (including downstream impoundments), an average
of 30,860 rainbows were planted in 1962, 1963, and 1964
1966).
(Adams,
Between 1969 and 1974, an average of 15,000 rainbows
were planted in the project reach of the Logan River at Brachiopod Picnic Area (UDWR, 1974).
No information is available
on the current status of rainbow trput in the Logan River.
The only rough _
fish species reportea for the Logan River is
the mottled sculpin (Cottus
bairdi)~
12
�LIFE HISTORY
Life history periodicity data for the three species of naturally reproducing gamefish found in the Logan River are presented in Table 5.
Rainbow trout reproduction in the Logan
River is probably limited.
Logan River brown trout and moun-
tain whitefish are fall spawners.
Egg incubation occurs
through the winter, and the fry emerge in the early spring.
Cutthroat trout spawn in the spring, egg incubation occurs
through the summer, and the fry emerge in
~:pi~>
fall.
Brown
trout, cutthroat trout, and mountain whit~ftfh all reach
~::::~ :::U~~:~s:::n~a~9~;~~Oduce 'i:~:::,; ,' ~: ,': ;:~:: "'4'i;: ~~::S, of age
T a!~ 1~:: : :?:; : i: : : : :;: : . ·: : ::~:~~\:;::::>
LOGAN RIVER GAMEFISH LIFEh fI.I"S'l.lORY::::J?ERIODICITY DATA
... . ..
"',\:\,,':::',;rr,,;rr" "";;" """
.:::/.f:::::;;:::;::::~ji~
." .::
Brown Trout
~~~w~;~~ba t o~:: :": ~:" :i;, , , , , : :, ,": : ":,: :, : : ,gi'~~~: ~=~ ~~~~ er
i
::::::::~,;;:,;~,~~:~':j' :,'t ' ' '; ' :' '>' .~:~~:~~=~:~::~: ~
Spawning
' ::~ ~ ~ ~iii::::::;://:'
Nay-June
Egg incubation
Fry
Juvenile
Adult
May-August
August-January
January-December
January-December
Mountain Whitefish
October-November
October-March
January-June
January-December
January-December
Spawning
Egg Incubation
Fry
Juvenile
Adult
13
�DISTRIBUTION
Gamefish occur throughout the project reach.
The section
downstream from Temple Fork supports primarily brown trout,
while the section above Temple Fork supports primarily cutthroat trout (UDWR, 1972; 1974).
Mountain whitefish occur
in relatively equal numbers throughout the project reach.
No information is available on the status of rainbow trout
in the project reach.
2
sinee18.
9
No rainbows have
be~p!;;~;I~tocked
there
"",i"::i;","':,::i'::::",:i;;:':i,, \\,,
::~::::C:iSh population densi ty d~;;~"': ;~~")~ac~:'::'i" for the
nd
~:~ ::r:~:e:r::: ::::::i~:e ::~i;i;LJ~i;;~;:,i~'?':r: ::W:h :h:
:::u
bankside vegetation is
lJ:l1;ct':1;te;~J!/~~:~~: ~: ~
than altered (UDWR,
on
.:H:::::::::::::;::::: ..
per mile of stream) were
near the project reach near
pass
electroshock~1~1~ :/~ampling
Estimates were based on multipleresults.
It was estimated
that the Logan River supported 460 to 920 brown trout per
mile.
It was also estimated that the river supported 692 to
1,454 fish per mile of all trout species:
rainbow.
brown, cutthroat,
Increased fishing pressure and the termination of
the rainbow trout stocking program in 1982 have probably
resulted in reduced fish densities today.
POPULATION STRUCTURE
The Logan River supports naturally reproducing populations
of brown trout, cutthroat trout, and mountain whitefish.
14
�Past fish sampling data indicate that fry,
juveniles, and
adults of these three species use the river (Adams, 1966;
Gosse, 1971; UDWR, 1972; 1974).
Total length data for game-
fish collected in 1970, 1971, 1972, and 1974 (UDWR, 1972;
1974; Helm, 1986) were compared to growth data from areas
similar to north central Utah to estimate fish age (Scott
and Crossman, 1973; Carlander, 1969).
These comparisons
indicated that in the early 1970s the Logan River supported
the following age ranges of fish:
1- to 5-year-old brown
trout, 1- to 9-year-old mountain whi tefish,
;i~qd
.:::::' .:::::'
1- to 5-year-
old cutthroat trout.
Most trout and whitefish
apparently occurs
River above Third
Beaver Creek, Temple Fork,
loW~:r ;i : : :B.iJ.:.i~d:: ~: B6llkIOW
in
Creek, and
trout
are
River tributaries
and no substantial lakes
or any of its tributaries
Condition
facto~;:" ":;I:~;;;: ;: ::;:e developed using fish
length and
weight data to determine the relative "robustness" or "well
being" of fish populations.
These factors can be used to
compare the well being of fish populations from different
habitats or fish populations using the same habitat at different times.
Condition factor differences suggest habitat
quality differences (higher K values suggest better quality
habitats) .
No recent data are available on trout growth or condition
factors in the Logan River or Beaver Creek.
However, condi-
tion factors were developed for various length ranges of
15
�brown trout from the Logan River by Sigler (1952) and by
Gosse (1971).
The 1952 values were 1.83 for fish 0 to 199 rom,
1.73 for fish 200 to 275 rom, and 1.64 for fish 276 to 350 rom.
In 1971, the K factors were 1.82 for fish 0 to 199 rom, 1.50
for fish 200 to 275 rom, and 1.59 for fish 276 to 350 mm.
These K factors indicate that the condition of brown trout
in the Logan River changed little from 1952 to 1971.
This
suggests that the quality of brown trout habitat along the
Logan River also changed little between 1952 and 1971.
Because the Logan River has not changed app~i~ ~iably since
1971, current K factors are probably simi::f:~l:: :'to 1971 and
:::2p::::::. mortality factors for"'{~~~:': '~::" :':~:;:~:: fiSh in the
project area are probably severe
~:ri~;i :~;~~ental
condi tions f
predation, and angling.
Of tih~tse: ~ : . m'~ :b~: ~: l J ty caused by exposure to severe environmental :i!¢..d~d:±;; :i: 6 n~.: : : 't~OVl flows, floods,
anchor ice, etc.) is proba:b,)'y
:i~ti;~;~: :;:{~:~ d;~ng
cause of fish losses
to
area.
are also
known
only 4 inches
(Scott and
1·6;h~.:; 1 J~a::;:E{
and juvenile fish.
Brown trout
been reported to prey on other trout
crossm~: rl;:/ i i :~973).
Because of its location and
excellent accessibility, the Logan River has long been an
important fishing stream.
Fishing pressure on the river has
steadily increased since angling data were first collected
in 1950.
From 1962 to 1965, an average of 30,860 catchable
rainbow trout were released into the Logan River.
It was
estimated that 80 percent of these fish were caught (Adams,
1966).
In the absence of the rainbow trout stocking program
and increasing fishing pressure, angling could be an important
mortality factor for trout and whitefish populations in the
project reach.
16
�ANGLING
The Logan River is near a major population center in northern
Utah, supports a good gamefish population, and has excellent
accessibility.
For these reasons it has long been an impor-
tant angling stream.
Fishing pressure on the river has in-
creased steadily since 1950, while catch rates have remained
about the same.
The number of angler-days spent on the Logan
River doubled between 1950 and 1982.
Fishing pressure increases
are expected to continue through the 1990s . ;ii!i!:;;~Angling data
for the entire Logan River are
surnrnarizedi:i : f:~t::~able
. .:1i i i!:"::;::i:i :~ l i;:~ :i :l ; : ; : .
6.
LOGAN
Year
1948
1950
1960
1965
1970
1975
1980
1982
1985
1990
Angler
Days
Catch Rate
(fish/hour)
0.61
a
26,684
42,801
(11,599)c,e
(15,045)c
a For entire Logan River, including impoundments.
b UDWR creel census data and regression analysis
(r
=
0.87).
cApproximate number of fish caught in project reach. Assumes
47 percent of total fish harvested were caught between DeWitt
Springs and Beaver Creek (Adams, 1966).
dStocked rainbow trout only.
fish were harvested.
Assumes 80 percent of stocked
eRainbow trout only.
17
�Creel census data for 1962, 1963, and 1964 indicate that
47 percent of the fish harvested from the Logan River were
caught between DeWitt Springs, about 4.7 miles downstream
from the project reach, and Beaver Creek (Adams, 1966).
Creel census data were also collected along the Logan River
from First Dam to Temple Fork in 1982 (UDWR).
In the 1982
study, the river was divided into seven sections.
A section
from Right Hand Fork to Temple Fork covered the lower third
of the project reach.
With the exception of the section
from Second to Third Dams, where no anglers;:iw:~re observed,
the Right Hand Fork to Temple Fork sectio.p:::;:;~~i~ the least
used.
fi$.)1:f;ri9.;:.: ; b~ tween First
pet,;!'l'~:~f;; u~;i!;;~::'; 't>~e reach
Of the 1,002 people observed
Dam and Temple Fork, only 8 (0. 8
from Right Hand Fork to Temple Fo +.;J(~::(/· l\J1g). ing ~a:s observed
thr~tq:~;;: ; ~ri:~ust;
:; and;: ; :~u;:~; s~ t; >~~i~: . The
in this section from February
however, fish
were caught only during July
anglers in
this
trout
(160 rainbows,
rate of
0.5 fish/hour.
were the First
of the anglers
MANAGEMENT
The Logan
River'; ; S: :':~;;;~;::d
as a Class I I - High Priority water-
way on the Utah Unique Stream List.
Because of its location,
accessibility, and popularity among regional anglers, it was
largely managed as a "put-and-take" rainbow trout fishery
from the 1940s to 1982.
During this period, thousands (an
average of 30,860 in the early 1960s) of catchable size (8to 10-inch) rainbow trout were stocked in response to the
heavy fishing pressure the river supported.
In 1982, the
rainbow trout stocking program was terminated above Third
Darn.
The upper section of the Logan River, including the
project reach of the Logan River and Beaver Creek, is now
managed for naturally reproducing trout and whitefish.
18
�Fish habitat management in the Logan River and Beaver Creek
has primarily focused on maintaining existing conditions.
Studies (UDWR, 1973; Helm, 1986) have shown that the loss or
alteration of bankside vegetation is detrimental to trout
habitat quality in the Logan River.
Current management strat-
egies concern lirniting or eliminating future riparian vegetation damage resulting from encroachment or other actions.
No programs currently exist to enhance or improve fish habitat in the Logan River or Beaver Creek.
:::r::::l::::O::formation suggests t4i~:i!: ;~'::;:;;;"\~PtentiallY
producti9:tt:i;~iiqn:g: the " : ~f;~ject reach,
a good fishery currently exi~i:b~~~.:~:::/~:h: ~lude (in order of
importance) the general /~b: Se.:p.~~;: : Oti.:\qpali ty pool habi-
limiting further gamefish
where
their
tat, historical habi tat quali ~iy' i ;;~: e:~;;:~:d: a:tii :6 'n, limi ted avail-
::~ ~~ t~ a::o:~a ~~:yd: :,~::~~:~~":'~,~:!:~:j: ,~, ; dri~'' '~ng1 pre s ·
ing sure
Percent optimum
4~:h'I't:a.t ·::ey·atl.uations
of the project reach
~:d~:::: ::::t,~:i!~::~~'~r:'::::::b~~ :~:h r:::o:~bi:::e~::~ity
the evaluations
':; ~l;~:di: : ~{~diicate
generally lacking
1966).
ii h : i i ~~e
that quali ty pool habitat is
Logan River and Beaver Creek (Adams,
The absence of quality pool habitat, which provides
important adult holding and juvenile rearing areas, could be
limiting further trout production in the project reach.
Studies were conducted along the Logan River (UDWR, 1973;
Helm, 1986) to determine the effect of bankside vegetation
alterations on trout and whitefish densities.
Study results
indicated that overhanging vegetation is a very important
component of Logan River trout habitat quality.
Road encroach-
ments and other riparian vegetation alterations made in the
19
�1930s and 1950s continued to affect local trout habitat quality and use during the early 1970s.
little effect on mountain whitefish.
The alterations had .
The habitat quality
reductions that occurred in the 1930s and 1950s could still
be limiting further trout production in the Logan River and
Beaver Creek today.
Data on stream gradients (moderately steep) and substrate
composition (primarily boulders and rubble with little gravel)
along the project reach suggest that quali ~,:;r!!'~;iypawning areas
could be I imi ting further trout productio:p"':' =*t1 the Log an River
and Beaver Creek.
Also, only four triqp't at;i '@.s,:. in the proj-
::tS:::::l:a::rg:::~:n:: :~:::f~:~:~::~,~~;::g~'~G:~~~,ns that may
~::r:~~~i::: ~:!:~ :!:~:n~S P;',:;~;;;;~~i,;t~:::r~r::~O::::us
fo~: : : :t;:h,~ 16~iEt~::>Eb:i ::d of the project reach
(Right Hand Fork to T.~fu;:fe::\~p:~k· ')i il: ~;ndicate that this section
was not heavily utiII;~:~d; ; ::/~~;~~:; : :~ ;:l!: ~~ople were observed fishing
there during all .: : $:f : : : :1: 9 : ~ ' '2: , ;' · :l!~;: : . Th~: i '~ data suggest that angling
results
(UDWR, 1982)
t
::::::::o:h::~,:~;::~;::j:~::'~'::::~ti:~w~~:~ ~i::c::::o:h:n r::::
stOC~::{;h~: " ! !p.,t6:g~am was ended above Third
angling p;~~~~re in the project reach is
bow trout
Dam in 1982,
current
completely
supported by naturally reproducing brown trout, cutthroat
trout, and mountain whitefish populations.
Therefore, angling
could cause a reduction in trout and whitefish production
along the project reach by removing more naturally reproducing fish from the area than in past years.
RECREATIONAL VALUE
The Logan River has been classified by the Utah Division of
Wildlife Resources as a Class II - High Priority Stream and
has been placed on the agency's Unique Streams List.
20
These
�actions by the UDWR reflect the Logan River's unique fishery
and aquatic habitat as well as the stream's ability to sustain high quality, wild populations of salmonids.
At the
present time the Logan River above the impoundments is managed' as a wild trout fishery.
A self-sustaining trout fish-
ery has numerous and relatively narrow habitat requirements
at various life stages; consequently, the fishery is sensitive to any degradation or alteration of water quality and
stream morphology.
Fishing pressure is also a key factor in
maintaining a wild trout population, and
managed appropr ia tely .
Throughout the state of Utah there
stream miles classified as Class
Logan River is also unique in
anqI~ ng
must be
./iiiiiii:://:'
api(': ;~:' : '~ i::;:~~" " 'JlUmber
Ii!!'ii~t.:/:~I/ii:t ishe;il i~:~.
tha~::i i ii ~: : i i;~'/~oth
of
The
a high priori ty
and an urban fishery.
Consubstantial.
in Table 7
future number
of
rise in fishing days
reflects the po~: ~ :~;ti' 6:~ /'increase in Cache County and metropbli tan Logan Ci ty'::ii6tV, 'r the last 35 years.
;
In addition to the river's accessibility to a large number
of anglers, it serves as a natural laboratory for Utah State
University.
The Logan River is used to train students in
fish and wildlife, hydrology, forestry, archaeology, geology,
engineering, and environmental field techniques.
Numerous
studies, theses, and dissertations have been carried out
using the river's environmental features.
21
�ECONOMIC VALUE
Although fishing pressure is heavy on the Logan River, excellent catches have been made
to 36 pounds).
(such as brown trout weighing up
The mystique of "big trout" combined with
the opportunity to catch the bag limit make the Logan River
a preferred fishery for anglers.
As such, the river gener-
ates a substantial amount of spending by anglers and is a
valuable economic asset both to the state of Utah and Cache
Valley.
:;:~: :n::::~yt:: :::~' t~:e::::~ ::;,¢~)~h::;:~" !;i:~;tt:: ::::~
.:~Pu.t'il1~(::;the
became a million-dollar fishery.
shown in the Table, more than $68
': ~il'tid'~'
Based QP '::\t h:e. ..
Logan River anglers.
~{; :v.~: i : 'l $
40 ~'year
period
will be spent by
length of 30 miles I
~:1i i~ll~~.: 8 : ;: : ::;f;6;r; : : :l~ :~{~ h mi leo f s tr e am .
Historical creel census .dat:9.- i' ~ ~l 1b:~f: ~;: : ; i:hat over 47 percent
of the fish harvested ./€i:;:e:;:; ;-e;kJ:~n·\b~J:ween DeWi tt Springs and
abou t
$ 3 0 , 00 0 was expend ed i
.the mouth of Beaver ~~'~:~.::.:'.:<:.:.:': :.: :;.": ":.,., : ,': ,;'.';':; ""'"
.:::::::;:::::::::::::::;::.
.:/:::':::;:::/::::::::;;:::;::.
':~:. .......
..
":::. .g:
':;:\'. ':~11~':::T ab 1 e
7
ESTIMATED.:. Pb.ST, PE.ESENT, AND FUTURE EXPENDITURES
·::l\SY:\l.\NGLERS ON THE LOGAN RIVER
Year
1950
1960
1965
1970
1975
1980
1982
1985
1990
Cost/Day
Ang~'~'~,: ,;·~;s
26,684
42,801
51,206
a
48,219
a
52,227
a
56,235
53,748
a
60,244
a
64,252
$
b
2.99
b
6.81
12.55
b
22.10
b
31.67
b
41.22
45.04
50.78
b
60.34
a UDWR creel census data and regression analysis
b UDWR annual cost factor and regression analysis
22
Expenditure
$
79,785
291,475
642,635
1,065,640
1,654,029
2,318,007
2,420,810
3,059,190
3,876,966
(r=0.87)
(r=O.73)
�Another economid factor is the investment value by .the state
of Utah.
From 1960 through 1980, the UDWR annually · stocked
the Logan River with brown and rainbow trout.
An average of
36,612 trout were stocked each year at an estimated investment of $732,000 (based on an average cost of $l/fish over
20 years).
Additional investment value has been made by the
UDWR and the Forest Service as labor and expenses for management and study programs.
BOT538/024
23
�REFERENCES
Abbey, L.A.
1974.
Memorandum to L. Jester concerning the
Logan Canyon highway route environmental analysis.
Utah
State Department of Highways.
Adams, J.K.
1966.
Memorandum to B. Reese concerning aquatic
habitat quality in Logan Canyon.
Contains the results of an
aquatic habitat inventory and percent
optiIl1~nxl!:
lations for the Logan River from Dewitt
habi tat calcu-
$P~~~gs
to the Beaver
;;;;;~::~:~;~:::: ~ ~;;:;~:;;:t;;:;~~~;;;h;;~~:::~;:;;l:;;;;::~
s
U
.: :\~~~!!;::::::>
er i es •
Car lander , . K.
Fishery Biology.
1969.
Iowa State
on Fisheries Habitat
Dunham, D.
of Past and
P~6ppsed
U . S. Fore s t
s~;£~:~~:~: ;; ;,;: ~:~;~~n,
Construction in Logan Canyon.
~j.9)lway
Utah.
Envirpnmental Protection Agency.
for water.
EPA 440/5-86-001.
1986.
Quality criteria
u.S. Environmental Protection
Agency, Washington, D.C.
Gosse, J.
1971.
Logan River Fish Survey.
Utah State Univer-
sity, College of Natural Resources, Logan, Utah.
Helm, W.
1986.
Letter to C. Forsgren (CH2M HILL) containing
unpublished fish electroshocking data for altered and unaltered sections of the Logan River from 1970 and 1971.
Utah
State University, College of Natural Resources, Logan, Utah.
24
�Utah Department of Wildlife Resources.
Results for the Logan River.
1982.
Creel Census
Northern Regional Office.
BOT538/025
26
�:/:::::::::;::::::::::::::...
'i : ", : i;: , ~: : : ,: : : ;i : ': li:" : : ":'i
'::11111:,/::'
�
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Aquatic resources technical memorandum, Logan Canyon
Description
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Aquatic resources technical memorandum prepared for Utah Deparment of Transportation detailing the existing conditions of the aquatic habitat, fisheries biology, water quality, the impacts and mitigation in the Middle and Upper Canyons and Rich County, and references.
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CH2M Hill (Firm : Salt Lake City, Utah)
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Aquatic resources--Utah--Logan River
Logan Canyon (Utah)
Fishery resources
Logan River (Utah)
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1987-03
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Logan Canyon (Utah)
Cache County (Utah)
Utah
United States
Rich County (Utah)
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1980-1989
20th century
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eng
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, Sierra Club, Utah Chapter Archives, 1972-1986, COLL MSS 148 Series VIII Box 27 Folder 4
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Text
LOGAN CANYON ENVIRONMENTAL STUDY
PUBLIC MEETING
LOGAN, UTAH
../
"
September 23, 1986
COMMENTS FOLLOWING CH2M HILL PRESENTATION:
Question:
I just wanted to ask why is this study limited to that
segment you showed.
Margaret Johnson: That was defined by the UDOT.
like to elaborate on that?
Stan, would you
s. Nuffer: That is correct, we are referring to the section from
Right Fork on over the hill to Garden City, and for a basis of comparison, the lower level of the canyon as well for certain types of
analysis as to what were the effects of some of the improvements.
Does that answer your question?
Question: Is it because this portion seems to have the greatest
concentration of problems?
"
'
S. Nuffer: As Commissioner Weston explained, there are certain
things that need to be done in that canyon, such as the bridge
replacement, and there are some identified areas that could be
improved so it was necessary to conduct an environmental study. So
the opinion was tp look at the canyon as a whole so we can address
the problem once and for all so the~e things can be done as the
arise.
s.
Barker: The portion of the canyon below Right Hand Fork has
already had improvement projects. So we wanted to focus our atten. tion on the other area that has not been improved.
Question: I was interested in your overlays. Do you also have
overlays of the traffic patterns for the last 20 years?
s.
Nuffer:
We don't have an overlay for that.
Question: How does that compare with your projected trend? What
is the trend for the last 20 years? Is there an upward trend in
the same fashion?
s.
Nuffer: The trend that we have projected there reflects about a
2% annual growth rate. This is a very conservative growth rate.
Much less than has been used in the past.
Rudy Lukez: I just wanted to point out a couple of things I mentioned in a discussion concerning this meeting, and also why the
public may wish to disregard this information. One thing in particular is the safety data. Last week we had a chance to look at
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the data and the conservationists reviewed it and we came up with
some serious flaws in it. At that time we asked that the safety
data not be discussed at this meeting. That was essentially going
to be our agreement for tonight, that the safety data that had been
collected and analyzed to this point was not correct. And so it
would not be proper at this point for anybody to make any conclusions or to draw any conclusions from that safety data until it is
better analyzed and better reviewed.
c. Forsgren: What Rudy is saying is basically correct. We have
not completed the analysis. We are looking at the accidents. We
are looking at the locations on the road that accidents may occur
in clusters, but we have not gotten to the point where we can draw
conclusions. The study done by UDOT several years ago identified
places in the canyon where we might look to do some improvements.
Their objective was different than ours. We are looking at a
different type of situation from a different perspective. So the
message we wanted to convey tonight relative to safety is that
these are the things that we are looking at.
Question: Based on what? You just said you don't have data to
look at and that is the third time you've said it.
C. Forsgren: All we are prepared to say is that at some places in
the road there have been more accidents in the past six years than
in other places. Whether that is significant or not, we haven't
determined. That is all we can say at this point. We have some
data that we had reason to believe was reliable, but in looking at
it closer, we now question it. The only thing we are saying now is
that we are looking at these things and when we are satisfied that
our conclusions are correct, then we will come out and say these
are our conclusions. And until we can say that, we are not prepared
to do so. That is, in essence, what we hope to convey tonight.
The only thing I can say for certain, and it is · just simply
there are places where there have been more accidents. Whether
that means anything, we don't know. We can't say that and we are
no~ going to.
And I appreciate Rudy bringing this up, because we
do not want to convey the wrong impressions.
R. Lukez: It might be worthwhile to mention that when accidents
are counted it includes everything from someone getting killed on
the one extreme to somebody running off the ditch because of
carelessness or going to fast around a corner on an icy road in the
middle of a blizzard. So you do get quite a range of accidents so
there is a corresponding severity index for that.
C. Forsgren: I apologize if we have created some confusion on that
and if you want to jump on somebody, you can jump on me. At this
point all we want to tell you is what we are doing and not what we
have concluded, because we have really not concluded anything.
Page 2 of 16
�R Lukez: The only thing we wanted to make sure was pointed out
tonight was that the data which has been used to this point to make
projections out to the year 2010 is not good data, that the data is
very scattered and there are a lot of conclusions you could draw
from it. Using straight linear
techniques such as they
used tonight you are able to come up with the corresponding numbers
that they have and from there they are able to draw upon that data
and come up with various conclusions for the current levels of
service that are defined by the government from A to F.
(
c.
Forsgren: We might point out that the numbers we are talking
about are summer numbers.
.'
R. Lukez: Yes, that is correct. It is important to realize that
we are talking about summer numbers used in traffic flows and
projections for the future - that is through the three summer
months and that is heavily weighted by the data from the 4th of
July Weekend, the 24th of July Weekend and by Labor Day and from
Memorial Day and several other scattered weekends. So you are
looking at trends that are very representative of major
recreational highways where people are going to recreate for the
weekend. They are going to another recreational destination and
because of the way the numbers are sort of skewed, especially along
those holiday weekends, those peak periods when everybody in the
world is travelling, it helps to determine the various design
hourly volume rates and then you can get those levels of services
that some are very scary, no doubt, in the 'E' range. In this
case, I believe we are shooting for an ideal level of "C" service
when doing the mathematical analysis.
So I think those are things to really keep in mind - the safety
data is not complete and no conclusions should be drawn from it at
all, and the 1.9% figure is all based on statistical data which is
not very good data. When you start building statistical correlations you don't come out very well. Also, the 1.9% figure is a very
low number. I keep hearing from UDOT time and time again, "Gee, we
like to see 4% or 6% as a growth rate in order to design new highways." So that's another thing to keep in mind, it is very low,
and depending upon how you interpret those numbers you can come to
many different conclusions, and when you are talking about levels
of service and you are hearing "D" or "E" level of service keep in
mind that it is based on busy summer weekends, and only during
those summer weekends.
C. Forsgren: One thing that hasn't been decided yet is the level
of service that we want to achieve. That is one of the purposes of
these meetings, is to try and establish what is it we want. Do we
want "A" or are we willing to live with "B" or "D" or something in
between. This may be a little confusing to you, but one of the
objectives is to find out what are we going to live with up there,
or what do we want to have in the way of services. - Is it alright
the way it is, can we live with the delays which we are experiencing, or can we live with something substantially more in terms of
delays, or do we want those eliminated. We are focusing our atten-
Page 3 of 16
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tion on June, July and August. These are the months
volume, and we are selecting a design hour volume in
ing a number and saying this is what we are going to
handle. It is a number that represents a fairly high
traffic and is also fairly representative.
of the most
terms of picktry and
degree of
Comment: This is more of an answer for the data that was used for
the traffic flow.
It started in 1973 and went through 85. 1983
was deleted because there were problems with the counter. That
gives you the number of years that were used. As far as the
someplace between 60 and 70%
for the variation.
R Lukez: The R square value is very important in any way you
represent this data. I guess also, as a matter of interest, I
uncovered some data yesterday which goes back to 1937 for the
canyon. So there is now complete data available going back to
1937.
Question: (Ronald Laneer) Yes, I realize that your analysis is not
complete but I've looked at Graph No.3, the safety graph, and I
have compared some of the results with an accident analysis that I
did a long time ago in 1971 using the first four years of data that
was put on UDOT's computer and, therefore, was uniform. And there
are some things that I became aware of as a result of that analysis
that agrees with this safety analysis, but there are also things
that seriously conflict with you. The one place we agree is that
the most common kind of accident is running off the road. Something very illogical is that you are not looking at the relationship of running off the road with seeing the road. The Logan
Canyon Highway is more visible than it has ever been. It has quite
a few yellow center lines, white curb lines and warning signs and
reflectors that have just gone up in the last couple of years.
There has been a great change. We also have very good surface on
now. During most of the 1970s and until two or three years ago the
road was a shambles and I've heard several people say that maintenance was purposely left "undone so the road would get so bad that
the highway department would have to go totally through it.
"
'I.~
But the point is that the road , that you are analyzing now that is
so bright and so visible has not been that way during the period
for most of these accidents that you are analyzing. And I also
agree with your data that show most of the running off the road
accidents are cars going down hill. I think that if you will look
at visibility conditions, what time of day, you'll find that a disproportionate number of those happen at night, many during the
winter time. The road has not been visible. The highway department used to begin the Logan Canyon Road at the intersection of 4th
North and Main and during the 40 year period looking at 399 accidents between that intersection and Garden City, 47% of them took
place between Main Street and USU campus. So just to give you an
idea of the rather low magnitude of the accident problem in terms
of accident numbers in Logan Canyon. Rather or not that is exactly
true, I don't know, but it might indicate that if you had $10,000
Page 4 of 16
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to spend some turn stoplights at that intersection would do a lot
more good than in Logan Canyon. One thing you don't seem to have
done is to compare accident rates by month or accident numbers by
month. In 1971 I found that at looking at a couple of hundred
accidents that the numbers by month were relatively the same.
There is almost no difference from month to month, even though the
traffic volume for July is more than 12 times the volume for February. Which means at that time you were 12 time safer to be on the
highway in July. You are making assumptions I think that there is
some relationship between safety and the highway and some mathematical flow principle that you are seeing traffic on the highway
being similar to liquids flowing through a pipe and the idea is
that if you can keep the flow smooth and at an equal rate that will
be safer. The low number of accidents during the peak periods of
summer, I think belies that. And another thing that is not being
done is to select out not the sections only, but the most serious
accidents, the ones that result in fatalities or just injuries or
just those which an ambulance had to be called out for which are
separately accounted for on the UDOT computer, and find what common
factor you can find for those most serious accidents, rather than
just looking at the accidents pretty much quantatively regardless
of where they happen. Certainly, that is important but the seriousness of the accidents is as important as the number of accidents, especially since the majority are running off the road and
colliding with the bank or rocks. It was not mentioned that the
accidents usually result in a little bit of property damage but no
physical injuries .
.f
Don Hueffner: I'm from Rich County and I've got two questions and
I want to ask them both. One is first that about 1/3 of this road
you are talking about is located in Rich County and hearing you
talk about the people who are on this committee I did not hear of
anyone who is representing us. Maybe someone was · asked I don't
know about. My next question is that so far most of what has been
said is that Logan Canyon should be used as a destination instead
of transportation. If that is the case, and that'd be fine with me
except that 80% of the people that use it who wouldn't be taken
care of. In other words, would it be possible to funnel that 80%
through Cottonwood Canyon and to Ogden rather than through 'Logan
Canyon? Is that being considered?
Sheldon Barker: The I.D. Team was not really created to try and
get geographic representation. As I went through the list what we
were trying to do was to get technical specialties, fisheries
biologist, landscape architect. We were not trying to get geographic representation. That was not the goal. Really, outside of the
Forest Service, the consultants and UDOT the only groups on there
are the environmental groups with their technical input.
Page 5 of 16
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D. Hueffner: Can I make a comment? Out situation over there is a
little different than Cache County because so much of our business
relies on what is done over the canyon. And so some of this technical data and some of the things which we may do will have quite
an impact on these projections. Also, what you decide will have a
great impact upon us.
s.
Barker: We certainly want to solicit your input. And in
addition to the meeting we are having here tonight we are in the
process of arranging a meeting in Rich County so you don't have to
travel all the way to Logan so you can as a group be represented.
r
M. Johnson: I would like to say one other thing and that is that
in completing the environmental analysis at what ever analysis it
is done, the plans that you may have for a convention center or
what ever other development you may have for the Bear Lake area
will be entered into the impacts of the road as well as the needs
for the road. So those concepts are not being brushed aside simply
by some lower percentages for growth in the future. These
percentages for growth, someone said are very low, and that is
true, they are very conservative, but in the current economic
conditions, I think that is very realistic. If conditions change,
then yes, things have to be evaluated again, and if Bear Lake area
starts developing, if Rich County starts developing, then the
projections we have need to be reevaluated. But, growth will not
be discounted in the environmental impact analysis. He had another
question: The question about finding another throughway of routing
the traffic that now occurs in Logan Canyon through some other
route. Would someone with UDOT like to answer that?
Jim Naegle: Any viable alternative would be looked at. The first
observation we have is that it is not one that comes forward as a
benefit at this time. Two decades from now that may not be true,
but at this time we do not see immediately that an alternate route
.separate from the canyon is going to be the answer. However, it
will not be discounted, it will be looked at, but at this point our
concentration is on the canyon. We are pretty well going to stay
with the canyon with the money we have.
Question:
I get the impression that the major concern between
and safety is the environmental impact on the canyon. My
question is there seems to be a lot of concern about the reliability of the data. My question is have their been environmental
studies done on impact of the road as it exists now and how reliable is that data? What specific species have been impacted by the
road since I don't know when, and over what time frame, so forth?
M. Johnson: I think you would call that a post audit assessment. I
certainly can't answer that question, whether there has been one
done I think UDOT would have to answer that one.
Page 6 of 16
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UDOT: There are a lot of things that can be considered. What has
been done in the past is not the main issue. The thing we are most
concerned about is if there are changes made how will they impact
it? And we want to impact it the least possible to get what is
required or recommended, so we don't spend our time in evaluating
what has happened we are really looking forward and want to make
sure that things are not impacted that shouldn't be impacted. So
we are looking forward and not back at what has been done, only as
it comes into play and what we might be able to learn from it. If
w~ find something that has been impacted, it will certainly be a
lesson to us as to how to handle the impacts of the future or in
changes in what we might recommend.
M. Johnson: One slight comment on that, and that is that NEPA is
to identify what impacts are going to occur from a project so that
everyone is aware, to provide information and then incorporate
public input to make decisions about what projects should be constructed and which ones shouldn't. And as stated at the beginning
our job is to balance the various interests, and certainly there
are a lot of them, especially in this case.
(
,
Richard Bean: I am a Logan Business man and my. name is Richard
Bean. There are four canyons between here and Yellowstone and it
seems to me that a study of this canyon in relation to the other
three that come to mind would be useful because the end destination
of a lot of vehicles that use this canyon is Jackson or Yellowstone. Maybe not in the depth that you are going to study this one
but in the relative traffic flows, you might want to look into
that.
CH2M HILL:
So there is no mistake will you identify those canyons?
R. Bean: I drive them every year but I don't remember the names.
Snake River Canyon down from Hobach to Alpine, Canyon out of
Montpelier, and then there is another little canyon by Star Valley.
S .' Barker: I appreciate the clarification because I thought you
were talking about alternates to this canyon instead you are
talking about ones that complement this canyon.
R. Bean: A lot of people who use this canyon use those others and
my feeling is that all of those other canyons have better traffic
lows than this one. So I think that should be looked at.
Wendell Anderson: I would like to make a comment along the same
line. From Main and Center in Logan to Sage Junction if you went
over Blacksmith Fork it would be ten miles shorter than it is here,
It would 500 feet lower in elevation than going through Logan
Canyon and there certainly would not be all of the bridges you have
to build. I think that should be considered.
Page 7 of 16
�Question: I have a question here and as for improving roads for
safety, that is not a decision you are ready to make at this time.
Other things that you might want to improve the road for, maybe to
save time, how much time is saved? Another thing mentioned was the
where road kills (animal kills) occur, and they occur more at the
top of the mountain and if that area of the road is improved won't
the road kills increase at a much faster rate? You have projections for many other things
M. Johnson: Let me state from the beginning that never in the
presentation that I made did I mean to infer that improvements
should be justified on the basis of the accidents, because as I
said our analysis is not completed yet. What I said was UDOT's
1982 study indicates certain things and in locating the accidents
that have occurred on the highway, which have nothing to do with
the number crunching, it appears that some sections have more
accidents than others. That is a very obvious conclusion that you
can draw. But we are not trying to justify improvements now or at
any time on the basis of the information on accidents that we have
now. In any environmental analysis that is done something such as
road/animal kills would certainly be evaluated. That is a factor
that would certainly need to be considered. So I certainly don't
mean to brush that off, but that is not the point where we are at
now so that will be done before any improvement is constructed or
made.
C. Forsgren: We haven't recommended any conclusions based on
safety. In fact, I don't know that we've really said that the road
needs to be improved. I think what we are saying is that if we
want to do some things then we need to make some changes. But I
don't know that the decision has been made that we want to do those
things. It may be perfectly acceptable as it is. If that is the
case, we will go ahead and fix the bridges.
Question:
What is the time savings by making improvements?
C. Forsgren: It depends on what improvements we make, and there is
quite a range. We are not here to tell you what we think we ought
to do. We are here to learn. Do you want something done? Is it
acceptable? We can make certain things to make minor improvements.
We can do more things to make bigger changes.
Question: I was just asking why I might benefit from have it
improved. Will I be able to drive from here to Garden City
quicker, and if so how much quicker will that be?
M. Johnson: That is another thing that will be considered in an
environmental analysis - the time factor, the benefit is an impact
that will be examined.
Page 8 of 16
�(
C. Forsgren: We haven't got that far but I can tell you some
things in general. It is not a proposal, it is just sitting around
wondering what if we did this, what would it mean in terms of level
of service. If we were to go into the canyon right now we are
looking at about 11 foot traffic lanes and
foot shoulder areas.
If we were to make those 12 foot lanes and 4 foot shoulder areas
then you reduce the percent of time people would be delayed from 75
to less than 60. That may give you a feel for it.
Question: How long would it take to go Logan to Garden City in an
average day?
C. Forsgren:
We haven't figured that yet.
Comment: I've done some calculations and if you could drive to
Logan from Garden City
it would take about 55
minutes to get there. If you changed that road to 50 miles an hour
for the whole way, which I think is quite optimistic, it would take
approximately 38 minutes for a 17 minute saving.
Wendell Anderson: I just want to make one suggestion in terms of
terminology here. There has been talk about any change as improvement. You might talk about change rather than improvement, or if
you want another word that is loaded use bulldoze rather than
improvement.
M. Johnson: Improvement is common terminology.
offended you.
I am sorry if that
Comment: My name is Ted Seeholzer from Beaver Mountain Ski area and
I'm the last person that wants to see Logan Canyon become a four
lane highway, but we do need some work done on it very soon. There
are some damn serious places in that canyon and I've had family
members who have been injured because of severe turns, and I'm sure
a lot of you have. I have some other concerns other than that and
I'm associated with the visitor business and have been for quite a
few years. Right now the Utah Travel Council, and Bridgerland
Travel Association along with people from Garden City are trying to
really promote the visitor business in Cache County, Logan Canyon,
Garden City, Montpelier, Jackson Hole because Jackson Hole is a
drawing card. Every kid wants to go to Jackson and be a cowboy and
dad wants to go and get drunk. So we are really promoting the
visitor route through this valley. If you think the business
industry isn't viable, it comes to somewhere between $34 million
and $36 million a year in taxes. That is money that you and I
don't pay. And it is damn important to have a good travelable road
that these people can go on. Not at 65 miles per hour but a road
that those that need to get around can get around. 3% truck load in
my estimation is a very heavy truck load. Those people slow up
traffic. All of us are not Sunday drivers. I make 200 trips a year
through that canyon and I'll promise you one thing: You have to go
at 3:00 in the morning, if you don't want to be slowed down you
can't get around traffic. I realize in our projections we have
picked peak holidays, but in my case in the winter, you can pick
Page 9 of 16
�/
President's day and I'll promise you there is bumper to bumper cars
from the mouth of Logan Canyon. And that is a dangerous time of
year, the highways are slick, some people don't use good judgment,
but we have to allow for those types of drivers. You and I can not
drive every car. We can not make John, Jane, and Jim drive with
intelligence. I think that it is up to this organization to use
good judgment in helping those type of drivers navigate
I just want a good road for those who are good drivers, for those
who need to hurry a little bit and its very important that we help
the business industry in this valley.
Question: Who started this whole process? The last I heard UDOT
was basically out of money. Would you explain the procedure?
M. Johnson:
I'll certainly let UDOT respond to that. Let me say
that economic assessment of the environmental assessment determines
how much a tradeoff of improvements versus the possible economic
benefits that may occur.
UDOT: The question on economics is certainly an important one.
What this team is going to do is to develop a transportation plan
for the canyon. When that is completed and the environmental
assessments are done and accepted no matter what that plan may be,
then UDOT will look at that and designated it as to what should go
first and what can wait. Certainly parts of it ought to be done as
soon as possible and other parts may be able to wait. But any
action we do take will be part of an overall and published plan so
the public knows where we are going from this point. It may take
one year to complete this plan or some other unspecified time
frame.
Comment: My name is Russ Goodwin and if I could just follow that
thought up somewhat I would propose to UDOT that a much more pressing need exists for a good four-lane road into Cache Valley from
the Interstate. Looking at improvements through the Logan Canyon
are a bit premature, in my opinion. We need to be looking at this
type of road into Cache Valley.
UDOT: The purpose of the UDOT is to consider the conditions of all
state routes, and there are plans being made to widen the roadway
from Brigham City to Logan to possibly 4-lanes. There is a study
being completed and some decisions will be made soon.
Question:
My name is
of Laketown over in Bear Lake
and I don't know if I talk for them but that is who I am here with.
And I'm going to chastise the group because they said they met with
town officials this morning and we didn't know about it and we may
not be very big but we think we are important. The other thing, in
comment, as we look at the environmental study, and I'm sure you do
this, and I'd like the environmentalists to remember that humans
are a part of our environment. I work on an ambulance out of Rich
County and have done for six years, and if you want to have a real
experience, do CPR on somebody on the 4th of July coming through
Page 10 of 16
�Logan Canyon. The people we work on are usually from Cache Valley
or down on the Wasatch Front. And it is a tremendous challenge
coming through those bends being very surprised when some tourist
stops when they see the red light down in that lower section and
there is no where to go. So we have to come to a quick stop, begin
doing whatever we were doing again, working on the patients.
Our own families livelihoods rely totally on Cache Valley. If you
look at the economic money, most of us in those communities up and
down Bear Lake make at least one trip a week into Cache Valley, to
grocery shop, to see doctors, to buy tires, buy farm machinery,
implements. Our livelihood relies on Logan Canyon and so most of
us we don't get to drive maybe as much as Mr. Seeholzer, but darn
near as much. And we are interested, we were excited as we read
that there were studies going forward to improve, whether it takes
a little bulldozing or not, to improve that canyon to get us into
the valley easier. We don't want to slow down those that like to
see the canyon, but after you have seen it as much as most of us
do, we don't pay that much attention to it, we want to get here get
our business done and get back home to our families. And that is
important and I hope that the UDOT will come in and solicit our
governments help, and also our people's comments because I think
you'll find the people of Bear Lake love their environment, they
live over there in no man's land because they like to be away from
people and because they enjoy that country surrounding. It is not
a great economic place to be, or looking for a future for your
children, but we are working on that. We do enjoy the environment,
but we need to have some of these facilities for our use as well.
(
And I would like to see bicycling taken into consideration. I've
about ran over I don't know how many bicyclers coming down the
canyon. They go slow around a bend. They need a lane. I'd like
to put them somewhere over on the hill and give them a nice little
two way path to ride on. That is really becoming a concern of
mine.
That's our feeling and I hope you'll use it.
John Wise from the Herald Journal: I'd like to know why a separate
meeting was held for the local officials prior to this meeting and
no announcement was made available to the local press here.
M. Johnson: I think the comments that were discussed in the
meeting were about the various users of the highway. The people
that use the highway for recreational purposes, the people who use
it for regional transportation coming from Bear Lake Valley to
Logan and one other group. The purpose of it was to try to
establish what their feelings were as to the priorities for the
canyon.
CH2M Hill: That is a loaded question, but let me try and answer
it. Maybe we were somewhat naive, but what we are trying to do is
to get all the people we can. There was no intent to limit the
people. The point is that we are in no way trying to limit the
input. We are trying to get as much input as we can. In some ways
Page 11 of 16
�it was easier to attend a meeting at 4:00, there was a little
different type of people there. We are going to have a whole
series of public meetings. Our intent was never to exclude anybody
and if the media would like to be invited, that is fine too. Call
it oversight, whatever, we were trying to get all the input we can.
M. Johnson: One thing I might also add is that at the meeting this
afternoon there were a great variety of opinions expressed just as
there have been tonight. It was not one sided towards any interest
group.
Question: I would just like to know how much money UDOT is paying
CH2M Hill to do this study. How much is it costing and how many
manhours or people hours does that involve?
UDOT: It is correct that UDOT did hire a consultant to take an
objective look at the study and we are paying them money to do it.
They don't work for free. The contract amount is in the range of
$500,000.00. It is by no means inexpensive.
Question:
Would that be for this year?
UDOT: That covers the term of the study and we mentioned that the
study should be completed in June approximately of next year.
Question:
How long has the study been going on?
UDOT: We initiated this about June of 1986. So it will be approximately one year. As far as manpower estimates, they have been
completed but I can't quote what they are. They were submitted by
the consultant.
R. Laneer: I would just like to suggest that one of the groups
that you consult that doesn't often get consulted be the highway
patrol. I've talked to some of them and they have their own points
off view on increasing speeds on Logan Canyon and other highways.
And what they have told me is that even though they are a part of
state government, they don't normally get consulted. So I think
the local highway patrolmen who have had experience in Logan Canyon
would be valuable.
(
Comments: My name is Lewis Polk from Montpelier which, of course,
is on the other side of the state boundary. But we in Idaho also
have a great investment in the 89 project. It is my opinion and it
has been for a number of years that Highway 89 needs a tremendous
amount of work. It is a safety problem. I'm in the type of business where I get a report card on that highway almost every day.
Some of the travelling people coming through from back east or
wherever as they stop in Montpelier (and I am in the hotel business, I have two properties in Montpelier), the kind of report
stating, "My Hell! Where are the guard rails?" or "My Hell!, Where
is the asphalt?" or any number of combinations and some worse than
what I just used. It is my opinion that something really does need
to be done with Highway 89. It is in a serious condition. And I'm
Page 12 of 16
�./
not saying that Idaho is in great shape either.
I'm here just to
see what happens here because I would like to go to Idaho and say
"Hey, we have a problem too." Wyoming has taken the challenge and
Wyoming has improved their highway and it is already proved to be a
significant savings factor in human life in the work that Wyoming
has complete.
I also served for the last three years in the Idaho Travel Council
so I have a little bit of travel background in me, about 15 years
in the lodging business. I just completed a year as the Chairman
of the Idaho Travel Council. Travel figures and travel peaks are
not declining, they are increasing. So the caps that CH2M Hill has
come up with I think are conservative.
2% to me seems to be a
little conservative. I hope it is conservative. In these states
we seem to be economically impacted and travel seems to be one of
our saving factors. I would like to see us begin to invest in our
futures, both Utah and Idaho and develop these highways and improve
these highways, make them safer, maintain the traffic patterns that
we have and do a better job. Logan Canyon is certainly nothing to
be ashamed of. It is. a beautiful canyon. I don't want anything to
happen to Logan Canyon simply because the comments about the canyon
are how wonderful and how marvelous and how unique!
It does have
environmental impact on anybody who comes through it. Everyone
enjoys it. But nobody enjoys it when their family and friends are
being marred or are injured or even killed in those canyons. So
that's my interest in coming to this meeting and I wanted to let
you know I am out of state, but we do share an economic bond here
with Highway 89 and we need to do something desperately with it.
/
One other comment, in the hotel business in Montpelier, questions
have come up to how this study was done and what is being asked.
And I remember just getting into the hotel business with my father
years and years ago and CH2M Hill was around then and doing studies
at that point in time, and about two years ago I had a chance to
sit in on a review of a study program with power utility company
and heard some of the praises for CH2M Hill. They are a reputable
'company and the state did hire someone with the proper background
to come in and make an objective analysis of this kind of a
project.
The other part of this is that the level of service and capacity
have been talked about a little bit. The level of service is not
up to par and the capacity is not either.
If it is now it
certainly can't be for future growth of what I think Bear Lake is
going to need, what Jackson Hole and Yellowstone, and what Utah is
going to need. Utah has more national parks than any other state,
I believe. You are going to have more travel, you are going to
have more traffic. Prepare yourselves so it is not a problem for
you. Get ready for it now, if it is not already a start of being
too late.
(
Question: (Comments regarding Logan Canyon becoming too much like
Ogden Canyon, Provo Canyon and Weber Canyon)
Page 13 of 16
-::1
�(
Question: I've heard a lot of talk about the actual traffic flow,
I guess my question is to the people of UDOT, and that is why isn't
there more encouragement of the use of pullovers for slow moving
vehicles. I'm thinking particularly of some canyons that are a lot
like Logan Canyon in Idaho in Payette Canyon and the Salmon River
Canyon where there are a lot of pullovers like there are here but a
quarter of a mile before the pullover it says "Please use slow
moving vehicle pullover coming up." Every time I'm in a traffic
jam up there I always wonder why Utah doesn't do that. I know they
probably don't have a law to make it illegal to stack up cars like
a lot of western states do, but I think a lot more could be done in
the use of pullovers. I think they unjam traffic a lot better even
than a third lane does. So I would like to ask them why there
isn't more encouragement for the use of that kind of thing.
S. Nuffer:
I think what you have identified is one of the alternatives that we will be looking at.
Question:
It seems less expensive than other alternatives.
S. Nuffer: We've had experience with some of these kinds of things
with mixed results. This would need to be coupled with
enforcement.
Question: There are a lot of timid drivers who won't just pull off
into one when they see one. They need the warning that it is
coming up.
M Johnson: I heard an interesting comment in regard to the
proposal this afternoon. This was also raised at the earlier
meeting that was referred to by the press. One problem is that if
people pullout, they have a problem getting back into the line of
traffic. Now I'm not saying that is insurmountable, but all of us
if we are driving in a canyon, for Pete's Sake let someone back in
if they have pulled out to let traffic move on.
Comment: Usually they are quite clumped up.
back into the traffic is a problem.
I don't think getting
M. Johnson: Any other ideas as far as alternatives that might be
considered? As we have said we have no preconceived ideas of what
should be done in Logan Canyon. We have identified what we think
are problems, but as far solving those problems, that remains open
to the next task of study.
R. Laneer: Just a point of view, accidents and safety on the
highway shouldn't be looked at as strictly an engineering problem.
It is a behavioral problem. Accidents take place because people
respond in certain ways to the hazards or conditions of the road,
especially regarding such things as pullouts and passing lanes and
so on. And I don't think engineers are competent to predict the
Page 14 of 16
�(
behavior of people. I don't see you strengthening your team by
having anybody on it who is competent on how people behave on the
road. And I think engineering solutions and problems of that kind
are never going to get down to be bottom of it.
M. Johnson: Thank you.
looking for a job?
That is an interesting point.
Are you
Question: I would like to know how many highway projects CH2M Hill
has worked on.
CH2M Hill: They are so numerous I could stay here all night and
flick them off.
M. Johnson: I know we are presently working on one in the Boise
office and just completing the Broadway-Chinden connector which
connects the freeway into downtown Boise - 40 to 50 million dollar
project. Interestingly, the project engineer on that project
previously completed a major viaduct system in the San Francisco
Bay area and this was a project that involved not the same types of
environment we are dealing with here, but a very sensitive urban
environment. Consideration for impact and mitigation measures had
to be incorporated into the project, so the company has had a great
deal of experience dealing with sensitive highway projects.
R. Lukez: It might be better to explain how many projects you have
worked on similar to Logan Canyon.
(At this point a brochure was presented to Rudy Lukez.)
R. Lukez: I'd just like to add a couple of things. A couple of
times during the discussion the term environmental analysis has
been used. For those of you who aren't familiar with the NEPA
process from 1970, that decision hasn't been made yet to do an
environmental assessment or an environmental analysis. There may
• even be an environmental impact statement done later on down the
road. As an ID team that still has to be decided upon - exactly
what the final is going to be. I personally prefer the term
environmental study because it doesn't have any technical
connection to it yet.
The other thing is a couple of people mentioned during this time
they are concerned about people getting killed on the highway and
I'm sure everybody will agree that we don't want to see anybody get
killed, but we have had very few people get killed over the highway
the past number of years and it turns out that one of the most
recent deaths on the highway now is being arraigned in one of the
local courts as a murder charge.
Question:
How many deaths have occurred in Logan Canyon?
Page 15 of 16
�R. Lukez: I think the number of deaths is very low, perhaps 5 or
6. An interesting comparison was done during the 1979 activities
of safety. It showed that the most dangerous part of the highway
was the section that was improved up to Right Hand Fork, by a
considerable amount, and that afterwards, the highway was much
safer and a lot of the highway patrolmen that were interviewed
during those studies said that it was primarily because people are
a little more careful when they know there is an unimproved highway
ahead and that they won't speed up and pass people at those times.
(
M. Johnson: Since we haven't completed the analysis I don't think
we should draw any conclusions, second, I think it is very
important that we provide you with the findings that we ultimately
come up with. We do have a mailing list for the project and we
will be sending out the information to the people on our mailing
list.
I would like to mention our other public involvement attempts that
you can use to get information or make comments on the project.
Valley Engineering is our subcontractor and we try to make information available to Gale Larson of Valley Engineering. We have
produced fact sheets, summaries of the project and given them to
Valley Engineering, libraries, UDOT and CH2M Hill. We are also
trying to find a location to spread the material in Rich County
area. Any of you who have stated that you are from that area
tonight you might just let me know what would be a good location to
place information about the project in the future.
/
I want to say we are going to have additional meetings; we have
tentatively talked about a meeting in the Rich County area.
I
think there have been some comments made tonight that will make us
further evaluate that possibility. The next step that we have is
development of alternatives. And I assure that those alternatives
will be very wide in scope. I mean we are not going to come up
with just ideas for bulldozing Highway 89 through Logan Canyon.
Most of all, I want to say that all of your input is appreciated. I
don't care if you are arguing with our figures or not. As has been
stated in a local newspaper it is the questions that keeps us
honest and I can assure that we at CH2M Hill are very concerned
about our integrity and our credibility as our information goes.
If you have a question, please let us know.
Jim Naegle: Let me make one comment. UDOT went through an extensive process in selecting a consultant and we are very satisfied
with the competency of CH2M HIll.
Meeting was adjourned.
Page 16 of 16
~( .
�
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Logan Canyon Environmental Study
Description
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The transcript of a public meeting held to answer questions concerning the devleopment of the Logan Canyon.
Creator
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CH2M Hill (Firm : Salt Lake City, Utah)
Utah. Department of Transportation
Contributor
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Johnson, Margaret
Barker, Sheldon.
Lukez, Rudy
Laneer, Ronald
Huffner, Don
Naegle, Jim
Bean, R.
Anderson, Wendell
Seeholzer, Ted
Goodwin, Russ
Wise, John
Polk, Lewis
Forsgren, Clifford
Nuffer, Stanton S.
Subject
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Logan Canyon (Utah)
Roads Improvement--Utah--Logan Canyon
United States Highway 89
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Administrative records
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CH2M HILL
Utah Department of Transportation
Date
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1986-09-23
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Logan (Utah)
Utah
United States
Cache County (Utah)
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1980-1989
20th century
Language
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eng
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, Sierra Club, Utah Chapter Archives, 1972-1986, COLL MSS 148 Series VIII Box 27 Folder 10.pdf
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View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390</a>
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Libraries Photograph Curator, phone (435) 797-0890.
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Highway 89 Digital Collections
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Text
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MSS148VIIIB27_Fd10_Page_1.pdf
Highway 89;
-
http://highway89.org/files/original/f0be29538f634e213c75e8b903ea2c8b.pdf
e774099549098bc4488a943fa80f3ff5
PDF Text
Text
LOGAN CANYON U.S. HIGHWAY 89
LAND USE TECHNICAL MEMORANDUM
Prepared for
Utah Department of Transportation
Prepared by
CH2M HILL
Salt Lake City, Utah
March 1987
BOT538/031
�CONTENTS
Introduction
Me·thods
Existing Conditions
Recreation
Grazing
Mining
Logging
Other Uses
Planning and Zoning
Impacts
Middle Canyon
Upper Canyon
Rich County
Mitigation
Middle Canyon
Upper Canyon
Rich County
References
Access and
Appendix -
BOT538/032
ii
�INTRODUCTION
This technical memorandum describes existing conditions,
potential impacts, and possible mitigation measures for land
uses affected by proposed improvements to U.s. Highway 89
Logan Canyon between Right Fork and Garden City, Utah.
The
proposed project involves road improvements through various
alternatives, such as replacing bridges,
introdu~ing
g
lanes, developing parking areas, modifying
~rttersections,
:::r::::::::: 2:h: r:::. 28 -mile prOj~t';:i; : ~:::~';~:: " d~
f
cacJ#'~ : 'l:~: ~. ;firi~pnal
way 89 lies wi thin the Wasatch
ure 1).
Land use in this area is
l'i~~.'i"~~~·
passing
u. s.
High-
; 'cii'est (Fig-
to uses permi tted
wh.'IG: h : ;':'~:!lc::fuJ;@ ;~ ~, recrea tion, Ii vestock grazing, logging, and m{~. li~'~;f~;; ·: : : : :Re: ; ; i: ~ation is the primary use of the Logan Ca.pY'd'n ::. a;~ ~:J<;::::,;'/~: ~'~eral stretches of the
highway north of Tony .:, :G'~;6';=~';l i ~a$.~:~ ~ ~l :~brough private lands.
The
by the U. S. Forest Service,
~::::a~::~:~:~~,;~:;:~~:~~:;'!.~~'or~l:~~:'~';~~~::~~::~ ::::::;=!::Chl
t
own~:dll f.;;: l; ~~cep~
and the G~£.4:~h:: ':P:{:~y
privately
Forest
mile west of town.
one small section of the National
public cemetery located one-half
'::1;;:;::/,::'
BOT538/020
1
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B
L
A
R
A
/(
E
... ..... ....... . .
. . . ..... . ......
......... . .... .... .
.......... .... . . . . . .
. . .. .
•• • .00 . . .
,
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EL rJ [
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B21163.FO
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//.////{/
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SCALE IN MILES
o
.
\. _ ~.'
',"
2
3
r::::: :d
U. S. FOREST SERVICE LAND
PRIVATE LAND
Figure 1
LAND OWNERSHIP
U.S. 89 - LOGAN CANYON
LOGAN CANYON U.S. HIGHWAY 89
LAND USE TECHNICAL MEMORANDUM
�METHODS
Land uses in and near the proposed project area were described
based on a review of available literature and data, observation of the project area, and conversations with agency personnel and other knowledgeable persons.
Potential land use
impacts were identified based on the type of improvement
alternatives (including the no-action alternative)
that have
been proposed for the three proj ect sections,;;:JMiddle Canyon,
Upper Canyon, Rich County)
from issues anq;:;;:,s:p;ricerns identi-
fied during the public scoping process, .:,il~q:.·:::fil;om comments
:~::i~::~:~;::~ ;~:~::::~~P:::::~:,~~~~~:~;~~':'~::~:::~:::Si
:~:~:~:t~:::~ts associated wi ~\';': :::;: ,":'~:~:;:~:'~S improvement
BOT 5 3 8 / 0 2 0
"<: ': ~!':" :'".: .:; .:'; :"'.:"' : ",: ",:" :; " , : ,
.:::::::::::::::::::;:::::::::;.
' ' :' ' ';';':' '::':::',:::::::;:;::::It:'::):"'''''''"
3
�EXISTING CONDITIONS
RECREATION
The Wasatch-Cache National Forest receives the greatest recreational use of all National Forests in the nation.
In
1981, the entire Forest received 6,730,000 visitor days of
recreational use.
Logan Canyon recreational use in 1981 was
visitor days, or about
perc~pt
of that for
the entire Forest. The Wasatch-Cache NatJ¢~i~;i Forest Plan
emphasizes the use of Logan Canyon for
pe9r;~i:~ft.:ion.
shows recreational use in Logan
Table 1
the pre-
sent.
~:::::t:O::1 b:p i::;:: ~i ;~;:~;";~:~~;~on include camping,
:::::::: :
sight.~~:; :1h~:;;! ... bii~.yi¢.ling, hunting, and picnicking.
Winter recr:~;~E; ~; qri'~1:: : :~: p~~6~tuni ties are downhill and
cross-country ski.t.,ng: j: : : : ; ;riQ:~~bi· :i :i ;~g, snowshoeing, and sledding.
Summer homes ar; ~: : : i: b: ~: 'ci~':~; d l: ·:1 h:;.'::the lower canyon outside of the
project area. ':ii;;W.l!f!j).e m~c~ o~ the recreational use in the
canyon is desti~'d! t,lhQ,~:{y~e use (people go into the canyon
for recreational p~}p6~es, then return home), recreational
fishing, hiking,
use is also associated with people passing through the canyon with some other ultimate destination.
Since u.S. 89 is
a popular route to several of the national parks, travelers
to the parks often stop in the canyon for travel breaks.
Geological features such as Logan Cave and Ricks Spring are
points of interest to travelers.
The fall color of deciduous
trees and shrubs in the canyon also attracts many sightseers.
A study of traffic volume variation in the canyon from February through August 1986 (see Table 2)
4
indicated that during
�Table 2
TRAFFIC VOLUME VARIATION
February - August 1986
Saturday - February 22
10 hr
Right Fork Road (W)
Right Fork Road (E)
Beaver Mountain Road (W)
Beaver Mountain Road (E)
Permanent Station
24 hr
10 hr
24 hr
1,176
1,170
1,041
558
404
Winter Counts
Tuesday - February 25
1,541
1,533
1,364
731
530
848
831
712
382
375
1 , 111
1,089
932
500
492
24 hr as percent of 10 hr
131
131
Permanent Station as
Percent of Right Fork (W)
34
44
~~~;a~9- S:~;;~~Y2- ", ;' i: ':~~;;LSummer Counts
Right Fork Road (W)
Right Fork Road (E)
Tony Grove Road (W)
Tony Grove Road (E)
Summit-Sinks Road (W)
Summit-Sinks Road (E)
Permanent Station
24 hr as percent of 16 hr
Permanent Station as
Percent of Right Fork (W)
16 hr
2,534
2,389
2,221
2,130
2,014
1,991
*
24 hr
16 hr
24.:::¥i'; :/:;:: ~.~. hr
*
·24.: . ~Ji;:
16 hr
24 hr
2,881
2,710
2,609
2,496
2,391
2,351
2,330
5,317
5,087
ti :;': : ":.':~ '.:"'~ F.: .~; : '":;"': :' : ; :, :;i , )i
Saturday August 16
5,306
5,035
4,793
4,588
4,267
4,148
4,187
5,624
5,337
5,081
4,863
4,523
4,397
4,448
106
1::
79
..:::;::::::::::::::.
::::pe:;n::~:::::e~~~~1~:;;~;~f;:~~;i~:: ::t~::::::::~::~
July 29
and
Augus
t
2.
24-hour counts for tti:~ ;;:~~riGal count stations were computed using the ratio of the
24-hour to the 10-hOli:r:' counts at the permanent station.
BOT538/033
�winter weekdays, slightly over 50 percent of the traffic on
u.s.
89 enters the canyon for destination purposes, mainly
recreation.
the traffic
On winter weekends, slightly over 60 percent of
~tays
in the canyon.
The percentage of destina-
tion traffic is much lower in summer.
In summer, only about
20 percent of the weekday traffic and 30 percent of the weekend traffic into the canyon stays within the canyon.
However,
since traffic volume is 4 to 5 times greater in summer than
winter, actual numbers of destination users of the canyon is
greater in summer than winter .
,,, __
:::.
There are a large number of developed
ties within
areas, 11 summer
These facilities and
s~ii:~J~: s ;~ campgrounds are
heavily used campgroJ~d;~: : : ::::t: thi.~; : : : Ehe proj ect area.
shows the locati.ofl:::.. of : ~! t-~c~~:~ :t :i :~nal facilities and
Tables 3, 4, and 5.
the most
Figure 2
po i n t
S
0
f
inter est i
Tony LakEi?::::";!fng..
n": '::,:,:';'~'~?::::~,:~;:~: ib~:;':
Table 6 shows 1989::::::r:e:Q:x:-e:~t.l:o.n vIsitor days in the canyon by
type of acti vi t;y:~:::;:/:::c: ~m;;;if1~;; ;: ~:~ the dominant acti vi ty in the
canyon, compri-:~ ;i..ri9: :. 2 7 .~i ~ercent of total canyon use. Auto
travel is second:; :; a,t::; ; ;4:6:; ~::4/ percent, al though this does not
distinguish
recrea~~~~~ travel
from other travel.
Recreation
cabin use is the third most popular activity, comprising
9.8 percent of the total.
Downhill skiing ranks fourth,
picnicking fifth, and fishing sixth.
Some bicycling occurs
in the canyon, although most of this activity is confined to
the lower canyon area close to Logan and Utah State University.
Little pedestrian activity occurs along the highway because
of its narrowness.
Walking along the road does occur near
points of interest where parking is not immediately available.
6
�I
P1CKLEVILLE
F'()P.1 0 6
TONY GROVE
~~KEAREA
)
Ii
Figure 2
LOGAN CANYON
RECREATION FACILITIES
B21163.FO
LOGAN CANYON U.S. HIGHWAY 89
LAND USE TECHNICAL MEMORANDUM
�Table 3
LOGAN CANYON CAMPGROUNDS AND PICNIC AREAS
CAMPGROUNDS
Name
Number
of Sites
Water
Toilets
Sunrise
Red Banks
Lewis M. Turner
Tony Lake
Wood £amp
Lodge
b
Preston galley
GUinavgh
Malibu
b
Lower SBring Hollow
Bridger
30
12
10
39
8
10
10
32
16
14
12
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
x
PICNIC AREAS AND GROUP DAY USE AREAS (BY RESERVATION)
Twin Bridges
Cottonwood
China Row b
Cho~cherry
Card
Bro~s
Roll-off
Nook
b
Beirdneau
b
Lower Spring Hollowb
Middle Spring Hollwb
Upper §pring Hollow
Dewitt
5
None
None
x
x
x
None
x
4
bLocated
Source:
U.S.
BOT538/021
On Tony Lake
Hiking trail
2 miles from U.S. 89
Adjacent to G6e.oava C.G.
.,::,;::"'",,;::'"
,"
N/A
N/A
N/A
11,240
4,720
4,100
12,900
8,360
4,570
5,550
17,500
13,600
3,000
4,060
.""" '\""',,'
x
6
2
4
3
2
3
x
x
180
x
x
1,240
1,440
1,420
320
145
120
.,," ~':";"::"::""
9
"i:::: ','...'.,!,!.: ',C: ",.i,':'.,. ./ :. "::·:;:::H::::::~·
.
.
..
a One
Other Features
1986
Visitor a
Use Days
...
0::;;:::;:::
for 190 people
for 90 people
for 135 people
500
1,400
320
�Table 4
LOGAN RANGER DISTRICT
a
SUMMER HOMES USE
Location
Gus Lind Flat
Bierdneau
Valhalla
Birch Glen
Number of
Units
1975 Visitor
Days
b
1986 Visitor
Days
5
1,400
2,100
11
3,100
5,950
3
900
800
26
7,500
6,700
Browns Roll Off
12
Card Canyon
12
5,700
4
1,800
12
6,700
The Junipers
3
900
Hailstone
1
Brachiopod
2
Pine Bluff
Chokecherry
TOTALS
3,500
8,000
.:::;W· .;;I~:
.:::'
" ':::::: :
300
..
400
:ii~~~~;.'\;:/;:::::/:::::::::::::.··
/" ",: : : : ,:;:, :, ;": : ~: i !:?!;: :"i': : ; :i :i ': ~
6
,400
9
3 ,350
a AII summer homes .;~r.~ :::·in ·::'l -pw$,,r c~pyon outside of proj ect area.
bone visitor per
·'~~i;; ; ~~ual~iili ~i~ h~~rs
Source: U. S. Fores'~i""~;:~:~'~('
BOT538j023
of use.
b
�Table 5
LOGAN RANGER DISTRICT
POINTS OF INTEREST
1975
Visits
Name
1975
Visitor
Days
1986
, ,
a
Vlsltor Days
Ricks Spring
51,100
1,400
2,330
Fucoidal Quartzite
25,500
400
370
1,000
500
2,220
Old Juniper (5-1/2 mile hike)
b
Malibu Scout Lodge
,
,
1,450
b
Arnerlcan Legl0n Post
1,000
b
St. Ann's Retreat
1,840
b
Cache E. Cache Logan Stakes Corp
14,770
Beaver Mountain
29,790
Logan Cave
810
Tony Grove Memorial Ranger Station
125
Bear Lake Overlook
1,850
Limber Pine Trail
Limber Pine
Cache
2,130
Clubs
1,190
Sinks
3,930
Tony Lake Trail
4,960
a One visitor day equals 12 hours of use.
b OutSl e of proJect area.
'd
'
BOT538/024
�Table 6
LOGAN CANYON RECREATION USE BY ACTIVITY
Recreation
Visitor
Days
Activity
Percent
of
-Total
Viewing Scenery
Viewing Activities (Spectator)
3,100
500
0.8
0.1
Automobile Travel
Motorcycle and Scooter Travel
Ice and Snow Craft Travel
Train and Bus Touring
106,800
3,200
2,000,);,,:.
3 , ~J}6':,/l~;
26.4
0.8
0.5
0.8
0.0
~i;~i!:::~:a:::n:i tS
'i :; ," 'i:; ,: ": ~ :;I~ji:': : ': ; : :," >
f
.:;~;;;:.
Canoeing
300
Other Wa tercr aft
;i(:··::;;::;::::::~;:::;;:;:::::: : .. ·:;;;;;;;\::;;;;;;i~ 0 0
~~:v~~~:~s Sports
"i j;j j;: "i'i":'; ";" ' ' ':' :' : :;' :i' ~': ; ~~
d
:::i:: a::a:a P :.l;:. :·~., :~
ter lay
"i:,,::::,.'.::.
::.:.::::'.:.':'::.'i,:";!:::::,::"" ",;\;;),
.:;;;;,,::::;11:"
..
.
;;;;;;;: ;;;;r::t,;~~"";h: : : : ': "': ')j'; " "')'
:::
300
1.8
0.3
0.6
0.1
0.1
1.0
0.2
0.1
0.1
0.1
5.8
;; :;;;
25,800
17,500
4.5
8.4
6.4
4.3
6,000
8,900
1.5
2.2
Picnicking
24,100
6.0
Recreation Cabin Use
39,800
9.8
Skiing, Downhill
Snow Play
Cross-Country Skiing, Snowshoeing
28,200
1,500
3,300
7.0
0.4
0.8
Hunting, Big Game
Hunting, Upland Birds
22,400
800
5.5
0.2
Camping, Trailer
Camping, Tent
.:;;;;;;;;;//:.
Organization Camping, General Day
Organization Camping, Night
�Table 6 (Continued)
LOGAN CANYON RECREATION USE BY ACTIVITY
Activity
Recreation
Visitor
Days
Nature Study, Wildlife, Birds, Fish
Nature Study, Hobby, Education
Mountain Climbing
Gathering Forest Products
3,500
1,200
100
1,000
100;;:::;::.
Viewing Interpretative Exhibits
Attending Talks and Programs
Touring, Guided
Touring, Unguided
Walking, Guided
Walking, Unguided
Viewing Interpretative Signs
General Information
Source:
U • S.
BOT538/034
Fore s t
':::::::;::::::..
':::4~;~)P 0 0
serV~;~~:; : ; : : ; : ':; " ;IL:;" ;'f: ; ':;: ;i:! ':"',; ,; : : ,;: ,
"""""":":;,:,,::;,':,,;;;,,:";;',,;;,,;;,/;,
,;::::::;",,;;,::::,,::::::;,:::::::::,::::;,;,,;;!:
""" """;;;:;:;,:'::,,"':,,:'i""
0.9
0.3
0.0
0.2
0 .'0
0.9
0.3
0.1
0.1
0.4
0.2
0.1
!!;::"
TOTAL
Percent
of
Total
100.0
�Beaver Mountain Recreation Area is a private concession within
the Forest that provides downhill and cross-country skiing
and other winter recreation pursuits.
The area has 16 runs
and three ski lifts; two of the lifts were installed in 1985.
A fourth lift is to be constructed when financially feasible.
The area includes a day lodge, but no overnight accommodations.
Sweetwater Resort in Garden City provides overnight lodging
and eating facilities for Beaver Mountain visitors.
User
figures at Beaver Mountain for the current and two past seasons are given in Table 7.
.: ::" ":::.
."
",;,'/', ':::::;::,:"i(:::,,,,
Tab I e 7 .:",/':::,');;;;;!:'
BEAVER MO UNTAIN RECREAT'I ON"\US E
Season
~~ri~~~::';;'f
Skier Days
1984-85
1985-86
1986-87
....
':',:::;:;::,:'
Season
75,665
61,422
15,000+
.;;::- .:::F
Because of the
.:!~~~ :;::~: !:: :::.
::;
.:;
narrow~;~;~:i,:; ;!~: t":'L'O~~~/ Canyon
and the highway,
:::~~:gw~:::t~:~;:~~;S~i~i;1~'~:;:C~;::~ :::::~:l~~C~~i :~:s m!::le
located.
The
some places.
~: ~i6.~i"" 9f p.~Jking
The ";'J\:~f,~;~dix
constrains recreational use in
lists parking opportunities through-
out the Forest secti6~ of the project road.
A survey of
actual parking use in the canyon was made by the Forest Service on two Saturdays in August 1986.
The findings were
48 cars parked on August 16, and 89 cars parked on August 30.
Garden City, at the eastern terminus of the project road
section, is one of several more developed recreational areas
around Bear Lake.
on the lake.
Bear Lake State Park has three facilities
The oldest of the three, the marina, is located
just north of Garden City.
about a dozen camp sites.
It has slips for 150 boats and
Rendezvous Beach, about 9 miles
13
�south of Garden City at the southeast end of the lake, has
about 230 campsites.
Cisco Beach, on the east side of the
lake, has only pit restrooms, and was closed in November
1986 until more adequate restroom facilities can be installed
(Chavez, 1987).
given in Table 8.
User figures for Bear Lake State Park are
These facilities, particularly the marina
and Rendezvous Beach, are heavily used in summer.
The two
areas are usually totally reserved for summer weekends early
in the year.
Camping spaces are open only from May through
October, al though the marina is open all
Parks and Recreation expects to upgrade
i ties in the future as funding
ye gi';;~;
Utah State
C; .i;~;~~;;: · Beach
facil-
become:"",,~~a"i'JI;,i~'~,: .
.:::::w· .:::::::'
'::;;\:..::~;;;:~
Year
1970
1975
1980
1985
1986
Source:
Utah Department of Parks and Recreation
(Chavez, 1987).
The other major recreation facility at Garden City is the
Sweetwater Resort, a private development constructed in the
1970s.
Planned to include more than 7,000 acres of land, it
comprises a marina, golf course, stables, swimming pool,
tennis courts, approximately 150 condominiums, two restaurants, and a convention center.
No new units have been con-
structed since about 1981 (Call, 1987), and the development
14
�has just been reorganized following Chapter 11 proceedings
(Francis, 1987).
Construction has begun recently on a hotel-
restaurant complex in Garden City to accommodate conferences.
Other recreational areas exist north of Garden City in Bear
Lake County, Idaho, and to the south in Pickelville and Laketown, Utah.
Lake.
A few facilities exist on the east side of Bear
However, the road along the east side is unpaved, and
a large part of the land ownership is public.
The other large private resort on the
lake/:<:~:~: ar
Lake West
~:s:~:~::::n::::~::c::::: : :e:::~~;~~:~;;~:~;;;~~~'~~~~n:::::· '
planned for the development.
Figurett t::.J:· . .hows the location of
$
recreation facili ties and comrllftin:'it:ie~::t: ::h~:: : :tEear Lake.
concentration on
develon Bear
west shore.
Lake is
GRAZING
Six grazing
section of the Forest.
are located within the Logan Canyon
Total animal unit months
(AUMs)
pro-
vided by these allotments are 6,978 for cattle and 3,800 for
sheep.
A breakdown of AUMs by allotment is given in Table 9.
15
�- To Montpeli er
Fish \-'\ovefl Creek
~
Fish Haven---
Bear Lake
West
Bear Lake
Trailer Court
b
Cisco Beach
Sweetwater Beach
Sweetwater Marina
~
"0
8
~
Highway Rest Stop - - - - u
BEAR LAKE
To Evanston
Figure 3
BEAR LAKE RECREATION SITES
B21163.FO
LOGAN CANYON u.s. HIGHWAY 89 ',
LAND USE TECHNICAL MEMORANDUM
�Table 9
LOGAN CANYON GRAZING ALLOTMENTS
Allotment
Logan Canyon
Beaver Mountain
Blind Hollow
Cottonwood
Little Bear
Swan Peak
Date of Use
June
July
July
July
June
July
11 to Oct. 5
1 to Sept. 5
1 to Sept. 30
1 to Sept. 30
20 to Sept. 30
1 to Sept. 20
AUMs
Type of Livestock
6,978
520
920
880
990
490
Cattle
Sheep
Sheep
Sheep
Sheep
Sheep
TarAL
Source:
U.S. Forest Service, 1986
.::;,,:::,,;,,/:':,,,:::::'
Each of the sheep allotments h q,§ on~~~\ip"e' f~i ttee.
16 permitees for the cattle
al;i;~~e=ni~;: ..·::'('ki::I ler,
There are
1987).
Live-
al'~L:i!o'i::>~;~: :; ;iiilotments, except
cottonWb:~4::~ \i: F'd~i': ~ ~:hese allotments, livestock
stock is hauled by truck to
Blind Hollow and
on foot from these corrals
to the
'::~iiii;:;/'::::'
Forest Service records show 30 mining claims in existence
within the Logan Ranger District.
Within the Logan Canyon
Management Area, mining leases are given only under the condition of no surface occupancy.
Leases in this area are for
metaliferous materials, oil and gas, and common materials
(gravel, clay, sand).
area.
No mines are currently active in this
No drilling for oil or gas has occurred in the Logan
Ranger District, only geophysical exploration (LaBar, 1987).
17
�LOGGING
About 2,900 acres in the Logan Ranger District are suitable
for logging.
There is currently no active logging for lum-
ber production on the Logan (west)
side of the summit, al-
though a small commercial firewood operation is removing
logs from that area.
ing in the Logan area.
No lumber mills are currently operatIn the past, commercial logging
occurred in areas just west and south of Bear Lake Summit.
Logging trucks traveled Sinks Road to U. S . .::~!~) then east
;;;:
s;:;::;;:;O::~:!t~~:r:::~Y;'{'~ ':'!'~:~'~' : ~~:':;'''::t s:~:: of
logs are taken out over back
roads ' : : 't~:: : ~~f~dowville
in Rich
County, then to Afton, WY:::;~!,~:i,;~::,"':'j,~:~:~)g.
No residences, either;i:;,:;~,:~~'!'~', :" 6,~;:/~ermanent, exist within
:::i~:o::~:t s::,~~~~::,~:,~;: ,:~!:~';:~;:':::~e~;r:::~d ~:::: ::a~:::~
inS e c t ion s 2 ~::~: ~ ~~~~h:: .3 6
Jf .ll: T 14 N,
R4E in Cache cou~'t~::;'::'::,,:::':,,//'
R3 E , and Sec t ion 1 7
0
f
T 14N ,
Utah State University maintains a forest research station
approximately one-half mile south of the Tony Grove Guard
Station.
A Utah Department of Transportation road mainte-
nance shop is located near Willow Springs, approximately
2 miles west of Bear Lake Summit.
Nearly all lands adjacent to u.S. 89 in Rich County are privately owned.
Most of this land up to about one mile from
Garden City is undeveloped because of steep slopes.
However,
Bridgerland Village a subdivision, containing about 53 residences, lies adjacent to the highway less than one mile east
18
�of the Cache/Rich County line.
Sweetwater Resort lands lie
just to the southeast of this subdivision.
A gravel pit
occurs within 200 feet of the highway east of the summit.
Another gravel pit is within one-half mile of the highway
near Mile post 411, almost to Garden City.
The eastern
terminus of the project highway is the community of Garden
City.
Land uses within this community include several
recreational campgrounds; two motels; Sweetwater Resort; a
portion of Bear Lake State Park; two grocery stores; several
service businesses; and a number of
private .::d::~ sidences,
both
;;;;;:;;;r;;::;;;~~;:;:;~~;~v:::::~:~'~i;:~~;~:'~~~~~:~ ~:::~C-
ce.mete' i y!: : :~ ·(~ agricul tural lands
are classified as prime agric~:r;~::t: a: l.:;.. ~:d: ~;:~l ~ : .
The Despain
soil, through which the highW~:~h\~·i:gh.~;:.O:;f =; ~ay passes, has a
capabili ty classificatiqrt:: : :9.::f : !~l ,3S· : ~\.:!l<!~h~ ···;hatcher soil, further
Just east of the Garden Ci ty
::::1t::s:o::, t~: ~~:!;:~~,~:,~, :;:;,~~;~;,: ~a::o~: ~::~g:::: :~j:~e
::::r::n:h:oP:;~:~:::~:~'~~i':~::~:p:~S ,R:::r:O:::Y~o nat~o::a::
ural gas lines ne'~ :E l;: .:l!t4.e:::::·proj ect section of road currently
under study in
Loga~:::i ~anyon.
There are, however, both over-
head and underground power and phone lines in existence.
Utah Power & Light Company lines originate at the · Garden
City substation, about one mile west of the Garden City Junction.
Overhead primary lines run east toward Garden City,
then south-southwest.
They eventually serve the Bridgerland
Village subdivision, as well as a laser tracking station, by
way of underground conduit.
19
�"
=_ : .~9'>
.: I-
....._~'I-......--..;;;.;;.;.~~-..:.. U
...
Z
IJJ
o
•••••••••• I i==~~· = = ~
<
c.!'
.2
Figure 4
RICH COUNTY LAND USE
SCALE IN FEET
B21163.FO
1000
o
1000
2000
3000
LOGAN CANYON U.S. HIGHWAY 89
LAND USE TECHNICAL MEMORANDUM
C.:MCO"
iiliiiii
�Even though rural overhead telephone lines now run about a
half-mile west from the Garden City Junction, there is a
strong possibility that most or all of this system will be
removed in the near future.
Telephone facilities that serve
the Bridgerland Village subdivision originate just south of
Garden City Junction and are entirely underground west and
southwest of that point.
Power and telephone conduits are located 2 feet below the
surface, and both cross under
u.s.
89 at different locations .
.... ....
Once within the Bridgerland Village subdiv~i\~ri, much of the
power-telephone conduits run together.
i~~~~$e of inadequate mapping, the location of much Of.:: : : ~~:i: ~ :;i i" s.~:B qJvision' S
underground secondary is uncert ain,;::,::::,~":;,,::,,::":::,::::;),""""""':';'"
Two overhead telephone lines c;pq §.s U ":S" ~ ·:'S,,,9 a few hundred
:::: ::U:hU::h t::p~:::~tC~;y;;~~:!~;!:~~~~nT~:a~i:::n~:::nce
shop located about one
J~1'~Ci~;;: ;~~S1~\i: ~i f;:· Bear
Lake Summi t.
On
:::e:~::~~:::;!:i;:::i~~~;=i;~'i':i~~::::O::o:::;~:d~~:::~::
of these utili t~'~'~;:~:': : ~~~~!ING AND ZONING
Current zoning through the Logan Canyon area in Cache County
is FR40
(Forest Recreation -
40-acre minimum lot size).
Cabins, but not permanent residences, can be constructed on
parcels of 40 acres or more.
The County plans for Forest
recreational uses to continue here, although no land use
plan has been adopted (Greenhalgh, 1978).
The Forest Ser-
vice's plan for the Logan Canyon Management Area (U.S. Forest Service, 1985) provides the following policies for land
use:
21
�Transmission
Feeder L ine
\
~\
\
\
\
\
·Garden Clly
'r_
0!bstation .
I r ~- - --- - -
- I_ I /~
_ . __
J I.
/J
/~.
~~~~~~~~~~~
,
~
I
'
J
•.!'o.V
.
,
i
If'
.
,~
.."
.. "
/"
----
GARDEN
CITY
B E AR
... "-'-i
,h
h"
:_
:1
II
:t
y
<'
Loser TracKing
Station
I
__ L_ ___ __ - -
~_,
I,!
,
".. ,
. / ..-1
/
I
I
I
,
I
I
I
Summ it
. ;:~ ~; ;:.
••••••••
SECONQAi~i~::;::/:
UTAH POWER & LIGHT COMPANY OVERHEAD PRIMARY AND
UTAH POWER & LIGHT COMPANY UNDERGROUND PRIMARY AND SECq~OARY
MOUNTAIN BELL OVERHEAD RURAL TOLL LINES
..
MOUNTAIN BELL UNDERGROUND RURAL LINES
PRIVATE SERVICE STATION LINE (UDOT)
"::.
·'\;;iF
Figure 5
UTILITY LOCATIONS
U.S. 89 - RICH COUNTY
B21163.FO
LOGAN CANYON U.S. HIGHWAY 89
LAND USE TECHNICAL MEMORANDUM
L A K E
�Recreation:
ties.
The emphasis is to protect scenic quali-
A broad spectrum of year-round developed and
dispersed recreation opportunities will be provided.
Developed recreation will be emphasized.
Ski Area Development:
Work with permittees of the Bea-
ver Mountain Ski Area to protect the natural beauty of
the area, improve existing facilities, and plan future
expansion.
Off-Road Vehicles:
::a::
e
a::o:~ailS
Wildlife:
I
res~:t'i:~' f'ed
Vehicles are
except
over-sn~;,: [:~~h~,~:,~,:,
Manage fish and
to existing
traveling
wJ~~;i:;:~':"'h'abi :':':': ;~rograms to
comp lemen t outdoor rec req,e'j:'€im .
""''!;"",,;;,::'::,::::';;'
resources to
complement
Watershed:
existing water quality.
preserve unique natural, geo-
logical, and""'Q.i;$"t qrical features.
suppression
Minerals:
r;~~~~ se
Make an appropriate
on all wildfires.
Issue "lease with no surface occupancy" only.
Regulate mineral development to protect the recreational
and scenic qualities of the area.
Lands:
Acquire land or easements as necessary to main-
tain the scenic values of the canyon.
23
�Transportation:
Logan Canyon Highway upgrading and
maintenance will consider public safety needs, the protection of visual qualities, and other resource values
and uses.
o
Public access in ihe canyon will be provided with
adequate ingress, egress, pull offs, and parking
opportunities.
o
Provide adequate parking and acces$.:;::. at:
Spring, Brachiopod Park, Limber
Cave •
o
.: ;f{~ri~,
Ricks
and Logan
"" "" ::;;,::'::"/""',,:::,':::'\,\,,,
P~'~~~~m~nt :'~"",~'ransporta
Recommend that the Utah
tion place signs warning' :; ; m~;€6:; ii'~ts of livestock
and wildlife eros s i~9'S"" ,,,,,,,,"ii'\""':':i:':)"
o
Work with
to manage
Logan Canyon.
springs, and streams
o
as salt and herbicides.
o
cooper·~;t~;;;;;~;f;~rt· the Department of Transportation to
provide
~ci;1titi~1
assistance in the annual disposal
of roadside slough and rubble.
Planning for the Bear Lake region calls for development of
conference center and accompanying recreational facilities.
The Bear Lake Regional Plan identifies resource opportunities and constraints and suggests where development should
and should not occur.
on this plan.
Zoning for the lakeside area is based
The area in proximity to the lake is desig-
nated for '' 'beachfront development."
All development pro-
posals must be reviewed and approved by the County Planning
and Zoning Commission and Board of County Commissioners.
24
�Zoning also is designated in this area for specific types of
land use (residential, commercial, etc.).
the zoning near the project section of
Figure 6 shows
u.s.
89
(to be pro-
vided by the Bear Lake Regional Commission) .
A number of plans for subdivisions
(presumably second home)
and other recreational facilities are currently underway in
Rich County and Garden City.
Whether actual development
will occur is questionable, however.
Table 10 shows the
number of building permi ts and the value of Jl!iq,nstruction
since 1980.
Construction activity
decrea$~i 4/iii"n
the early
::::::::::::::::e:::: :::1:: 6:~:r':;~~;:; :~~::::::':~~:: :~:::~::d
~:reg;S :i;: :gJld:;i: iu;~:~; ~:: Leg i s 1 at i on was
Legisli~.f;~:f: ~: :; : fh;a ;;; :; :~ill help to impleA,: ; po.J.:"ti;6.ri;/~:~t:: ;~h~ state fuel tax on
win ter r ec re a t ion a 1 oppo rt un i
passed by the 1987 Utah
ment such development.
motor vehicles will
b~/::~:i'~:~ :p. ]Lt.9. :;~~!~
Utah Department of Parks
im~'t;:~'V;efu~;fi; t i;: .i6~~ :;li; ~ecreational opportunities
vehi,G; I'e:s: : i; s.·~i ah<;a.s ~: ~owmobiles. This is estimated
and Recreation for
for off-road
to be about $ 2 .?i d'::;O:~:~:: : : §~;;~t..~~~~e.
Lake Area
will:; i it1n~id~ive : Ii s ~me
Logan Canyon and the Bear
benefi t
""''''''''''":;,:':,,;;,;:,',,,/'''
BOT538/020
25
from this measure.
�Insert Figure 6
26
�Table 10
CONSTRUCTION ACTIVITY
RICH COUNTY AND GARDEN CITY
Rich County
Garden City
Year
Construction
Value
Number
of Permits
1980
$3,515,000
76
1981
1,896,000
67
1982
1,039,000
43
1983
1,490,000
34
1984
1,649,000
46
1985
780,000
30
1986
550,000
30
*To be provided by Garden
BOT538/029
Construction
Value
*
Number
of Permits
*
�REFERENCES
Andrews, Wade H. and William C. Dunaway.
November 1, 1975.
Social Effects of Changes in Uses of Bear Lake, An Interstate
Body of Water.
Institute for Social Science Research and
Natural Resources, Utah State University, Logan, Utah.
Call, Norm.
Rich County Building Official.
March 20, 1987.
Personal communication.
::~::::~' L~::~~' Ut::~ChP~::o~:~7 ~O~~:{'8::~'~:;:~;~~,~ervation
Francis, Blair. Rich County
March 19, 1987.
Personal
commi~:;::ii~~i" :' wo~:':~'~
comm.ulti:cat i;d:n ·~ : ': : :
Greenhalgh, Lorine.
f,
Utah.
February 27,
1987.
Gyllenskog, Lee.
Bear Lake Office.
March 20,
LaB ar, Fred . :";" ~':;':,: ,:~~,~J~,l' s erv ice , Logan, Utah. V ious
ar
pe~sonal
communl.ca ti;QflS .
Miller, Stan.
1987.
U.S. Forest Service, Logan, Utah.
Personal communication.
Peterson, William.
March 19, 1987.
Thomas, Craig.
1987.
February 27,
Bear Lake Realty, Garden City, Utah.
Personal communication.
Bear Lake Regional Commission.
Personal communication.
28
March 20,
�u.s.
Forest Service.
1985.
Wasatch-Cache National Forest
Land and Resource Management Plan.
Ogden, Utah.
Utah Department of Transportation.
Utility inventories pre-
pared for an earlier proposed improvement to U.S. 89 Logan
Canyon.
BOT538/020
.::0
.."""",
'::
~i';\:~i,: ,;,:~":;i~:':':~:' ' ': :':,: ; :, , , , ,
" " , , , , : ~',: ,: ,: ": : i: !i:; : "!: ': ;,
"i:: '::"::i;;,::,,,,:,:::;,:::::;':;:;)""):,
29
'::,::::', """,)'
��Appendix .
EXISTING AND PROPOSED ROAD ACCESS AND PARKING AREAS
Plan
Location
Number
Approximate
Station
Approximate
Mile Post
Access
Road
1
483+50
383.48
x
2
485+00
383.5
X
3
493+00
383.66
X
4
514+00
384.13
5
516+00
384.13
6
589+00
384.3
7
524+00
384.35
8
525+00
384.35
X
9
540+00
384.6
X
10
552+00
384.8
11
577+00
385.3
12
589+00
385.5
Could be lost with relocation
of bridge
Day use LWAC?
13
604+00
385.8
Day use LWAC?
14
625+00
386.2
Day use area
Side of
Road
Approximate
Length
Exist/Desirable
Season
of Year
Right (R)
/
S
Left (L)
300'/300
S &W
Parking
Area
Description/Activity
Right Fork Road
L
200'/
S
R
150' /0
S
Day use & snowmobilers - cross
highway
Will likely be lost with
alignments charge
Obliterate
S
China Row Picnic Area, cross
highway to Logan River
Day use
.::;:F '·:::::.
China Row Combine with
Location No. 5
Wood Camp CG Bridge X-C Skiing
L
!~
X
L
..::::.
S &W
o
;1:::':::;';;;/;"::;;;;;/"';':::;::;:::1'
Lost with alignment change?
(LWAC?)
LWAC?
�Appendix
EXISTING AND PROPOSED ROAD ACCESS AND PARKING AREAS
Approximate
Station
Approximate
Mile Post
1
483+50
383.48
2
485+00
383.5
3
493+00
383.66
514+00
5
Season
of Year
/
S
300'/300
S &W
X
4
Approximate
Length
Exist/Desirable
Left (L)
X
Side of
Road
Right (R)
Plan
Location
Number
Access
Road
Parking
Area
x
L
200'/
R
150' /0
S
516+00
384.13
L
S
6
589+00
384.3
R
S
7
524+00
384.35
8
525+00
384.35
X
9
540+00
384.6
X
10
552+00
384.8
11
577+00
385.3
12
589+00
385.5
X
13
604+00
385.8
X
14
625+00
386.2
o
Right Fork Road
S
384.13
.:;;::' '::::\:.
China Row Combine with
Location No. 5
Wood Camp CG Bridge X-C Ski ing
S
.::~r
.1r
L
S &W
..:::;:;:;:;::'::::::.
: '(:d"'; ~:': : :':", ',~.!. l l' l::~ ~~
j
;.:;::.:':'::.,:;;:;:.i:.:
.
·
.:::E: W ":::::::.
S
<';',:;:"",/""',;"" '"
f""""",j,
Lost with alignment change?
(LWAC?)
LWAC?
Could be lost with relocation
of bridge
Day use LWAC ?
S
:";':"/: ~": ':" ': ':"': ;~~:;:"'): ":, ;:" "\" :" ~
Day use & snowmobilers - cross
highway
Will likely be lost with
alignments charge
Obliterate
China Row Picnic Area, cross
highway to Logan River
Day use
S
X
Description/Activity
Day use UJAC?
w
Day use area
�Appendix
(Continued)
EXISTING AND PROPOSED ROAD ACCESS AND PARKING AREAS
Plan
Location
Number
Access
Road
Approximate
Length
Exist/Desirable
Season
of Year
Description/Activity
R
/
S
Day use parking for Logan Cave.
L
150'/
S &W
R
Parking
Area
Side of
Road
/
S
Additional Logan car parking
desired
Day use combined with Location
No. 15
Approximate
Station
Approximate
Mile Post
15
636+00
386.4
16
638+00
386.4
17
638+00
386.4
18
645+00
386.6
L
100'/0
S
19
647+00
386.6
R
200'/
S
20
649+00
386.65
R
/
S
Day use - will likely be enlarged with alignment change.
Bractiopod Rec. Resids
21
673+00
387.1
200' /0
S
LWAC?
22
675+00
387.1
200' /
S
23
685+00
387.4
100'/0
S
Day use - will likely be enlarbed with alignment change.
LWAC?
24
698+00
387.5
150'/
S
LWAC?
25
704+00
387.6
S
Obliterate.
26
706+00
387.6
S
27
716+00
387.9
Day use UIAC? New parking on
old alignment.
Obliterate.
28
718+00
387.9
X
X
X
o
o
X
o
S
X
S &W
L
.)",)"""" ....
i:':::'::'/"""""';W
Could be lost with relocation
of bridge - new parking on
old alignment.
�Appendix
(Continued)
EXISTING AND PROPOSED ROAD ACCESS AND PARKING AREAS
Plan
Location
Number
Approximate
Length
Exist/Desirable
Parking
Area
Side of
Road
388.4
X
L
100'/200
S
Day use
744+00
388.4
o
R
100' /0
S
LWAC?
31
747+00
388.5
L
/
S
Obliterate
32
749+00
388.5
L
/
S
Obliterate
33
775+00
389.0
34
790+00
389.3
35
793+00
389.4
36
796+00
389.4
37
806+00
389.7
821+00
38
Rick Springs
38
. 821+00
Rick Springs
824+00
39
389.9
389.95
X
40
827+00
390.0
o
41
832+00
390.1
Approximate
Station
Approximate
Mile Post
29
743+00
30
Access
Road
Season
of Year
Description/Activity
Should be enlarged with
alignment change.
Temple Fork Road.
Need to develop into snowmobile
parking and road to Temple
Fork fill area.
Will be lost with alignment
change.
Will enlarge with alignment
change.
Day use
389.9
o
�Appendix
(Continued)
EXISTING AND PROPOSED ROAD ACCESS AND PARKING AREAS
Plan
Location
Number
Access
Road
Parking
Area
Side of
Road
Approximate
Length
Exist/Desirable
Approximate
Station
Approximate
Mile Post
42
836+00
390.2
43
865+00
390.6
0
R
100' /0
S
44
876+00
390.8
o
R
100'/0
S
45
890+00
391.05
46
905+00
391.5
47
925+00
391. 7
48
936+00
392.0
49
946+00
392.15
o
50
949+00
392.2
o
Season
of Year
R
X
Day use
S
"(: 1:";: :" ;: : :;! ~: ~" ,: ,;:':,"', ~ ~ ~: ~
:
s
Description/Activity
Day use cattle guard - fill area
Day use
w
Eliminate vehicle access to
river
Day use X-C skiing parking
/
Obliterate
/
S
Obliterate
/200
L
S
S
Need to develop parking
adjacent to highway fill area
Twin Creek Road
.•::HE::;:::!·' '::::::.
51
955+00
392.4
X
52
958+00
392.45
X
53
960+00
392.5
o
S
Obliterate
54
976+00
392.8
o
S
Obliterate
55
999+00
393.2
X
.://,::::::(:.
S
S &W
R
...
";""';;,"""
.::'
...
'"
"":;?,,
Dispersed use area USU Field
Service
�Appendix
(Continued)
EXISTING AND PROPOSED ROAD ACCESS AND PARKING AREAS
Plan
Location
Number
Approximate
Station
Approximate
Mile Post
Access
Road
Parking
Area
Side of
Road
Approximate
Length
Exist/Desirable
Season
of Year
Description/Activity
56
1015+00
393.5
0
R
/
S
57
1031+00
393.85
X
L
/
S & W
58
1049+00
393.95
o
L
/
S
Tony Grove Lake Road Winter
Park
Obliterate
59
1070+00
394.3
R
/
S
Fishing & day use
60
1070+00
394.3
L
/
S
Bunchgrass Road is closed
61
1077+00
394.4
250' /440
S &W
62
1094+00
394.8
/
S
Red Banks CG
63
1106+00
395.0
200'/
S
Day use
64
1112+00
395.1
X
S
Day use - fishing & camping
65
1119+00
395.3
X
S
Access to private land
66
1112+00
395.3
X
66A
1135+00
395.4
x
66B
1160+00
395.9
o
66C
t~~5~t5o
396.2
X
L
66D
t~ijI~t5o
396.5
X
R
67
1215+00
297.0
X
68
1231+00
397.3
X
200} /200+
.:::tiW
··:::!::::.
S &W
S & W
L
200/200
'i;~ : ,~: ',i~~:~'~~f:
Day use & X-C skiing
Day use - fishing & winter
parking, fill area
Day use - fishing & winter
parking, fill area
Access to private land
S
200
R
Obliterate
Access to private land
11
Access to Franklin Basin Road
Day use - fishing & snowmobile
area
�Appendix
(Continued)
EXISTING AND PROPOSED ROAD ACCESS AND PARKING AREAS
Plan
Location
Number
Approximate
Station
Approximate
Mile Post
Access
Road
Parking
Area
Approximate
Length
Exist/Desirable
Side of
Road
69
1244+00
397.5
70
1249+00
397.6
o
L
1290+00
398.4
o
R
1296+00
398.5
L
100' /0
73
1321+00
399.0
L
200'/0
74
1341+00
399.5
L
75
1414+00
399.6
R
76
1426+00
399.8
X
77
1428+00
399.8
X
Day use - fishing access
100' /0
72
Description/Activity
100' /0
71
Season
of Year
L
X
S
S &W
Day use, fishing and skiing
··
.:/': )1'
L
..::::. parking is off hy
. ::,:::,;,:,:::';';~:::~" :::;li:
"';" "~":",:, :":':': :,:'i',",;'; ':/ '
78
1442+00
400.0
X
79
1455+00
400.3
X
80
1467+00
400.5
o
81
1475+00
400.6
X
82
1485+00
400.8
X
83
1498+00
401.0
X
84
1502+50
401.1
85
1506+00
401.2
?
Access to private land
S &
R
w
:::
:"'i",: ~,:; ,: " : ,"~'~!~;j!~: :", :,; :, " ', , :, :
:
X
Day use, fishing access
S
X
S
45
W
Access parking off UT 243 not
US-89. day use & winter parking.
Skiers & snowmobilers cross.
Access to private land, highway
to use Stump Hollow area.
Access to private land, highwya
to use Stump Hollow area.
Used mainly as a turnout
o:,:;,:~:,::,:,"""""" \'::i : w
Used mainly as a turnout
fill area
Used mainly as a turnout
fill area
Access to private land
S &W
Main use is snow storage
700'
�Appendix
(Continued)
EXISTING AND PROPOSED ROAD ACCESS AND PARKING AREAS
Plan
Location
Number
Approximate
Station
Approximate
Mile Post
Access
Road
Parking
Area
Side of
Road
Approximate
Length
Exist/Desirable
Season
of Year
Description/Activity
Access to North Amazon
86
1508+50
401.3
87
1519+00
401.5
88
1541+00
401.9
Used mainly as a turnout
89
1554+00
402.1
90
1567+00
402.3
Day use, winter parking, crosscountry skiing.
Access to State land
91
1567+50
402.3
Access to State mtce. shed
92
1590+00
402.9
Access to Swan Flat
93
1613+00
403.2
94
1625+00
403.4
95
1650+00
404.0
96
1691+00
404.5
97
1697+00
404.9
Day use parking, fill area,
could be enlarged.
Day use w/vault toilet,
snowmobile parking
Access to Sinks Rd, day usewinter parking, could be
enlarged
Limber Pine Reststop, nature trail.
98
1699+00
404.9
Hunting access
99
1713+00
405.1
100
1715+00
405.17
X
L
X
R
S
700 1/700
S & W
Used mainly as a turnout
�Appendix
(Continued)
EXISTING AND PROPOSED ROAD ACCESS AND PARKING AREAS
Approximate
Length
Exist/Desirable
Plan
Location
Number
Approximate
Station
101
1727+00
405.4
102
1735+00
405.6
X
R
S
Access to Sunrise CG
103
1740+50
405.76
X
R
S
104
1742+00
405.7
R
200'/200
S &W
Access to spring & pump,
house Sunrise CG
Day use - cross-country skiing
105
1745+00
405.8
R
300'
S &W
106
1762+00
406.04
R
200'/0
Observation point, Bear Lake
Overlook, could be enlarged.
Snow storage
107
1781+00
406.4
108
1785+00
406.44
300' /0
Snow storage
109
1800+00
406.66
400'/0
Snow storage
Approximate
Mile Post
Parking
Area
Side of
Road
o
Access
Road
R
R
.. :::: :;:~:::;!;:~.:::: =::.
110
X
S
W
406.66
111
0
1803+00
1817+00
407.1
Needed
Not Needed
Summer
Winter
SLC-STN/30a
BOTs38/D.2
t
Season
of Year
100' /0
S
X
X
Description/Activity
Hunter access
Turnout day use, fill area,
could be enlarged.
��
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Title
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Land use technical memorandum (Draft), March 1987
Description
An account of the resource
Logan Canyon U.S. Highway 89 land use technical memorandum detailing the existing conditions, impacts, and mitigation, with references and appendix.
Creator
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CH2M Hill (Firm : Salt Lake City, Utah)
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Roads--Design and construction
United States Highway 89
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CH2M HILL
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1987-03
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Utah
United States
Logan Canyon (Utah)
Cache County (Utah)
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1980-1989
20th century
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eng
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, Sierra Club, Utah Chapter Archives, 1972-1986, COLL MSS 148 Series VIII Box 27 Folder 4
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View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390</a>
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Highway 89 Digital Collections
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Text
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MSS148VIIIB27_Fd4_009.pdf
Highway 89;
-
http://highway89.org/files/original/77ecd551111f18eb119817b06804e9e2.pdf
13b732e50386e9f72b6dddebe48f0766
PDF Text
Text
FACT SHEET
'".. ................... ......•.....
:
:-
;......
,
.......... ... ............................................................................................................................................................................................................................
Logan Canyon US-89
Tentative Alternatives for the EIS
February 1987
Prepared by CH2M HILL
in significant environmental impacts. Improvements that
are under study for application to U.S. 89 include:
INTRODUCTION
This fact sheet is the third in a series to inform the
public on the progress of the Logan Canyon study. The
previous fact sheets outlined the scope of the study and
reported the result of the transportation needs and traffic
volume projections. This fact sheet outlines the tentative
alternatives that are under study. It also provides the means
for the public to evaluate the progress of the study and
comment on important environmental issues and other
possible alternatives at the project scoping meetings on
March 3 and 4.
Widening the roadway, shoulders, recovery areas, and
ditches to normal Utah Department of Transportation
(UooT) standards for minor arterials in mountainous
terrain, or to a modified (narrower) standard that
would be less disturbing to the environment of the
canyon
Widening the roadway to provide passing lanes in all
possible or selected areas
Improving the alignment (straightening curves) and
the road gradient (degree of slope) to increase the
minimum design speeds
IMPROVEMENTS/
AL TERNATIVES
The development of alternative plans for the
improvement of U.S. Highway 89 through Logan Canyon
is dependent on the identification of feasible improvements.
"Improvements" refers to separate actions that can be taken
to improve the road, such as widening, straightening,
"Alternatives" are
providing slow car pull-offs, etc.
combinations of improvements proposed to be applied in
specific locations that would result in a certain level of
improvement of the road. These alternatives and others that
may be suggested in the scheduled scoping meetings may be
evaluated for environmental impacts in the Draft
Environmental Impact Statement (EIS).
A preferred
alternative will be selected in conjunction with preparation
of the draft EIS.
In the case of Highway 89 through Logan Canyon,
feasible improvements have generally been defined as (1)
actions that will correct problems identified in the previous
transportation needs study; (2) actions that will result in a
reasonable cost to benefit; and (3) actions that will not result
Developing all new road alignments and gradients
(Rich County) to 40 mph or 50 mph minimum
design speeds
Repairing existing major bridges
Replacing major bridges
Replacing small drainage structures
Developing slow vehicle turnouts
Improving signing and pavement markings
Providing recreational parking
Each of these possible improvements was considered in
terms of the opportunities and constraints posed by the
existing road and Logan Canyon.
Page 1
Continued on Page 2
�Continued/rom Page 1
It has become obvious during the study of transportation
needs that the roadway consists of several sub-sections based
on the physical characteristics of the terrain. These sections,
as shown in Figure 1, are:
Section L Middle Canyon--Right Fork to 1.8 miles
above Ricks Springs
Section 2. Upper Canyon--I.8 miles above Ricks
Spring to Bear Lake Summit
Section 3. Rich County--Bear Lake Summit to
Garden City
In the analysis of improvements, certain improvements
were identified as more appropriate to certain sections of the
road than others. As a result, separate sets of alternatives
were developed for each of the three road sections. These are
summarized in Table 1.
PROPOSED
AL TERNATIVES
the road improvements that can be made without substantial
effect on visual quality and other attributes. The range of
alternatives considered for this section is therefore limited to
more conservative improvements that provide limited
benefits to travelers, but that would protect the
environmental qualities that are currently appreciated in this
section.
AI. No Action--Existing routine maintenance including
resurfacing would be continued. Repair of bridges and
improved signing and marking would be made.
Geometric constraints (road width) and winding
alignment would remain.
B1. Spot Improvements--Would include one or a
combination of the following: turning lanes at
intersections; slow vehicle turnouts; parking
improvements and selected curve modifications
where space is currently available; bridge replacement
in existing locations or on new alignment; climbing
lanes; and improved signing. Most geometric and
alignment constraints would continue to exist.
C1. Widening along existing alignment--The current road
would be widened to a standard that is narrower than
UDOT's standard for a minor arterial in mountainous
terrain. Figure 2 compares these two standards and the
Section 1. Middle Canyon
The Middle Canyon is environmentally the most
sensitive section of the project road. The narrow canyon
floor, confined by steep slopes and the Logan River, limits
Continued on Page 3
TABLE 1
TENTATIVE ALTERNATIVES
US-89 LOGAN CANYON
Alternative Designation
Alternative
Categories.
Section I
(Middle
Canyon)
Section 2
(Upper
Canyon)
Section 3
(Rich
County)
Al
BI
A2
B2
A3
B3
D2
D3
NoAction
Spot Iniprovements
Widen Existing Road
Widen and Improve
Existing Road
E. New North Alignment
F. New North Alignment
G. New South Alignment
A.
B.
C.
D.
CI
DI
E3
F3
G3
Page 2
�Continued/rom Page 2
a number of curves that lower the design speed to 25 mph,
and has a steep gradient that also lowers the travel speed.
existing roadway width. Additionally, climbing lanes
would be provided in selected areas (specifically in the
Dugway between lower and upper twin bridges);
gradient would be adjusted in selected areas; bridges
would be replaced on the existing or new alignment,
depending on each situation; and signing and marking
would be improved and new recreational parking
provided. This alternative would widen the roadway and
provide limited improvement to geometrics, but
alignment constraings would remain.
Dl. Widening and improving the existing alignment--In
addition to the widening and other improvements
included in Alternative C1, this would improve the
entire alignment of this section of roadway to a 35 to
40 mph minimum design speed. (This would be the
same design speed as the improved section of the
highway below Right Fork, which is designed to 40
mph standards with a few curves at a lower speed.)
Section 2. Upper Canyon
While the environmental quality is still considerable
and important in this section, it does not limit possible
improvements to the highway as much as in the Middle
Canyon. A smaller range of proposed alternatives are
therefore necessary for this section.
A3. No Action--The No Action alternative for this section
would be the same as for Sections 1 and 2.
B3. Spot Improvements--The Spot Improvements
alternative for this road section would be the same as
described for road Sections 1 and 2.
D3. Widen and Improve the Existing Alignment--The entire
route would be widened to UDOT standards for a minor
arterial in mountainous terrain (Figure 1). Climbing
lanes would be constructed for a majority of the length.
The horizontal and vertical alignment would be
straightened to a minimum design speed of 35 to 40
mph. Signing and marking would be improved, and
additional recreational parking provided.
E3.
F3. New Alignment--Two new alignments to the north of
the existing road have been identified. One of these
would be selected for a new route in this section. Road
width would be based on UDOT standards for minor
arterials in mountainous terrain (Figure 2). A climbing
lane would be provided for the entire length of the
route. Alignment and gradient would allow a
minimum design speed of 40 to 50 mph. Signing and
marking would be improved, and recreational parking
provided as needed.
03. New Alignment--A new alignment to the south of the
existing road for a portion of the route would be
selected. This route would exit the existing road below
the Bear Lake overlook and rejoin the existing road just
below the residential area. Alignment and gradient have
been identified that would a minimum design speed of
40 to 50 mph. Signing and marking would be
improved, and recreational parking provided as needed.
A2. No Action--The No Action alternative for this road
section would be the same as described for Section 1.
B2. Spot Improvements--The Spot Improvements
alternative for this road section would be the same as
described for road Section 1.
D2. Widen and improve existing align men t--Widening of
the road and bridges to UDOT standards for a minor
arterial road in mountianous terrain would be done for
the entire length of this section subject to
environmental constraints (see Figure 2). Climbing
lanes would be provided in all possible areas (mainly in
the upper portions of this section). The alignment and
gradient would be improved to 50 or 60 mph design
speed. Improved signing and marking and additional
recreation parking will be provided.
Section 3. Rich County
These alternatives plus any other feasible alternatives
resulting from the scoping meetings on March 3 and 4 may
be evaluated and compared in the EIS for the project.
Graphic illustrations of the specific location of proposed
curve improvements, new alignments, etc., will be presented
at the scoping meetings.
Questions may be directed to James Naegle, UDOT
(801) 965-4160 or to Clifford Forsgren, CH2M HILL (801)
363-0200.
This section has fewer environmental constraints to
road improvement. The Sunrise campground and Bear Lake
viewpoint near the summit are important features to be
protected. The existing road is below standard in width, has
Page 3
�BEAVER MOUNTAIN
END
TUDY
~GARDEN
CITY
LOGAN
CANYON
SECTION 3
LOWER TWIN BRIDGE
WOOD CAMP.
~Q
(j-'\'O
~t;
'\j
,
BEGIN STUDY
RIGHT FORK
Figure 1
STUDY SECTIONS
C1I 5:1 SlOPE
29' MIN 55 MPH
24 ' MIN 50 MPH
111' MIN 40 MPH
urMIN 35 MPH
(2) SLOPE VARlES10:1 TO 5:1
(A) EXISTING
24-29' 55 MPH
20 -24' 50 MPH
15 -1"
40 MPH
13-11' 35 MPH
40'
(1')
RECOVER
AREA
(2')
8'
12'
~~~~~--~--~~
8'
__--~~__~r-~~
RE-C-O-V-E-R-ly~
AREA
(B) STANDARD
(HOURLY VOLUME OVER 250)
RECOVERY AREA
34 '
5'
12'
12'
5'
.~--:....-.----.....;..------.:....--~S:,
(C) MODIFIED STANDARD
Figure 2
TYPICAL SECTIONS
�
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Fact sheet for Logan Canyon, Feburary 1987
Description
An account of the resource
Fact sheet for Logan Canyon prepared by CH2M Hill on Feburary 1987 explaining the reasons for improvements, and the proposed alternatives for each section including maps and graphs.
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CH2M Hill (Firm : Salt Lake City, Utah)
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Forsgren, Clifford
Naegle, James
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Traffic engineering
Roads--Design and construction
Logan Canyon Study
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1987-02
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Logan Canyon (Utah)
Utah
United States
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1980-1989
20th century
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eng
Source
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, Sierra Club, Utah Chapter Archives, 1972-1986, COLL MSS 148 Series VIII Box 29 Folder 6
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View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390</a>
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Highway 89 Digital Collections
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Text
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MSS148VIIIB29_Fd6_Item 26.pdf
Highway 89;
-
http://highway89.org/files/original/594fce30b8a3833c6ba7b464252d5ad6.pdf
b10342cc2c18507266d2f4fd4d12b8dc
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Text
2 ; 1
r. C.
part
ar
I apprec
your letter d critique of ovem r 21
on a Conetr\lctio
- esou.rc Use. pp rently t
critioism of
ay admini tr tion.
0
our state
constru.
In
in the Lo
s~
nth re
Gran
sa
appl1
on ..
due -
ent .
�th prlnc1pl that the co t
protect
major eaources
normal 008
o road co tructi.on. I bellev the ar constructive and 80\Ul(1
t
co
end.ation does DOt imply a diversion of fun • Prevalent
philosophy 1. one of eoODOmy i Bbi hway use tf fun.
contend that
,n.D·~ay
ra ar not a 8
public. Collectively. they are t
peopl
who deriv a living. or eaaur t fro
. ource affec
by highway. "the
n fits to Q carmot be considered at the expen of t other. TIler
adeqUa proc
e t 1nclu
the courts. to protect prl
1Dtereat.
blie
intere8ts-- tural reaour "'-00 DOt enjoy similar protection.
reasons, the recomm ndatton
that t e coa of rotecUng re ources
.. oW be conald red a normal co t of hlghway conatrucUo.n.
I quite agree that our probl
sunderstandi.
iV1OU81, t
we are all inter. d in
1 r ¥ highway Y tem, with full conalde tlo of
all i
at t lncludln tutur resource use. It re
my hope that our statement furthers that abn.
Yours inc , ly,
Daryl
Pre
co: Governor George •
yde
'W~1nlJ
1dent
�
Text
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Correspondence from Daryl Chase to C. Taylor Burton, November 25, 1961
Description
An account of the resource
Correspondence from Daryl Chase to C. Taylor Burton, November 25, 1961. Response to the Road Constuction and Resource Use statement.
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Chase, Daryl
Contributor
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Burton, C. Taylor
Subject
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Traffic engineering
Roadside Improvement--Utah
Logan (Utah)
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Correspondence
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Salt Lake City (Utah)
Salt Lake County (Utah)
Utah
United States
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1960-1969
20th century
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eng
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, 14.7.17 Box 8, College of Natural Resources, Dean's Files
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14717Bx8Fd20_Item 38.pdf
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http://highway89.org/files/original/f18498c1149acf10feaf0aae8d1a8076.pdf
780f698a8ddc4ba224f5dd1855202e25
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�
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Grid map of Logan Canyon
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Grid map of Logan Canyon, scale 1 inch.
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Christensen, Leon
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Cartography--Utah--Logan Canyon
Logan Canyon Study
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Maps
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1980
1981
1982
1983
1984
1985
1986
1987
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1989
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Logan Canyon (Utah)
Cache County (Utah)
Utah
United States
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1980-1989
20th century
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eng
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, Sierra Club, Utah Chapter Archives, 1972-1986, COLL MSS 148 Series VIII Box 27 Folder 9
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View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390</a>
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Highway 89;
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e456f8d9505df07bbf3d18156a7be93b
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I
i
Logan Canyon HighwJy
For the second time in nine years, the Utah Department of Transportation
(UnOT) is proposing an expansion and reduction of curves to the 6.7-mile
stretch of U.S. Highway 89 from Right Hand Fork to Ricks Spring in Logan Canyon.
Environmental groups and concerned citizens, including the Sierra Club, the
Bridgerland Audubon Society , Citizens for the Protection of Logan Canyon and
o thers, view this expansion as highly unfavorable a nd as a threat to the
beauty and quality of the Logan Canyon Recreation Area.
General Summary
*
Major impact
011
both environmental '\lnd visual quality of canyon.
* Project cont radict s national energy , concern.
* 80-90 percent of the project requi r ~ s cutting into e~isting banks and
vegetated areas.
!
* "Waste poses a major engineering pr~ blem." (Quote from project engineer)
Traffic Growth Factors
*
*
*
*
UDOT uses an unrealistic expontential model.
A linear growth model better fits daily traffic data.
Traffic data used by UnOT are limited to one busy section of the highway,
yet are used to describe the whole road.
Need for highway re-al ignment not documented by current data.
Safety Factors
*
*
*
*
Suggested danger of Logan Canyon "Section III" is not supported by current
data.
A major discrepancy exist s between accident rate data and traffic volume.
1977 accident rate figured by the Utah Highway Patrol does not agree with
unOT report.
Statistical significance of acciden t data used is suspect.
Environmental Factors
* Numerous spills would encroach into Logan River from planned fills.
* Silt deposits in the river would 4estroy trout habitat and breeding cycle.
* Loss of riverside vegetation needed by trout for 100/ light intensity.
* Creation of any culverts would impair spa't<.>ning success of trout.
* Los s of vegetative barriers lessens the quality of fishing experience.
* Major visual impacts \"ould result from the cuts pla nned, especially the
two major cuts at the Temple Fork area, which lI.T()uld be, according to the
engineer's r eport, 75 feet deep and as much as 150 feet across.
II
IT'LL NEVER BE WORTH AS MUCH AS WE'VE PUT I NTO IT (the project) ALREADY."
--Gary Lindley, project engineer.
�January 20, 1989
SR-89, Logan Canyon
~9.~_IJ.£1_.~J:te r..n.~.:t:..t.~.~.
Meetings, discussions and field trips between representatives of the Forest
Service, Federal Highway Administration and UDOT have led to an agency
alternative proposal. Impact upon aquatic, riparian and visual resources were
considered as well as highway needs concerning safety, capacity, passing
opportunities, structure conditions and roadllJay alignment.
The following elements of the agency alternative proposal were selected, based
upon needs. Impacts were held essentially to visual resources except for the
Beaver Canyon area of Section 2. Visual, riparian and aquatic resources are
of great value. Visual resources are considered to be more readily mitigated
with proven techniques, to the extent that restoration can be achieved . The
effect and success of visual resource mitigation is relatively simple to
demonstrate, as compared to the mitigation of aquatic or riparian areas . The
erosive capability of water at high-flow volumes can quickly damage the best
of mitigative techniques in the aquatic or riparian environment . The Forest
Service anticipates that some elements of the agency alternative will alt~r
resources to the extent of non- compliance with the Wasatch- Cache Forest Plan
and will require that the plan be amended.
Elements of the agency alternative were selected from among the various
alternatives, as prepared by UDOT's consultant and suggestions recommended by
UDOT, FHWA and USFS. Each element is intended to stand on its own merits with
regard to capacity, safety, nationally recognized standards, principals of
good engineering practice, impact upon the environment, highway maintenance,
and user's of canyon resources. Use of the map supplement, alter'native "0" as
prepared by UDOT's consultant will be useful in locating the various elements
of the agency alternative in relation to canyon topography, Each element is
identified by milepost, generally to the nearest one- tenth mile. This
location identification is only intended to be a general locator and may not
specifically identify the location of any selected improvement,
Various curves throughout the project corridor are selected for flattening
(longer radius). This flattening is expressed in degree of curve according to
standard engineering practice. The degree of curvature stated for each
affected curve is only approximate, and may change slightly during the
detailed design process because of local topographic or geologic constraints,
related alignments, or other factors.
Visual, riparian and acquatics were considered to be the areas of most
significant impact in the canyon environment; and the elements of the agency
alternative were selected in an effort to minimize the impact upon these
resources. Impacts upon wetlands are created by some elements of the agency
alternative. Wetland impacts are considered to be mitigatable accor'ding to
the following schedule, if the wetland area cannot be completely avoided:
(1)
(2)
Adjust highway alignment or location,
Consider retaining walls in terms of economics and affects, and
(3)
Consume wetland in element construction and replace in accordance
with Army Corps of Engineers' requirements.
�-2--
The following elements of the agency alternative are recommended by the
three-~ember committee to the lead and cooperative agencies:
A clear zone requirement is associated with the improvement alternatives
listed below, according to the schedule: 35 mph - 18 feet; 40 mph - 18 feet;
50 mph - 22 feet. This dimension is measured from the
tr'affic lane/shoulder line to a hazard (rock, tree, slope, etc.). Any hazard
lying within this distance should either be removed or protected by barrier
(guardrail). Although many items (trees, rocks, etc.) are located near enough
to the roadway to warrant protection, only the most severe and extreme hazar'ds
will be protected. Severe hazards are defined where a serious accident could
occur if a vehicle left the roadway, i.e., the Dugway area. The clear zone
dimension also affects guardrail length and flare rate in connection with
protecting bridge parapet walls. Guardrail will be the preferred barrier type
for this project. Other acceptable barrier types may be considered if their
impact is more favorable than conventional guardrail. Guardrail placement
will be carefully evaluated in respect to hazard type, canyon environment,
design speed and other site conditions. If a specific hazard warrants
protection, roadway embankments may require extension to provide adequate
space for guardrai I plac~~ment .
Various parcels of right--of-way are required to construct the below listed
widenings, curve flattenings, realignments, intersection improvements or other
features. On National Forest lands the UDOT will obtain a Department of
Transportation easement to all parcels required to contain the roadway and cut
and fill slopes according to provisions of the Highway Act of 1958. Title to
private properties will be requested through regular right-of-way
proceedings. Parcels no longer required for right-of.!-way will not be retained
by the UDOT.
Vertical alignment throughout the project corridor is generally adequate for
the intended design speeds. All roadway sections throughout the project
corridor are intended to be reconstructed to meet the strength requirements of
a twenty-year design period. This pavement reconstruction is intended to
apply to all areas even if no widening, realignment, or curve flattening is
intended. The pavement reconstruction oper'ation is to provide adequate
strength while leaving essentially unaffected present pavement elevation.
Techniques, such as in place recycling or total pavement excavation, may be
utilized. All pipe culverts will be replaced . Drainage ar'eas will be
evaluated to determine pipe culvert diameters, Some additional culverts may
be requ ired.
All project sections will be subject to highway signing and delineation
upgrade, Feature signing for campgrounds and other points of interest may be
included, Curves will be signed as appropriate with advisot~y speeds.
Culver'ts will be marked with delineators for identification. Milepost and
destination signing will be provided. Highway delineators will be installed
in an acceptable manner in consultation with the Forest Service and the
Federal Highway Administration.
�-3Traffic control during construction periods will be provided so that at least
one-lane of traffic for alternating one-way traffic is available at all
times. Traffic will be returned t6 the normal two- lane, two -~ay operation to
the extent possible during no construction periods. Under no conditions will
the contractor be allowed to prevent traffic flow in the canyon for extended
periods. Time of construction of selected operations will be scheduled to
allow for maximum protection of the environment, such as periods of fish
spawning or other sensitive events. However, sufficient time and opportunity
must be available to the contractor to build the improvements following good
construction practice.
Consideration will be given to constructing cut or fill slopes entirely on one
side of the present roadway. Generall~, the preferable area of distu r bance
will be the side away from the river, wetland or toward the area which can
absorb disturbance with the least impact. Cut and fill areas will be
constructed as flat as practicable in accordance with good engineering
practice. In all disturbed areas topsoil and native plantings will be
restored according to good landscaping practice.
1.
Section lA: Project beginning (Milepost 383.47, Right Hand Fork) to M.P.
387.47, length 4.0 miles. This section is referred to as the "parkway".
Present design speed and posted speed will remain unchanged; roadway
width 26 feet (existing width). Maximum degree of curve - 26 0 . Curves
showing high-accident location will be flattened to a degree similar to
adjoining curves if it is concluded that flattening can be achieved
without severe environment al impact. Clear zone requirement - 18 feet .
No features outside existing roadway will be disturbed, except as
provided below. Sections of the roadway having design speeds lower than
the present speed limit will be appropriately signed.
a.
Flattening of Curve #5 at Milepost 384 from 25 0 to
15 0 . The curve is the site of an unusually
high-accident r·ate. Flattening the curve wi 11 move the
alignment away from the river. Excavated material will
be disposed of in an acceptable manner. New cut slopes
will be contoured, topsoiled and revegetated. Accidents
at this location typically involve vehicles leaving thE!
roadway due to excessive speed for the curve . Records
show approximately equal numbers of up- canyon vehicle
accidents as down-canyon vehicle accidents. A speed
which is apparently safe for down- canyon (as well as for
up canyon) vehicles is too great, in some cases, to
safely negotiate this curve. Therefore, flattening the
curve should lead to a reduction of accidents rather than
encour'aging faster trave ling sp~~eds. An amendment to the
Forest Plan for visual resources will be required
�-4-
b.
China Row Picnic Area (Milepost 394.4). Accor'ding to
Forest Service recommendations, this area will not be
maintained as a picnic ground, and access fl~om the
highway will not be provided.
c.
Replace Burnt Bridge (Milepost 385.5) with a new single
span structure on the same alignment. Structure width
shall be 30 feet (four feet wider than the approaching
roadway). A detour is required as the present bridge
must be entirely r'emoved before a new structure can be
constructed. A detour and temporary bridge will be
placed i~nediately downstream of the present bridge.
Vegetation removal and river bank modification are
required. The temporary bridge will be single-span,
creating minimal impact upon the river. The detour will
allow two-way traHic at a 15 mph design speed if extreme
excavation and grading are not required. otherwise, a
single lane between with adequate traffic control devices
will be provided. Following construction, all contours
and vegetation will be re-established. An amendment to
the Forest plan for visual resources will be required.
This element also impacts the riparian and acquatic
environments. Appropriate changes to the Forest plan
will be necessary.
d.
A grade increase of three feet will be constructed at
Logan Cave (Milepost 386.2) for a length of 1,000 feet.
The grade elevation wi 11 allow the roadway to move toward
the mountain several feet and help to somewhat flatten
Curve 22 (26 0 ). The river bank will be protected with
large ripr'ap and revegetated as appropriate. An
amendment to the Forest plan for work on the river bank
will be necessary. Separate walkway and pedestrian
facilities to Logan Cave will not be a part of the
proposed alternative at the request of the Forest Service.
e.
Replace Cottonwood Creek culvert (Milepost 386.4) on the
same alignment. A detour is not required as the new
culvert can be placed one-half at a time. An amendment
to the Forest Plan for visual resources will be required.
�-5-
f.
Raise roadway elevation in the area of Milepost 386.6 for
500 feet to a maximum amount of 18 inches. This action
is to eliminate occasional flooding of the roadway
created during freezing conditions of the river or other
high-water events. An amendment to the Fore8t Plan for
visual resources will be required.
Other features of the parkway section are as follows:
a.
Parking turnouts will be placed wherever possible to
attain at least three parking stalls with adequate sight
distance and tapers. Exact locations will be determined
during final design and in conjunction with Fore8t
Service recommendations.
b.
Habitat of endangered or protected species in this
section wil l not be affected by this proposal ..
c.
Placement of concrete curb and gutter, or gutter only,
along one or both sides of the roadway in portions of the
entire length of the parkway section. Curb and gutter
placement will be a subject of final design and the
location will be evaluated and care fully considered with
respect to impacts on the following highway factors:
1.
Roadside drainage channels.
2.
Maintenance operations, including snowplowing, removal of
talus (waste) material, and other activities (sweeping,
painting, etc.)
3.
Protection of roadside hazards.
4.
Access requirements.
d. Certain effects may occur if curb and gutter is c6nstructed as
li sted be low: .
1.
Delineation of roadside edge, and vegetation could grow
to the curb.
2.
Control of access. Vehicles could only park off the
roadway in des ignated areas and access campgrounds in
selected locations.
�-6-·
3.
Wider Roadway. Approximately 1 to 2 feet could be gained
by placing the curb and gutter in the present gravel
shoulder. This is necessary to provide an equivalent
lane width due to the proximity of the curb and gutter.
Some minor fill may be required to create grade to
maintain a constant roadway width.
4.
Roadway drainage. Discharge from curb and gutter catch
basins into wetland areas will be preferred over direct
discharge into the river. Good outfall design will be
required.
2.
Section 18: Construction of a 34-foot roadway section
(except as modified by a passing lane) from Milepost
387.47
to end of Middle Canyon Section, Milepost 391.6. Length
- 4.13 miles. Design speed 35 mph, maximum degree of
curve - 15 0 30'. Clear zone requirement - 18 feet.
Milepost 387.47 marks the beginning of a transition from
the 26-foot of Section iA width to a 40-foot roadway of
section 2. For down canyon traffic section 18 will
prepare drivers after leaving the 50 mph design speed of
section 2 for the 35 mph Parkway section (section 1A).
Traffic moving in both directions will travel a variable
width roadway through the heavily vegetated and very
scenic area of section iA to the less vegetated terrain
of section 2 or visa versa. Section 18 limits were
defined as an area which could absorb more impact of
roadway widening with less negative affect than section
1A. However, a 40-foot section with 50 mph design speed
would cause impacts greater than could be tolerated in
this section. An amendment to the Forest plan will be
required on all widened areas on National Forest Lands
with respect to visual and wetland resources.
Features of this section include the following:
a. Flatten Curve #33 (Milepost 387.7) to 80 by removing
rock material and creating a new cut. The existing
roadway cut can be partially backfilled and
revegetated when the new alignment is put in
service. This curve together with site (b) below are
high-accident locations . An amendment to the Forest
plan for visual resources will be required.
�-7-
b. Replace Lower Twin Bridge (Milepost 387.76) on new
alignment immediately upstream of the present bridge
clearspanning the river. The present bridge will
remain in service until the new structure is
completed. The new structure will be 47 feet wide to
provide for a passing lane as described below. The
present structure will be removed when the new
structure is placed in service. An amendment to the
Forest plan will be required in respect to visual,
aquatic and riparian resources.
c. Construct a passing lane from Milepost 387.5 to
Milepost 388.4, including transitions to and from the
new 34 foot roadway width. This section is through
the "Dugway" section. Roadway width will consist of
three 12-foot lanes, one 5-foot downhill shoulder and
one 2-foot uphill shoulder for a total width of 43
feet of paved width. ~etaining walls are required.
Walls will be aesthetically compatible with the canyon
topography and of a variable height. Wall locations
may be entirely uphill or entirely downhill of the
present roadway, or a combination of both, as deemed
appropriate, from an engineering and geotechnical
analysis. Impact upon the acquatic or riparian
environment will not be permitted. An amendment to
the Forest plan for visual resources will be required.
d. Flatten Curve #35 (Milepost 388.11) from 16 0 to
15°-30' for a 35 mph design speed, which requires a
very minor realignment.
e. Flatten Curve #37 (Milepost 388.5) from 19 0 to
15°-30' by creating a new excavation into the
mountain. Design, construction and mitigation will be
similar to Curve #33. An amendment to the Forest plan
for visual resource~ will be required.
f. Replace Upper Twin Bridge (Milepost 388.76) on new
alignment immediately downstream of, and 10 feet higher
than, the existing bridge. This site is a
high-accident location. The present bridge and roadway
will serve as a one-lane detour during construction.
Embankment mat~rial used to obtain an elevation
increase and abutment footing will be placed onto the
down canyon lane and retained from spilling onto the
up--canyon lane by a concrete barrier 30" high. Thi s
concept provides the following:
�-8-
1. Minimum shift of roadway alignment.
2. Attainment of higher structure elevation,
improving wintertime maintenance.
3. Accommodation of traffic through the work zone.
4. No realignment or filling into the river channel.
When the new alignment is completed, the
remaining unused roadway will be backfilled,
regraded, and revegetated to an original
condition. Most, if not all, of the present
structure will be removed, dependant on any
portions being required to support new
embankment materials.
Some tree removal downstream of the present
structure will be required. Tree removal will
be held to a minimum and a retaining wall will
be constructed if substantial tree savings can
be realized. An amendment to the Forest plan
will be required with respect to the visual,
aquatic and riparian environment.
g. Flatten Curves #39 and #40 (Milepost 388.8) to 15 0 .
Curve #39 may be flattened to less than 15 0 ,
depending on how the realignment of Upper Twin Bridge
is designed. An amendment to the Forest plan for
visual resources will be required.
h. Temple Fork Intersection (Milepost 389.2). Improve
Temple Fork Road intersection by n~grading access road
to a maximum grade of 2%. This intersection will be
modified to provide maximum safety of access.
i. Temple Fork Parking Area (Milepost 389.3). Construct a
parking area at Temple Fork between the roadway as
realigned in (j) below and the Logan River. The
parking area wi 11 be made as large as possible in
accordance with Forest Service recommendations and
safety of access, without encroaching upon the roadway
or the river. An amendment to the Forest plan for
visual resources will be required.
j. Flatten Curve #43 (Milepost 389.4) from 20 0 to
150 . This realignment will move into the area of
shade near Milepost 389.3 (down canyon side of
highway). The widening or realignment will not affect,
or move closer to, the river. An amendment to the
Forest plan for visual resources will be required.
�-9-
k. Rick Springs Area (Milepost 389.8) - Roadway width of
34 feet will be constructed and the Ricks Springs
structure replaced. An al igrllnent shi f't toward, but not
impacting the river or riparian area is recommended.
Parking areas will be provided. Material will be
removed and/or retaining walls constr~cted in
accordance with good design practice to provide a
maximum parking area. All improvements will be
consistent with USFS reco~nendations. This area is
recorded as a high-accident location. . An amendment to
the Forest plan for visual resources will be required.
1. Flatten Curve #45 (Milepost 390.1) from 16 0 to
15 0 • Maintain existing passing lane from Milepost
390.1 to 390.7 except for the addition of paved
shoulders. An amendment to the Forest plan for visual
resources will be required.
m. Raise roadway elevation in the area of Milepost 390.2
and Milepost 391.1 to a maximum of 18 inches to
eliminate occasional flooding of the
roadway created during freezing conditions of the river
or other high-water events . An amendment to the Forest
plan for visual resources will be required.
n. The remaining distance to the end of Section One
(to Milepost 391.6, or 1.5 miles) will continue to be
upgraded to the 34-foot r'oadway width and 35 mph design
speed on the present roadway alignment. Areas of soil
excavation and backfill are required, and will be
mitigated as described in l.a above. An amendment to
the Forest plan will be required with respect to
visual, and wetland environments .
3.
Section 2: Construction of a 4o-foot paved roadway width,
except as modified by passing lanes, and 50 mph design speed
from the beginning of Section 2 (Milepost 391.6) to the Bear
Lake SUl1lmit (Milepost 404 . .,5). 13.15 miles. Maximum degree of
curve is 6 0 45'. Clear zone requirement - 22 feet.
Milepost 391.9 to 392.0 is a high accident area. In locations
where the stream channels are placed in a curvert or otherwise
affected, fish passage through the affected segment will be a
design consideration . An amendment to the Forest plan will be
required on widened areas on National Forest Lands with
respect to visual and wetland environments.
�-10-
a. Construct passing lane from Milepost 391 . 6 to Milepost
393.3, including pavement width tapers, length 1.7
miles. Pavement width will be as in (g) below. An
amendment to the Forest plan will be required with
respect to visual and wetland environments.
b. Construct fencin9 in open range area from the cattle
guard near Milepost 391.6 to the Franklin Basin area
near Milepost 397.2 along both sides of the roadway.
Fence type will be of a double-steel post and barb wire
of a design which can be laid down during non-~razing
seasons. The fence is laid down by the cattlemen's
association to prevent damage due to snow. The fence
may be located a distance from the highway to avoid
visual detection.
c. Tony Grove intersection (Milepost 393.7 - Provide left
turn deceleration and storage lane for up-canyon turns
into Tony Grove area.
An amendment to the Forest plan
for visual resources will be required.
d. Replace Tony Grove Creek culvert (Milepost 393.8) on
original alignment. This is a high- accident location.
New crossing will be 4 feet wider than the approach
roadway or 44 feet. Appropriate guar'drai I prot~~ction
will be provided. An amendment to the Forest Plan will
be required with respect to visual, aquatic and
riparian environments.
e. Bunch Grass Creek Culvert (milepost 394.2). Check
culvert for hydl~aulic capacity and structural
condition. Provide a culvert which will meet the
requirement for fish passage. An amendment to the
Forest plan will be required with respect to the
visual, aquatic and "riparian environment.
f. Replace Red Banks Bridge (Milepost 394.5) on original
alignment. Structure width will be 44 feet unless
tapers for campground widening run onto bridge.
creating need for additional width . Guardrail with
appropriate flare rate is required. A detour for
traffic and a temporary bridge are necessary. The
detour (for tl..,o-way traffic) will be located just
downstream of the present crossing. After the new
structure is completed the temporary bridge and detour
will be removed and the detour alignment restored to
original conditions. An amendment to the Forest plan
will be required with respect to the visual, aquatic
and riparian environment.
�-11-
g. Red Banks Campground (Milepost 394.6). Improve
campground intersection as in (c) above. An amendment
to the Forest plan for visual resource s will be
required.
h. Begin climbing lane at Milepost 394.9. End climbing
lane at Milepost 396.5, 1.6 miles. Roadway width wi ll
consist of three 12-foot traffic lanes, one 8-foot
shoulder (downhill lane) and one 3-foot shoulder
(up-canyon direction) Total width is 47 feet.
Milepost 394.91 to 395.00 is a high- accident location.
An amendment to the Forest plan for visual resources
will be required on National Forest land.
i. Replace Beaver Creek Structure at Franklin Basin Road
(Milepost 396.9) on original alignment. Pavement width
transitions will affect total structure width,
requiring a minimum width of 58 feet. Guardrail with
appropriate flare rate is required.
j. Franklin Basin Intersection (Milepost 397.0). Improve
this intersection as in (c) . above . This is a
high- accident location . The area from Milepost 397.0
to 399.0 is referred to as Beaver Canyon.
k. Replace Beaver Creek Structure (Milepost 397.5)
Replace on same alignment . New structure width is 44
feet. Guardrail with appropriate flare rate is
required.
1. Rechannel Beaver Creek (Milepost 398.1). Relocate 300
feet of creek to up-canyon (easterly) side of highway
in original channel as present channel is required for
roadway widening. New locations will lengthen the
channel and reduce gradient . . Two crossings of the
highway will be required. Concrete box culverts or
other suitable culvert type will be used. An amendment
to the Forest plan will be required on National Forest
land with respect to the visual, aquatic and riparian
environment.
m. Rechannel Beaver Creek (Milepost 398.3). Relocate 700
feet of creek to up- canyon (easterly) side of highway
in original channel. Conditions are the same as (1)
above. An amendment to Forest plan will be required
with respect to the visual, aquatic and riparian
environment.
�-12n. Rechannel Beaver Creek (Milepost 398.6). Roadway
widening will be placed on the up-··canyon (easterly)
side of the present roadway to the extent limited by
the nearby canyon topography. If sufficient widening
cannot be obtained, a portion of Beaver Creek will be
placed in a culvert and/or relocated to the west to
obtain roadway width. A design consideration will be
for fish passage through the culvert. A maximum length
of 400 feet of channel could be affected. An amendment
to the Forest plan will be required with respect to the
visual, aquatic and riparian environment.
o. Rechannel Beaver Creek (Milepost 39B.9). Relocate 500
feet of creek to up-canyon (easterly) side of highway.
Conditions are the same as in (1) above. An amendment
to the Forest plan will be required with respect to the
visual, aquatic and riparian environment.
p. Replace Amazon Hollow, Stump Hollow and surrounding
area drainage box culvert (Milepost 399.6). Widen box
culvert to accommodate wider roadway and pavement
transitions for the Beaver Mountain road intersection.
An additional width of 20 feet from the shoulder lane
to the headwall on each side is required to avoid
guardrail protection. Generally a better approach is
to eliminate a hazard rather than provide protection.
An amendment to the Forest plan will be required with
respect to the visual and wetland environment.
q. Realign and channelize SR- 243 (Beaver Mountain ' Road)
intersection (Milepost 399.75). This is a
high-accident location. Realign 150 feet of SR-243 to
create a conventional right-angled intersection.
Provide left lane deceler'ation and storage lane with
appropriate tapers. Total length of SR-89 affected is
1500 feet. An amendment to the Forest plan for visual
resources will be required.
r. Begin climbing lane at Milepost 400. An amendment to
the Forest plan for visual resources will be required
on National Forest lands.
s. Realign through Curve #69 and #70 (Milepost 400 to
400.5). Realign 2700 feet of roadway a maximulll of 1.50
feet from the present alignment to attain 50 mph design
speed curves. The portion of the present roadway
removed from service will be obliterated, topsoiled and
reseeded with natural vegetation. An amendment to the
Forest Plan for visual resources will be required on
National Forest lands .
...
�-13t. Flatten Curve #71 from 80 to 60 30' (Milepost
400.6) to attain design speed. Highway widening f~om
Milepost 400 to 402 will be obtained by removing rock
material on the up-canyon (noy·therly) side of the
present roadway.
u. Flatten Curve #76 (Milepost 402.2) from 10 0 to 60
30' to attain design speed. An elevation decrease of
at least 4 feet is required to achieve sight distance.
The present 1,500 feet vertical curve will be increased
to 2,600 feet. An amendment to the Forest plan for
visual resources will be required.
v. Highway widening from Milepost 402.5 to Milepost 404.7
will be obtained by filling the down canyon (westerly)
side of the present roadway. An amendment to the
Forest plan for visual resources will be required.
w. Flatten Curve #80 (Milepost 404) from 100 to 60 30'
to attain design speed. An amendment to the Forest
plan for visual resour~es will be required .
x. End uphill passing lane from Garden City at Milepost
404.6. End uphill passing lane from Beaver Mountain at
Milepost 404.9. Between Milepost 404.6 and 404.9 the
maximum roadway width will cDnsist of two 12-foot
traffic lanes, two 12-foot climbing lanes, and two
3-foot shoulders; total pavement width of 54 feet.
Width transitions are included . An amendment to the
Forest plan for visual resources will be required.
4.
Section 3A: Bear Lake Summit to Bridgerland Subdivision
intersection (Milepost 404.75 to 409.4) 4.6 miles. Design
speed 40 mph, maximum degree of curve 11 0 15', nominal
roadway width 40 feet, two 12-foot traffic lanes, two
8-foot shoulders. Roadway width with passing lane - 47
feet (three 12-foot traffic lanes, one 8-foot shoulder and
one 3-foot shoulder). This section will have a continuous
uphill passing lane. Clear zone requirement - 18 feet
measured from the traffic line/shoulder line to nearest
roadside hazard. Elements of Section 3 are as follows:
An amendment to the Forest plan for visual resources will
be required on widened areas on National Forest lands.
a. Limber Pine Trail Head (Milepost 404.8). Provide
single access into parking area. No other specific
roadway improvements. Internal modifications will be
constructed as recommended by the Forest Service. An
amendment to the Forest plan for visual resources will
be requ ired.
�-14--
b. Flatten Curve #85 (Milepost 405.1) from 23 0 to
110. This action will move the centerline 80 feet
and require a new fill secti6n. The existing roadway
alignment will be removed and original contour
elevations and vegetation restored. Tree and brush
removal will be held to a minimum amount, and fill
slopes constructed to a slope rate acceptable for
revegetation . Retaining walls will be considered in
view of economics and tree savings. An amendment to
the Forest plan for visual resources will be required .
c. Curve #86 (Milepost 405 . 2). Retain present alignment.
Roadway widening will be constructed on the downhill
slope. Tree removal is required. Retaining walls will
be considered as in (b) above. An amendment to the
Forest plan for visual resources will be required.
d. Sunrise Campground (Milepost 405.5). Provide single
access into campground without specific roadway
modifications. A left-turn lane from Garden City is
not proposed and would require more roadwa.y width in
addition to the passing lane of 4 above and be of
questionable value. An amendment to the Forest plan
for visual resources will be required.
e. Bear Lake View area (Milepost 405.5). Provide single
access to view area in Curve #88, located to obtain the
best sight distance possible. No specific roadway
modifications for the access will be provided. Regrade
(raise elevation), enlarge and relandscape view area
according to Forest Service recommendations . An
amendment to the Forest plan for visual resources will
be required.
f . Flatten Curve #88 (Milepost 405.7) from 18 0 to 11 0
to attain design speed. A centerline shift of about
200 feet with accompanying earthwork (excavation)
required. The present alignment will be removed and
regraded to provide improved access for (e) above. An
amendment to the Forest plan for visual resources will
be required.
g. Flatten Curve #89 (Milepost 405.9) from 20 0 to 11 0
to attain design speed. A centerline shift of about 50
feet is required with accompanying earthwork (fill)
required. The present alignment will be removed and
original contours and vegetation restored upon
completion. An amendment to the Forest plan for visual
resources will be required.
�-15-
h. Flatten Curve #92 (Milepost 406.2) from 20 0 to 11 0
to attain design speed . A .centerline alignment shift
of about 70 feet with accompanying earthwork (fill) is
required. The present alignment will be removed and
original contours and vegetation restored upon
completion. An amendment to the Forest plan for visual
resources will be required.
i. Flatten Curve #94 (Milepost 406.9) from 16 0 to 11 0
to attain design speed. A centerline alignment shift
of about 340 feet with accompanying earthwork (some cut
and fill) is required. The present alignment will be
removed and original contours and vegetation restored
upon completion. An amendment to the Forest plan for
visual resources will be required.
j.
Flatten Curve #95 (Milepost 407.2) from 20° to 11 0
to attain design speed. A centerline alignment shift
of about 60 feet with accompanying earthwork (fill) is
required. The present alignment will be removed and
original contours and vegetation restored upon
completion . An amendment to the Forest plan for visual
resources will be required.
k. Stabilize landslide area (Milepost 407.5) . An existing
unstable landmass will be stabilized by application of
appropriate geotechnical techniques. An amendment to
the Forest plan for visual resources will be required
on National Forest land .
1. Flatten Curve #98 (Milepost 407 . 9) from 27 0 17' to
11 0 to attain design speed. This area is a
high- accident location . A centerline alignment shift
of about 670 feet with accompanying earthwork
(excavation) is required. Roadway gradient steepens to
about 10% in this area as a result of the curve
realignment. The present alignment will be removed and
original contours and vegetation restored upon
completion .
m. Highway widening from Milepost 408 to Milepost 408.7
will be obtained by excavating into the downhill
(westerly) s ide of the pY'esent roadway . Guardrai 1
protection on the uphill direction will be considered.
n. Flatten Curve #101 (Milepost 408.3) from 23 0 to 11 0
to attain design speed. A centerline alignment shift
of about 30 feet with accompanying earthwork (fill) is
required. Portions of the present alignment will be
removed and original conto~rs and vegetation restored
upon completion.
�-16o . Flatten Curve #102 (Milepost 408.5) from 14 0 to 11 0
to attain design speed. A centerline alignment shift
of about 20 feet with accompanying earthwork
(excavation) is required.
p. Close access to Bridgerland Subdivision (Milepost
408.6) All subdivision access shall be provided as
described in (r) below.
q . Flatten Curve #103, 104 and 105 (Milepost 408.8) to a
single 11 0 foot curve or flatter, depending on the
alignment shift of (r) below . Earthwork quantities
appear to be minimal.
r. Relocate alignment from C~rve #105 to Curve #109
(Milepost 409.4). Also , construct an intersection for
the Bridgerline Subdivision with additional pavement
widening for protected left and right- turn movements ..
This is a high-accident location. The present
alignment will be removed and restored to original
contour and vegetation.
5.
Section 38: Bridgerland Subdivision to Garden City (Milepost
409.4 to 411.75) . Increase design speed to 50 mph, maximum
degree of curve 6 0 45', roadway width - 40' (47 feet in
passing lane areas.) Clear zone - 22 feet. This alignment
will follow an alignment similar to 63 as prepared by the
consultant. Roadway widening in this section will consist of
approximately equal amounts of cut and fill areas. Guardrail
protection will be considered on the downhill side of the
roadway.
a. Flatten Curve #109 from 80 to 6 0 (Milepost 409 . 7)
to attain design speed . Some excavation will be
required.
b. Flatten Curve #110 (Milepost 409.8) from 100 to 60
to attain design speed. Some fill will be required .
c. Flatten Curve #111 (Milepost 410.0) from 12 0 to 60
to attain design speed. Excavation is required.
d. Flatten Curve #112 (Milepost 410.1) from 12 0 to 6 0
to attain design speed. Embankment will be required .
e. Relocate access at Milepost 410.6 by closing present
access and providing a new access from another public
street, if possible. If the access cannot be closed,
then relocate to an improved location, providing the
�•
-17best design possible. A combination with the access at
Milepost 410.7 may be practicable. The access at
Milepost 410.7 will be considered according to the same
criteria as the access at Milepost 410.6.
f.
Begin uphill climbing line at Milepost 410.6.
g. Flatten Curve #116 (Milepost 411.2) from aO to 60
to attain design speed.
h. Redesign access at Milepost 411.2 to attain the best
design possible.
i . Redesign end of project intersection with SR-30 at
Milepost 411.75. Left and right-turn lanes will be
provided.
0169W
�ADDITIONS 'ID CONSERVATIONISTS' ALTERNATIVE FUR U. S. 89, FEBRUARY, 1989
The Conservationists' Alternative of August, 1987 was designed to be
in agreerrent with the folla.ving staterrent rmde in the Forest Plan for the
Wasatch-cache National Forest:
standard than exis ting . "
"The road will not be raised to a higher
This has always been the Conservationis ts' position,
and will rermin so.
The Conservationists' Alternative was designed to solve specific problems
wi th minimal environrrental irrpact.
The Agency Al ternati ve set forth in
LTanuary, 1989, except where it appears to spare 4 miles of the M
iddle Canyon,
represents nothing nore than adherence to arbitrary standards, without regard
for consequences, whether they be environmental (the proposed channelization
of Beaver Creek, for exarrple) or related to safety (the proposed 10% grade
in the Rich County section, for exanple).
The Agency Alternative atterrpts to
raise a facade of improved safety while in rea lity pronoting high speed travel.
The Conservationists' Alternative has enphasized that the entire route between
Garden City and Logan should be considered as a unit; thus it stresses the
safety value of keeping highway speeds as consistent as possible.
Alternative says to drivers, in effect, "Speed up."
The Agency
But the consequences of
high-speed traffic entering the Middle Canyon are i gnored.
In keeping with the overall philosophy of the 1987 Conservationists'
Alternative, we propose the following changes for evaluation:
1.
Logan Cave:
raise roadbed and nove road away from the river,
as per Agency Alternative
2.
Mileposts 386.6, 390.2, 391.1:
Agency Alternative.
of fill.]
raise roadbed as described in
[Contingent on availability
�Adell tions to Conservationists'
Alternative for U.S. 89 -- p. 2
These changes are proposed for evaluation in the DEIS; this evaluation
will determine whether they will be included in the final al ternati ve we
present to the public.
The follOtJing corrections need to be entered in our 1987 draft:
When
treating areas in the Upper Canyon (turning lanes, for exarrple), the reference
should be to "B2" rather than "Bl."
When treating areas on the Rich County
side, the reference should be "B3" rather than nOBl."
RICH COUNTY SECTION:
The Conservationists' Alternative for the Rich County portion of the route
is as follOtJs:
Maintain the present alignrrent.
Irrprove signing at the Bear Lake Overlook and at milepost 407.9.
The rationale for the Conservationists' Alternative in this portion of the
route is as follc:ws:
safety, aesthetics, and erosion control.
The Agency
Alternative proposes a high-speed design, thus creating an impetus for unsafe,
high speeds over the rerrainder of the route.
The Agency Alternative proposes
radical grades, as high as 10%, which constitute an obvious safety hazard.
The Agency Alternative would leave a rrass of scars over the hillside involved,
and would create numerous highly erosive cuts.
The Conservationists' Alterna-
tive contains none of t.l1ese flaws and works toward inproved safety by inproved
signing at areas of potential danger.
�\
February 14, 1989
Jack, Steve, Bruce:
I propose that we add something like the enclosed to our Environrrentalists'
Alternative on US 89. v-7hat do you think?
�[DRAFT]
Environrrentalists' Alternative for
u.s.
89, Logan canyon:
Rich County section
----------------------------------------------------------------------------------v propose that the alignrrent of U. S. 89 between Garden City and the
ve
surrmit of Logan Canyon be kept exactly as it is, and that signing be improved for the scenic turnout near Sunrise campground and the turnout at
M
ilepost 407.9. Improved signing at 407.9 will make the area safer; relocating the highway 670 feet away on a 10% grade, as the "Agency Alternative" proposes, would increase the danger in this area very considerably.
Keeping the same alignrrent for the Rich County section, and improving
the signing at points where traffic enters the highway (such as noted above),
will help keep speeds rrore uniform throughout the Garden City-to-Logan route,
thus improving the safety of the road. Altering the alignrrent on the Rich
county section will increase the speed there, thus decreasing the safety, and
will have the added negative effect of creating an inconsistency in speed over
the whole route. 1iIe consider a high speed highway on the Rich County section
to be an unfortunate impetus for higher speeds in the rest of the route. The
proposed steepness of the "Agency Alternative" is also a safety hazard, particularly in winter.
Keeping the same alignrrent for the
the line on the aesthetic damage on the
naintain erosion rates at their present
leave a nass of scars over the hillside
Rich County section would help hold
east side of the rrountain, and v;ould
level. The "Agency Alternative" v;ould
and would create highly erosive cuts.
�-- - - - --
To~
, I ..., ",..+~
J~
,
"",&,
+I..~ ~
c... ill ";,,. s....,
Jt.
..
)
'~f",7.c./ -I• ....... ~.~..
(.....~ .Iy/.;1-~rl~-'4r;I
h.".,'yll. ~*,II>'
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c'fif'1
0+- -It,;,. .ff#"...-I"'~.
1-4 ..... -t.u ,,+ s......i?
--
�Conservationists' Alternative for the Logan Canyon Road
between Right Fork and Garden City
(submitted to UDOT February, 1989)
This alternative is designed to solve specific problems with
minimal environmental impact. This is in contrast to the Agency
Alternative,
where the main
goal
is to increase the highway
design speed on all
except the 4 miles
between Right
Fork and
Lower Twin Bridge. To make a
point-by-point comparison of this
alternative with the Agency Alternative, you may obtain a copy of
the Agency Alternative from:
LynY"1 Zoll i n~1et~
Utah Department of Transportation
PO Box i.:::7L~7
Ogden, Utah 84404
399-5'3i:::1
Add additicn'"lal
war~Y"liY"l g sigY"1
such as "Nar~r~ow WiY"ldiY"lg Road Next 7
Miles". Tht~oughout
the eY"ltit~e
t~oute ptlt
up specific cI.wve
signs with advisory speeds where needed.
jC:ldd s i ~V'IS
fol'~ S i del'~oads
such c.'.\s
"R i ~~ht Fot~k 1 / L~ mil e".
signs will be needed at Wood Camp, Temple Fork, etc.
Cr,~
a 100' paved tapel'~
i l"lt 0 Right FCIl'~k.
fc,l'~
-±-lCIst .::i l l
u p-caY"IYOl'"1
tl'~affic
Simi
lal'~
wishiY"lg
Plow parking area in the winter.
Pave
downcanyon
pt~eseY"d;
from
bridge,
si gY"ls.
Replace Burnt Bridge on
spal"l bl'~ i d ge.
I~a
i se
present alignment
wi th 28'
wide c 1 ei:\'r~-
3' for 1000'; this removes an erratic bend
t~oad bed
away from the
from the road and allows the road to be moved
river. Contingent on availability of fill.
Prohibit parking on curve.
CONSERVATIONISTS'
ALTERNATIVE
1
�For cave access, pave two parking
areas immediately downcanyon
from Cottonwood
Creek: one
150' x
20' on
the river side,
arlothEn~ 100'
x 35' (taper~irlg
to 20') at the locatiorl of old
Cottonwood Creek road. Plow in winter.
A/1-',,(
/
Fot~est
vetl uY·lteer~
Serv i ce
groups
f '
j
"5.
con s truct
t o cave
(erd:;r~ arlce.
Replace structure on pres ent alignment with 28'
Raise roadbed
approx. 18" for 500'
on availability of fill).
wide structure.
to avoid flooding
(contingent
Replace bridge with
wide
bridge immediately
upstream from present bridge. This involves a new cut at the
downcanyon edge of the
bridge.
Rubble could
be
used to
provide a slow-vehicle turnout downcanyon of the bridge.
Provide recreational parking at upcanyon edge of the bridge.
Notj£=
Her~e
the A~]erlcy Altet~rlative pr~ oposes a 3
larle br~ idge, a
climbing lane nearly a mile long,
and the
beginning of the
wider, straighter, higher design speed highway.
Replace
\.'Ji th
wide clear - span bridge immed i ately
downstream of present bridge.
Sigrl "NO PASSING".
Replace structure on present alignment with 28'
Raise
r~oadbed
appr~ox.
18"
to
avoid
availability of fill.
CONSERVAT I ONISTS'
ALTERNATIVE
2
wide structure.
floodirlg.
�mp
3'32
Pave multipurpose turnout on side opposite river,
~9te:
plow in winter.
Hel"~e
the A~~eYlcy
Alte?t~native iYlcr~eases the l"~oad width even
more, increases the design speed, and begins to add frequent
pass i Ylg 1 aYles.
Add turning lanes.
Replace structure on present alignment with 28'
wide structure.
Replace str ucture on present alignment with 28'
wide structure .
Pave multipurpose turnout on river side of road;
Replace
bl"~idge
i.~
pt~eseYlt
1 i gnmeyd;
plow in winter .
with 28'
wide clear-span
bl"~idge.
Construct climbing lane from milepost 3'35 to cattleguard.
Replace bridge on
bl°~ i d geM
pr-o
esent
aliqnment
with
wide
clear~-span
Replace structure on present alignment with 28'
wide structure.
Replace structure on present alignment with 28'
wide structure.
~§?a y..§?l"~
Mc~!::.!ni
ai
1"1
I Ylt er~sec"!! i 01"1
(fI1 P
3'3'3. 75)
Add turning lanes.
CONSERVATIONISTS'
ALTERNATIVE
3
�Construct climbing
lane from milepost 401.5
fill) to mp 402.1.
(above Amazon Hollow
Construct climbing lane from 404.1 to short of Sinks Road.
Ret air, pl"~ese'(",t alignment; add
improved
signing
t '-n~r,e:.ut s.
Place cli mbing
lane sections
t '-n~ r, o ut s only where cutti n g
would
not
p . .~oblems.
Not~.:
c'-n~ve!:-3 a · d
....
slol-'J-vehicle
cause el"~osie:.r,
fe:'l"~
Ol"~
Hel"~e
the Ager,cy Altel"~r,ative emphasized speed by l'~ealignir,g
curve s and steepening the gradient to
up to
10~.
They also
plan a
conti nuous climbing
lane .
Initially we took no
position on modifications to this section because much of it
is not
on National
Forest land. However, the potential for
ma ssive erosion
problems
from
the miles of excavation
proposed in the Agency
Alternative forced
us to take this
new pe:.!:; it ion.
50
CONSERVATIONISTS'
ALTERNATIVE
fl, 'J
4
�If
Conservationists' Spot Improvement Alternative for Sections 1 and 2,
Logan Canyon
August, 1987
we
consider the most important issues involved here to be safety,
scenic values, and ecological integrity.
Our alternative is based on
the premise that rrodifications which alone or in the aggregate VX)uld
appreciably increase traffic speed in the Middle Canyon must be avoided.
we
relieve that increased speed in this section would be likely to lead
to more (and more serious) accidents.
The construction involved in
increasing the traffic speed would seriously disrupt the scenic values
for which this canyon is nationally k.n<:Mn, and VX)uld seriously degrade
the ecological integrity of the canyon, particularly in the riparian
zone.
Our goal is a highway that fits into Logan Canyon with minimal
ecological disturbance and maximum safety, rather than a highway that
purports to move the greatest number of people through the area at the
highest rate of speed.
Consistent with this emphasis, we strongly recommend enforcement of
speed limits and substantial improvements in signing as an important part
of our proposal.
As a corollary, changes in the roadway in the Upper
Canyon should not re so drastic as to encourage high speeds in that area
and thus a possible difficulty of driver adjustment to the lONer speeds of
the Middle Canyon.
we
have identified several gravel turnouts which should
re paved, and plowed oonsistently in winter, to aid the Utah Highway Patrol
in pulling over speeders and to aid in the passage of the occasional
emergency vehicle.
�LOCATION
RATION
ALE
PP0P0SFD AcrION
IMPAcrS AND PROBLEMS WITH
REJEX:TED ALTERNATIVES
Right Hand Fork
100' taper from bridge;
sign: "Right Fork 1/4"
safety
curve at 384.0
preliminary sign:
winding road next 7 mi.";
advisory speed sign;
specific curve ootation
(no change in alignment)
safety
visual sensitivity;
erosion into river;
spoil disposal
safety
visual sensitivity (6);
inpacts on river
Haguire Primrose
threat to threatened
species
W
ood Camp turoout sign: "Wood Camp 1/4";
and
plow parking area in
winter
Camp,
slow veh. turnout
00
change
downstream of
Burnt Bridge
pave present gravel
turnout; plow in winter
Burnt Bridge
widen to 28' on same
alignment; clear span
structural integrity
sign: "dangerous curve";
sign: "no parking"
sign: advisory speed;
no alignment change
safety
Logan Cave
Cottonwood area:
(a) structure
law enfo rcement;
vista; parking distressed
vehicles
not applicable
not applicable
visual sensitivity;
damage to river
safety
widen to 28' on sarre
alignment
damage to river;
visual sensitivity (7)
!
(b) parking
pave bNo areas: one on
visitor access to cave
river side downstream \
from structure, 150' X ~O;
one on rrountain side at (Old
Cottonwood road, 100' X 5',
tapering downstream to
100' X 20'. Plow in
winter.
Forest Service and volunteer groups construct
trail to cave entrance.
above Cottonwood
no alignment change;
replace 20 mph advisory
sign
(386.6)
safety
damage to river;
spoil disposal;
visual sensitivity
----------~-+_------------- ----~ ·-·----- ll__·-----------~----- -------+-------------
above Cottonwood
(387.1)
no alignment change
safety (avoid
speed)
erosion from loose
ma.terial
�PROPOSED AcrION
LCCATION
beloW Lower Twir
Bridge;
Lower Twin
Bridge
R<TIONALE
M
ove roadway wax. 20'
toward river before cun Ie
begins; widen existing
cut so alignment meets
new bridge parallel to
present bridge.
28' width; no pier in
river
I
IMPAcrS AND PROBW1S v,lITH
ALTERNATIVES
~D
I
I
replacement of bridge
wi th least environmental damage, consis- l
tent with safety
visual impacts;
excessive spoil
I
I
I
place downstream of
above Lower Twin
Bridge--slow veh. bridge, where present
road goes through cut
turnout
less cutting; rrore sight
distance
visual impacts;
excessive spoil
-----------------;------------------------+---------------------------~-------------------------
Dugway climbing l:me
N Change
o
prevent excessive speed
damage to river;
damage to visual
quality
- ---------------_._---- --------------+-----------------+----------------- --top of Dugway
1'-0 Change
prevent excessive speed
damage to visual
quality; excessive
spoil
_ --+------ - --+- - - - - - t - -- -- -
--Upper -TWin
Bridge
widen to 28' on new
structural integrity;
alignment immediately
safety
downstream of present
bridge. No pier in rive
~_.....-_-==____:::::__;_t_--- ---------- - - - - --r-.---- - .--------'--------f.---------------- - above Upper TwiI
Bridge (387.7)
damage to visual
no change in alignment
safety
1
quali ty ; excessive
add signs: curve; icy
road
spoil
I
I .
I
Temple Fork
intersection
advance signing:
Fork 1/4"
Ricks Spring are,,:
(a) bridge
28' on sane alignment
(b) alignment
(c) parking
~
"TemPl~
add sign: "N Passing"
o
maintain as is (both
sides); add signs:
"Ricks Spring 1/4"
"Pedestrian Crossing"
safety
safety
safety
safety
vehicles crossing traffic
lanes to park
______________~~-_--------------------1-.------.----------------- .-----------------------
"Table 2-5," B-1:
bridges and struct ~es
28'
maintain uniformity of
bridge widths
alignments:
1:elow North Sink
no change
safety
encourages excessive
speed
below M
iddle Sin '-
:00
change
safety
encourages excessive
speed
�PROPOSED Ac:r:'ION
lOCATION
RAT IO}1ALE
JMPACTS AND PROBLEMS WITH
REJECTED ALTERNATIVES
"Table 2-5,"
continued:
Intersections:
~a) Tony Grove
as in B-1
(b) Red Banks
00
(c) Franklin Basin
(d) Beaver
change
insufficient traffic
no change
no need (wide enough as
is)
as in B-1
i
safety
would necessitate 3-lane
bridge over Beaver Creek
Climbing Lanes:
(a) Red Banks tp
near Franklin
Basin road
(b) Stump
Add climbing lane
from m.p. 395 to
cattle guard
Add climbing lane
from just above Amazon
Hollow fill (401.5) to
402.1.
Hnlln17
to maintenance
shed
(c) to surmnit
Add climbing lane from
404.1 to short of Sink::
Road
I
safety; minimize cut;
safeguard river and
riparian zone
Safety problems with
high-speed traffic
approaching both Red
Banks and Franklin Basin
turooffs; damage to
river and riparian zone
safety; minimize cut
visual quality damage
safety; minimize cut
excessive spoil; danger
at snowmobile parking
area
Note: Passing lane
;t end short of surmnit, and
there must be .::l", ~'.::lte signing, regarding the
transition back tp 2-lane road, to safeguard
the Limber Pine 'I~ail turooff.
Signs: "Sinks Roa~ 1/4"; "Limber Pine Trail 1,114"
Table 2-6:
Sunrise
LLLP:JLuLnd
OVerlook
00
change
safety
2 skewed approaches as
in B-1 (sign & stripe)
multipurt=Ose
parking:
(a) m.p. 392
pave; plow in winter
(on side opp. river)
safety
(b) Bunchgrass
pave; plow in winter
(on river side of road)
safety
added sign:
below Ricks
Spring
"Narrow winding road
next 7 mi."
safety
driver confusion
possible
�...
-....
TRAFFIC ACCIDENTS IN LOGAN CANYON
AN ANALYSIS
The Utah Department of Transportation (UDOT) asserts the Logan Canyon
highway is dangerous, with a significantly higher accident rate than an
average Utah highway. This assertion is used as a reason for undertaking
highway reconstruction and realignment in the section of the canyon between Right Fork and Ricks Spri'ngs . This assertion, however, i~ in fact
not supported by traffic accident and traffic volume data supplled by UDOT,
Division of Safety and office of the Engineer for Transportation, respectively. This is analyzed in the following discussion .
Data. The number of traffic accidents for any period is easy to obtain and is quite accurate (it comes directly from investigating officers
reports). Accident rates, however, are reported on the basis of each million miles of vehicle travel (MVT) and require good estimates of the average daily traffic (ADT) in a particular section of the highway. There is
only one perm
anent counter in the canyon, located at Card Guard Station,
located approximately at mile post 10 in the canyon. Values of ADT for
other sections, which differ considerably, are estimated on the basis of
temporarary counters, spot checks and extrapolations from the permanent
counter (UDOT, e.g., made a check of relative volumes of traffic in the
canyon at various locations for one week in June, 1976. Many of their conclusions are based on this inadequate sample). As a result, there is considerable uncertainty (error) in the numbers, an uncertainty that may invalidate in some cases the conclusions based on the data. This caveat must be
kept in mind at all times when examining the data.
Accident Rates. UDOT has divided the canyon into 7 sections, and reports accident rates for each section as found in table 1 for the 7 year
period, 1971-77 inclusive (data from update to "Preliminary Proposals
and A
lternati ves SR-13 (U. S. 89) Logan to Garden City, UDOT, 1977", provided by Gary Lindley, Project Engineer):
Table 1 UDOT Accident Rates
1971-77
1.
2.
3.
4.
5.
6.
7.
Section
Logan City to Dewitt Campground
Dewitt Campground to Right Fork
Right Fork to Upper Twin Bridges
Upper Twin Bridges to Tony Grove
Tony Grove to Beaver Mtn. Road
Beawer Mtn. Road to Summit
Summit to Garden City
distance
4.8 miles
4.3 miles
5.1 miles
5.3 miles
6.1 miles
5.1 miles
7.0 miles
average
State average, 1971-77, all highways,
Accident Rate per MVT
3.40
2.90
6.10
5.80
3.40
2.15
5.00 .
4.1T + 1.52
3.85
It thus appears sections 3 and 4 (the proposed project includes all of
section 3 and part of section 4) have a significantly higher accident rate
than the state average, and that the distribution of rates is biased towards
higher values in these sections.
�Our analysis of the data, based on the best ADT figures and a
number of consultations with the UDOT Engineer for Transportation, gives
lower values for the accident rates in all sections of the canyon for the
6 year period, 1973-78 (table 2):
Table 2 Accident Rates in Logan Canyon, 1973-78
Section
Accident Rate per MVT
l.
1.99
2.
1.64
3.
4.98
4.
5.61
5.
2.60
6.
2.97
7.
5.28
3.56+1.64
average
3.85State average
It can be seen the average accident rate in Logan Canyon is slightly
lower than the State average. Sections 3 and 4 appear to be higher. This
difference, however, is not significant statistically for section 3, as
determined by a standard statistical test ( t test, 6 year average vs. state
average, 90% (or higher) confidence level), while the difference for section
4 is just barely significant at the 90% confidence level, but not significant at higher levels. It may therefore be concluded section 3 is not
significantly more dangerous than the average Utah highway , while the evidence for section 4 is inconclusive.
Another statistical test that may be applied measures the significance
of a distribution, in this case accident rates by section, vs . an expected
frequency if all sections have equal rates. The results of this test (chisquared test)show the distribution of both tables 1 and 2 have a probability
between 60-75% of being random: that is, the apparent difference in accident
rates by section for the whole canyon has a 60-75% probability of being due
to random statistical fluctuation, and not to any real bias in favor of high
rates for sections 3 and 4. This test supports the conclusion that the Logan
Highway is, in fact, no more dangerous than an average Utah highway .
Fatal Accidents. In the period 1971-78 inclusive (8 years) there were
26 fatal accidents in Logan Canyon, distributed as follows (table 3):
Table 3 Fatal Accidents
Section
Number
Death Rate per MVT
. 174
1
8
.030
2
1
.1A4
3
4
1
. 042
4
5
0
.232
6
4
.339
7
8
Death rates were calculated in the same way as for accident rates in table
2. Combining the death rates for sections 1 and 2 (improved sections) and 3
and 4 (propesed project) gives identical values , 0.105 MVT . Drawing conclusions from such small numbers of data is statistically suspect ; the death rates
�for the improved and proposed project sections do suggest that improvement
of the highway (sections 1 and 2) does not improve the death rate (sections
3 and 4). If these numbers have any significance, they indicate improving
the highway from a 35 mph speed to a 50 mph speed, the relative speed
limits on the improved and proposed project sections, has no effect on
the death rate. Similar results can be anticipated for sections 3 and 4
if the project is undertaken. Again, any argument based on death rates
for the two sections as support for the project is invalid.
Conclusions. The results of this analysis of all available data are
clear. Logan Canyon highway is not more dangerous than the average Utah
highway, assertions to the contrary by UDOTnotwithstanding. Considering
the highway is a winding mountainous road, often covered with snow and
ice during Winter months in the upper sections, the accident rate is surprisingly low . It would be of interest to compare Logan Canyon with similar highways (Sardine Canyon, Soldier Summit, Little Cottonwood Canyon,
e.g.) with respect to accident rates. Similar arguments used by UDOT based
on Logan Canyon highway death rates are equally false: improvement of
the highway has no effect on death rates. The proposed construction
project for sections 3 and 4 cannot be justified as an improvement in
safety of a dangerous highway.
�Accidents and Traffic Volume in Logan Canyon
UDOT asserts a definite relationship exists between the accident rate
and volume of traffic in Logan Canyon . Since the volume of traffic becomes
quite large on a few weekends in Summer , it is argued by UDOT the highway
needs improvement to prevent excessive accident rates during these periods .
This assertion may be tested statistically by plotting accident rates by
month vs. traffic volume per month (data from UDOT report "Preliminary
Proposals and Alternatives, SR 13 (U.S . 89) Logan t~ Garden City , 19771~,
p. 23 and p. 41). The coefficient for this plot , r , is a measure of
the cor elation be ween accident rates and traffic volume . Such a plot
gives r 2 = 0. 37 (r 2 = 1.00 for a 1:1 correlation , and 0 for no correlation;
values less than 0.90 are suspect). Clearly, no significant correlation
exists between accident rates and traffic volume in Logan Canyon , and
such an argument cannot be used by UDOT to justify the project.
/
"
�TRAFFIC FORECASTS FOR LOGAN CANYON HIGHWAY
UDOT assumes an exponetial growth rate of 4% annually for traffic
volume in Logan Canyon. This growth rate is used as an argument to justify the proposed highway improvement project in sections 3 and 4 (Right
Fork to Ricks Springs) of the canyon. An analysis by Dave Schimpf based
on UDOT average daily volumes of traffic (ADT) indicates the growth is
better expressed by a linear relationship than the exponential relationship used by UDOT, at least through 1975. This gives a significantly lower
prediction for traffic volumes than the exponential model .
More importantly, however, recent data for 1975-79 indicate
traffic volume peaked in 1977, and has in fact declined in both 1978
and through July, 1979 (last data). Clearly, the effects of fuel prices
and potential shortages have not been taken into account by UDOT (table 4):
Table 4 Changes in ADT, 1978-79
Date
2.4 % decrease from December, 1977
December, 1978
July, 1979
3.0 % decrease from July, 1978
data from Card Guard Station, Logan Canyon.
Clearly, in contradiction to the forecasts of UDOT, traffic volume
in Logan Canyon has decreased significantly in the last 2 years. If this
trend continues, and considering the world petroleum situation this appears
probable, future use of the highway will be less than at present, and any
argument seeking to justify construction of the proposed project on the basis
of projected increases in volume of traffic is invalid.
�
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Alternatives to proposed Logan Canyon construction
Description
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Several alternatives to the proposed construction in Logan Canyon including: concern over the expansion and curve reduction in Logan Canyon, Agency Alternative, Additions to Conservationists' alternative for US 89, Environmentalists' alternative, Conservationists' alternative for Logan Canyon Road between Right Fork and Garden City, Conservationists' spot improvement alternative, traffic accidents in Logan Canyon, and the traffic forecast for Logan Canyon Highway.
Creator
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Citizens for the Protection of Logan Canyon
Subject
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Traffic engineering
Roadside improvement--Utah--Logan Canyon
Logan Canyon (Utah)
Medium
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Administrative records
Spatial Coverage
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Logan (Utah)
Logan Canyon (Utah)
Cache County (Utah)
Utah
United States
Temporal Coverage
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1980-1989
20th century
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eng
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, MSS 314, Citizens for the Protection of Logan Canyon/Logan Canyon Coalition Papers, 1963-1999
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View the finding aid for this collection at: <a href="http://nwda.orbiscascade.org/ark:/80444/xv63458">http://nwda.orbiscascade.org/ark:/80444/xv63458</a>
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Highway 89 Digital Collections
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MSS314Bx1Fd2.pdf
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http://highway89.org/files/original/8d5d948778c0a960bd1097dce39eb5cb.pdf
cf23a2d25938b292ef72976609300583
PDF Text
Text
l '
Memorandum
US.Deportment
of Transportation
(
Utah Division
Federal Highway
Administration
Subject:
From :
To :
Proj ect No. F-021 (7)
Logan Canyon Environmental Document
Di vi s i on Admi ni strator
Salt Lake City, Utah 84147
Date :
Reply to
Attn . of :
December 12, 1986
HBR-UT
Mr. Wi 11 i am D. Hur 1ey, P. E.
Director of Transportation (08-P)
Salt Lake City, Utah
During the past several months, there have been various discussions among FHWA
and UDOT district and central office personnel regarding the type of environmental document to be processed for this project. Based on the controversy that
developed during the previous attempt to upgrade this route and our knowledge of
the current opposition to any major improvements within the canyon, FHWA has determined that an environmental impact statement (EIS) should be prepared.
We understand the desire of the UDOT to convert this document back to an environmental assessment (EA) should no controversy or significant impacts be identified during the development of the draft EIS.
As outlined on pages 11-5 and
1I-5(b) of the FHWA Flexibility Document (copy attached), there is a process by
which the draft EIS may be converted back to an EA based on certain conditions.
Should these conditions be satisfied during the development of the draft EIS,
then FHWA would consider processing this project as an EA.
Please furnish this office with a notice of intent as soon as possible to
tiate the environmental process.
Attachment
cc:
UDOT 01-0
I~~~!~IID
ry'j I~,
Utah aepartment 01 Trmspo~ation
Location 6 Environ. Studies
ini-
�q '
11-5
Conversion of a Draft Environmental Impact statement (EIS) to
a Finding of- No Significant Impact (FONSI)
REFERENCE:
Na tional Environmental Policy Act (NEPA) of 1969, as amended,
Secti on 1 02(c)
40 CFR 1501.4, Council on Env ironmental Qual ity (CEQ)
Regula tions for Implementing NEPA
CHOSS REFERE.CE: Page 11-7, "Abbrev iated Version of Final Env ironmental ImJ:ect
Statements (EIS)"
Page 11-8, "Condensed Version of Final Env ironmenta1 Impact
Statements (ELS)"
DISCOSSIOIl :
It is commonly preslllled that projects which are initially
developed with draft EISs must be canpleted with final
EISa. H~ev er, there are si tua tions when this does not
have to be the case. Whereas many areas of flexibility
exist because of a specific regul atory prov iSion, this
item of flexibility exists because it is not expressly
prohibited by any regul ation or statute. During the
development of the EIS, it may be concluded that (1) none
of the reasona bl e a1 terna ti v es to the action have a
potential for significantly affecting the environment,
(2) all of the al terna ti v es which have significant impact s
are unreasonable (i.e., they do not warrant further
consideration in the NEPA document), or (3) the preferred
al terna tiv e has no significant environmental impacts. If
such situations exist, an EIS may not be require~ by NEPA or
the CEQ regulations. Therefore, to conclude the NEPA process
for such actions, the EIS could be converted to an EA or
FONSI and processed accordingly.
COHSIDEHATIOIlS:
Conversion of an uncirculated draft EIS to an EA is basically
an indication that a presumption made early in the process
was not borne out by further analysis. The EIS process
should not be initiated unless the preliminary environmental
studies and early coordination identify the potential for
reasonable al terna tives with significant environmental
impacts.
Another si tua tion arises when the draft EIS incl udes an
al terna tive which has no significant impacts (e.g., pcssi bly
a TSM al ternative). If this al ternative is selected after
circulation of the draft EIS, a final EIS would not
specifically be required. To help the publ ic's understanding
of this process, it would be useful to include a statElllent in
the draf t EIS to the erfect that if al terna ti v e "I" is
selected, final processing of the project will be done with a
FONSI.
�II-5(b) ~
t
(
~
f.
A notice should be placed in the Federal Regicter intorming
the publio of the reasons why the EIS will not be oompleted
and the tact that an EA or FONSI is instead being used. 111e "
agencies and public invol ved in the early developnent of the
draft EIS should also be informed of this decision.
It should be noted that Section 1508.27 of the CEQ
regulation (40 eFR, Parts 1500-1508) provides some
guidance on the term "significantly" as used in NEPA.
However, in light of this limited guidance, the decision or .'
what constitutes a significant impact (i.e., an impact
requiring completion of an EIS) is fairly subjective. One ..
must therefore recognize that there is a risk invol ved in
going from an EIS process to a FONSI decision. This risk
I'
~
could be compounded if the project is controversial and the '
Sl gni fiC ance de t ermiD8 tion is SltikelY to be C h 81len g ed in
. :-.
cour. As ano t h er opti on, a
ate may consi der us i ng an
t
1
abbreviated or condensed version of the final EIS in these
situations, if the conditions are appropriate (see pages
.~
11-7 and 11-8).
~_
r
BESPOXSIBLE OFFICE:
Office of Environmental Policy (HEV-11)
1
i
i
1
.f
I
,
I.
1
l
�'.
(
11-7
SUBJECT:
Abbreviated Version or Final Environmental Impact statements
(EIS)
REFERElCB:
40 CFR 1503.4(c)
CROSS HERIDC!: Page 11-8, "Condensed Version or Final Env ironmental Impact
Statements (EIS)"
DISaJSSIOI:
(
When only minor changes are necessary to respond to
comments received on a draft EIS, this section of the
CEQ regulations allows the processing of the final EIS to
be substantially abbreviated. In such cases, the draft EIS
need not be rewritten. The responses can be written on
"errata sheets" that are Simply attached to the original
draft EIS. Further, only the comments, responses, and any
changes need to be circulated; however, the entire EIS
must be filed with EPA, i.e., the errata sheets and the
original draft EIS. This prov ision can reduce the time
needed to dev el op a final EIS and the cost incurred in
rewriting and reprinting the document.
COISmERArIOIS:
The key to using the abbrev iated procedure is that the
changes in the EIS are minor and limited to responses which
(1) make factual corrections (e.g., changing the date of a
historiC event that was erroneously referred to in the
draft EIS), or (2) explain why the comments do not warrant
further response (e.g., adverse comments on an alternative
that is not selected as the preferred al ternative).
Limited or minor comments are often a reflection of low
controversy as well as good, early coordination and public
involvement. As a result, this regulation is an additional
incentive to perform these early inv 01 vement activities.
RESPOHSIBL! OFFICE:
Office of Environmental Policy (HEV-11)
�II-5(b)
i~Orming 1
A notice Bhould be placed in the Federal Register
the public of the reasons why the EIS will not be completed
and the tact that an EA or FONSI is instead being used. 'lbe agencies and public invol ved in the early developnent of the
draft EIS should also be informed of this decision.
l
It should be noted that Section 1508.27 of the CEQ
regulation (40 CFR, Parts 1500-1508) provides some
guidance on the term "significantly" as used in NEPA.
However, in light of this limited guidance, the decision ot o
what constitutes a significant impact (i.e., an impact
requiring completion of an EIS) is fairly subjective. One
must therefore recognize that there is a risk invol ved in
going from an EIS process to a FONSI decision. This risk
could be compounded if the project is controversial and the
significance determina tion is likely to be challenged in
court. As another option, a State may consider using an
abbreviated or condensed version of the final EIS in these
situations, if the conditions are appropriate (see pages
II-7 and II-8).
IESPORsmLE OFFICE:
(
Office of Environmental Policy (HEV-11)
o
>-
�
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Correspondence from Daniel Dake to William Hurley, December 12 ,1986
Description
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Correspondence from Daniel Dake to William Hurley discussing the need for an Environmental Impact Statement and the conditions for turning the EIS into an Environmental Assessment.
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Dake, Daniel
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Environmental policy
Logan Canyon Environmental Study
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Utah. Department of Transportation
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1986-12-12
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Logan (Utah)
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1980-1989
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eng
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, Sierra Club, Utah Chapter Archives, 1972-1986, COLL MSS 148 Series VIII Box 29 Folder 6
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View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390</a>
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MSS148VIIIB29_Fd6_Item 23.pdf
Highway 89;
-
http://highway89.org/files/original/d4a53434e33ed17e552386db7cbf3903.pdf
60c41e1ee105eb90c65d9191e6745aa4
PDF Text
Text
EXECUTIVE DIRECTOR
BEAR RIVER ASSOCIATION
OF GOVERNMENTS
Roger C. Jones
_ 170 North Main
Logan, Utah 84321
(801) 752-7242
Box Elder, Cache, Rich Counties
CHAIRMAN
Jay A. Monson
Harch 28, 1987
Rudy Lukez
P.O. Box 423
Logan, UT 84321
Dear Rudy,
Enclosed are the two documents you requested:
1.
2.
My analysis of the Logan Canyon improvement issue for use by the BRAG
Governing Board in commenting for the scoping meetings; and
Comments in letter form from the Board.
Please note that Cindy Yurth's article in the Herald Journal was
incorrect. The Board did not "suggest" improvements. Rather, they asked UDOT
to consider the entire range of improvements. They wish to see what the
impacts of the alternatives will be before endorsing one or another
alternative.
Also be aware that Jack Spence has made several comments on my analysis.
Specifically, he thinks:
1.
2.
3.
4.
5.
6.
I understated the role which the Forest Service will play;
no mention was made that some people want the highway designated as a
national scenic highway;
the USFS will not allow a 40 mph highway;
I was not clear that most of the traffic occurs only in summer;
it 1'5 wrong to be concerned with safety issues for which there is no data
(such as ' whether bicyclists are deterred from using the highway by a
"feeling" of danger);'
, Figure 2 ' is improper since it does not show that most ·of the accidents
occur in only a few spots.
Suffice it to say that Jack and I disagree on several of ':t-hese polnts,
which I would be happy to discuss with you at iyour convenience.
I do think the BRAG Governing Board is taking a ' responsible position on
this' issue. . They want all of the suggested al ternati ves analyzed because they
have constituents who come from both extremes on these- issues. Once the draft
EIS is developed and CH2H Hill presents the results in a meaningful way, I
think the Board will adopt a reasonable and responsible position.
trul Y,
¥i
.
Bry
Box Elder County
Frank 0 , Nishiguchi
Don E. Chase
James J . White
Larry Howe ll
Peter C , Knudson
...
!i))~
Dixon
GOVERNING BOARD
Cache County
Bruce G . King
Jay A. Monson, Chairman
Darrel J . Gibbons
Newel Daines
Bruce Darley
Rich County
Ken Brown
Blair R. Francis
Dee Johnson
Rick Argyle, V. Chairman
Bryce Nielson
�~
EXECUTIVE DIRECTOR
Roger C . Jones
BEAR RIVER ASSOCIATION
OF GOVERNMENTS
~.
~.~.
"
.Ox Elder, Cache, Rich
170 North Main
Logan, Utah 84321
(801 ) 752·7242
Counties
CHAIRMAN
Jay A . Monson
March 17, 1987
James Naegle
Utah Department of Transportation
4501 South 2700 West
Salt Lake City, UT 84119
Dear Mr. Naegle,
On behalf of the Governing Board of the Bear River Association of Governments, I would like to comment on the scope of the environmental analysis being
undertaken for the proposed improvements to State Highway 89 through Logan
Canyon. As you may know, BRAG is charged with reviewing projects being
undertaken in northern Utah which may affect more than one community. As such,
we feel it our responsibility to ensure that all of the interests of our
citizens are represented, and therefore offer these comments.
)
The highway through Logan Canyon serves our citizens as both a recreational resource and a major arterial. Rich and Cache Counties rely on many of
the same attributes. The canyon is itself a scenic resource for those driving
through, and also provides access to more active forms of recreation such as
fishing, hunting, hiking, skiing, etc., as well as access to the recreation
resources around Bear Lake. These resources benefit our citizens directly, but
also attract tourism, on which we rely for part of our local economy. Logan
Canyon is also a critical link for almost 10,000 residents from around Bear
Lake (from Utah, Idaho and .:Wyoming) · to. the amenities and necessities offered by
Cache Valley (such as access to emergency health care). Hence, we feel our
ci~izens want to preserve the aesthetic value of the canyon, but not so much
that the transportation capabilities deteriorate to unsafe or seriously
inconvenient levels. We recognize that, as the population naturally increases,
the dema nds on the highway:.:will increase, and we should attempt to foresee this
demand and compromise between the need to preserve a pristine environment and
the desire for maximum convenience.
It is difficult, however, to favor a particular alternative without
knowing the probable impact of our choices. We therefore wish to make the
following requests:
1.
2.
Please proceed as rapidly as possible to repair or rep l ace those bridges
in the canyon which are deteriorating or are narrower than the existing
roadway.
In the middle section of the canyon between Right Hand Fork and Ric ks
Springs, please conside r an alternatives which increase the design spee d
from the existing minimum of 25 mph t o 35 or 40 mph.
rio >.. boer C.O U nt ~.
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GO V ER N ING B O ARD
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/).,, 11:1 J (;" , ()O"~I ".J.. ""' !
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Hu " t\1 ~ ;" . \ ' Chdlr n ),,'
.
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�James Naegle
March 17, 1987
Page 2
3.
4.
5.
In the section between Ricks Springs and the summit of the canyon, please
consider alternatives which W9uld increase design speeds to 60 mph.
In the section between the summit of the canyon and Garden City, please
consider alternatives which increase the design speeds to either 40 or 50
mph, but which use the existing alignment as much as possible.
Please consider turnouts at frequent intervals and changes in highway
patrol policies which would ensure that slow moving vehicles would allow
trailing vehicles to pass. Please consider passing lanes where the canyon
allows but which do not require severe cuts.
Finally, please analyze the impacts to the aesthetic and ecological
character of the highway necessary to achieve these improvements to driving
safety and convenience and inform us in a way which allows us to determine how
severe the impacts might be. We will then be much more able to tell you which
compromises would serve our citizens the best.
We look forward to your timely report.
·.-
•
Yours truly,
~cff!
./
-yJ.4
·//I/)~
Jd A. Monson
Chairman
Bear River Association of Governments
�LOGAN
HIGHW PROJECT
AY
STATUS fu~D IS SUES
Prepared for
Elected Officia l s i n the Bear River Reg i on
Februar y 18, 1987
Bryan Dixon
Ck Y ON
~
The proposed improvements to state Route 89 through Logan Canyon have
generated substantial controversy. However, those "for improvements" and those
"against improvements" may agree more than f irst appears. Most residents in
Cache and Rich Counties wou l d probably favor some improvements to the highway.
The road is very narrow in places, and several bridges are obviously
deteriorating. The fundamental disagreements concern the extent of work which
should be undertaken. Neither opponents nor proponents wish to see the beauty
of the canyon marred by thoughtless construction, neither want decisions thrust
upon them, yet both want safety and convenience. Whether one considers the
canyon primarily as a recreational resource or a transportation corridor is
perhaps the main determinant of one's support for major improvements. The
process of public review requisite in any federally supported highway project
provides opportunities for individual opinions, prejudices and wishes to
influence what will eventually be done. There will be a separate public
hearing for local elected officials to provide input, in order to ensure that a
broad constituency - not just the most vocal - is heard. Indeed, the fact that
everyone should have the same opportunity to influence the project is one of
the privileges and treasures of American society. This analysis is intended to
summarize the status and major issues surrounding the project, and encourage
the informed debate necessary for the public interest to be fair+y articulated.
Introduction to the Federal Environmental Review Process
Part of the review required of any major federal project is that the
impacts on the environment be considered. The intent is primarily to prevent
agencies from ignoring those impacts. However noble, the environmental review
process (as indeed could any process) has been abused in the past to stall
projects, despite reasonable opportunities for public input. In the case of
Logan Canyon, the decision whether to do an Environmental Assessment (EA) or an
Environmental Impact Statement (EIS) has not yet been made. Although the Utah
Department of Transportation has conducted a number of analyses so far, the
period for constructive public input is just beginning. There will be a public
hearing for elected officials Wednesday, March 4, 1987 at 10:00 a.m. in the
Logan City Hall, 255 North Main, Logan. Hearings for the general public are
scheduled at 7:00 p.m. on March 3 in the Mountain Fuel Auditorium and at 7:00
p.m. on March 4 in the Garden City Hall.
History of the Project
(See the attached map for geographical references.)
1961 Road widened and straightened from mouth of Logan Canyon to Dewitt
Springs.
1968 Redesign work from Right Hand Fork to Ricks Springs completed.
1969 Road widened and straightened from Dewitt Springs to Right Hand Fork.
1969 National Environmental Policy Act enacted, requiring that all "major
federal projects having a significant impact on the environment" draft a
�1972
1979
1980
1986
statement desc r i bing t he env i ronment a l impacts a nd poss ible w
ays to
mitigate t hose impacts.
Federa l Highway A
dministration (FHWA ) determ i ned that a f our l ane hi ghway
through Logan Canyon would require an EIS.
Project from Right H
and For k to G
arden City down-si zed f rom f our l ane
h i ghway to lane widening from 22 feet t o 34 feet; i ncrease from 35 mph t o
40 mph design speed. FHWA r eclassified the project t o requ ir e onl y an EA.
Environmental analysis suspended while guidelines relating to ErS's were
amended.
Project resumed, environmental analyses continued.
The Environmenta l Review Process For Logan Canyon
The principal concern of the proponents is the schedule. They believe the
road should be improved, and are frustrated by the possibility of endless
delays caused by meaningless reviews. In fact, Utah Department of
Transportation (UDOT) officials have estimated that if an EIS is deemed
necessary the schedule could ta ke one extra year. The delay is due primarily
to the increased time for review by the Federal Highway Administration (FHWA )
in Washington - as opposed to only regional FHWA review required for an EA.
UDOT fully intends to do some work on the canyon road, however. In
anticipation of the possibility of significant impacts, UDOT has approached the
project as if it would require an EIS, with public input, environmental
analyses and intensive review at the level required by an EIS. If possible,
they wish to limit FHWA review to an EA.
The decision whether to require an EIS will be made by the FHWA after some
prelimi nary work is completed. UDOT will narrow the range of desired
alternatives by soliciting public input (in scoping meetings in March). They
will then complete enough design work on a few alternatives to determine the
scale of the environmental impacts of each. These, together with a "preferred
alternative" will be reported in a "preliminary" Draft Environmental Impact
statement. This preliminary DEIS will be distributed for public comment.
The results of this DEIS will determine the depth of subsequent review.
If the environmental impacts are not significant or can be mitigated, the FHWA
may decide that an Environmental Assessment would suffice. If so, the DEIS
will be published as the Final Environmental Assessment and the final design
work will be completed, and construction begun.
If, after the preliminary DEIS is completed, the FHWA believes that the
project is too controversial or the impacts are significant or cannot be
entirely mitigated, they may require the completion of an EIS. In this case,
the public comments on the preliminary Draft Ers will be incorporated into a
final Draft EIS. The final Draft EIS will be reviewed by not only the regional
FHWA, but also by the Washington, D.C. office. (It is this latter process
which could add up to a year to the project.) After FHWA review is completed,
the Final ErS, together with the chosen alternative, and an explanation as to
how the public's comments have been addressed will be published. Final design
work will be completed and construction will follow.
2
�UDOT officials have estimated the time necessary for the environmental
review. They estimate t hat the preliminary Draft Ers could be completed by
summer of 1987. If the impacts are not judged significant or can be mitigated,
the EA will be published, final design work could begin in September 1987, with
construction beginning in spring of 1988. If an EIS is judged to be necessary,
the Draft EIS could be submitted to FHWA in July 1987 , with a fina l decision on
an alternative in early summer of 1988. Design work could then be completed i n
fall 1988, and construction could begin in spring 1989.
Alternatives Being Considered
UDOT believes that some work is inevitable. In fact, the "no action"
alternative includes repair or replacement of four bridges. These four bridges
include Burnt Bridge, Lower and Upper Twin Bridge, and the Logan River Bridge
(Red Banks Bridge at mile 394.5). Whether more extensive alternatives will be
pursued depends primarily on whether the public wants grEater design speeds,
increased parking capacity, and passing lanes.
Because different sections have different degrees of sensitivity,
preliminary alternatives ' have been outlined for each section (note that a four
lane highway is no longer being considered):
Section I: Right Hand Fork to Ricks Springs
A.
No action (includes bridge repair/replacement)
B.
spot improvements such as turnouts, parking, minor realignments,
perhaps a climbing lane between Lower and Upper Twin bridges
C.
Widening along existing alignment and spot improvements
D.
Widening and new alignments with spot improvements to increase design
speeds to 35-40 mph
Section 2: Ricks Springs to Summit of Canyon
A.
No action (includes bridge repair/replacement)
B.
spot improvements such as turnouts, parking, minor realignments, ,and
climbing lanes along existing alignments
D.
Widening and new alignments with spot improvements to increase design
speeds to 50-60 mph
Section 3: Summit of Canyon to Garden City
A.
No action (includes bridge repair/replacement)
B.
spot improvements such as turnouts, parking, minor realignments, and
climbing lanes along existing alignment
D.
Widening existing alignments with spot improvements to increase
design speeds to 35-40 mph
E/F. Widening along one of two new alignments north of existing highway to
increase design speeds to 40-50 mph (existing road to be maintained
by Rich County)
G.
Widening along new alignment south of existing highway to increase
design speeds to 40-50 mph (existing road to be maintained by Rich
County)
Justification for Improvements
A major point of debate is whether to increase design speeds by
straightening curves and widening the road. Important factors include: 1)
public safety, 2} convenience, and 3) environmental degradation.
3
�UDOT and CH2M Hill (the firm hired to write the DEIS) have assembled data
on accidents and traffic volumes in Logan Canyon. However, the data are not
conclusive because of i ncomp l ete records, l imited number of data collection
points, and l ack of similar data comparing Logan Canyon with other canyons.
(That is, given that accidents occur, how serious is the problem?) Figure 1
was produced from data published by UDOT and CH2M Hill and shows average number
of accidents per mile during 1980-35 for each of the 13 sections designated
f rom Logan to Garden City. If the data are reliable, the sections between
Right Hand Fork and Ricks Springs are clearly the most hazardous, as evidenced
by a much higher than average number of accidents per mile. Figure 2 brea ks
down the accidents in each section by type. The major type of accident in
almost every section of the canyon is simply running off the road. This cause
greatly exceeds other causes in the Right Hand Fork-Ricks Springs sections.
Hitting other vehicles occurs primarily at intersections such as Franklin Basin
(Section 2c). Hitting animals is the major cause only in Sections 2a and 2b,
where the road is relatively straight and open, but where there is also open
range. (Data on the type of animal struck was not available.)
The calculations of ' accidents per mile are not entirely reliable because
the only traffic counter in the canyon was at the Card Guard Station in
"Section Ob" (moved in 1982 to west of Garden City). It is unknown, for
example, how many motorists from Logan turn around before reaching Garden City.
Some have concluded that there are not in fact many serious accidents - there
were only five fatalities and 86 incapacitating injuries between 1980 and 1985,
out of almost 4 million trips in the canyon. The rest of the 512 accidents
involved property damage or minor injuries. However, "danger" is the
possibility of accident. There is no way to know what price this exacts on the
mental well-being of drivers, bicyclists, or pedestrians. There is certainly
some value in reducing this danger. And, even though no data are available, it
seems intuitive that many may avoid sections of Logan Canyon during certain
times or seasons simply due to the threat of accident.
A factor not measured is public convenience. While Cache County residents
may use Logan Canyon primarily for recreation, some residents in Rich County
depend on the road for access to medical, retail and other services not found
in Rich County. For them, Logan Canyon may represent more of a barrier to the
essentials of life than an avenue to recreation, especially during winter.
Lacking good data either on comparable seriousness of accidents or
perceived inconvenience, UDOT has tried to determine what improvements should
be made based on the desired "level of service" (a partially subjective scale
of driving convenience) and projections of traffic volumes. These could then
be compared to standards used by traffic engineers. If valid, it may be
possible to base construction alternatives on a rational model of service
quality desired by drivers. They have attempted to project traffic volumes to
the year 2010 by extrapolating from historical data. Unfortunately, not only
are there inadequate traffic counts, but the period to be forecast is several
times longer than the period over which data has been collected, making
oxtrapolat · ons en'QUS at best. Moreover/ there is disagreement about what
kind of funct i on would best fit the data. UDOT suggests an exponential
extrapolation, but assumes an upward sloping curve, and offers no theoretical
4
�reason why that curve is better than some other curve (such as an exponential
curve with an ex ponent le ss than one which would imply that traffic volumes
would approach some upper limit, or asymptote).
In the end, UDOT has concluded that the level of service is already very
low during the summer (presently "D"), with sUbstantial delays due to the
volume of traffic and the numbers of recreational vehicles. (See Table 1 for
descriptions of Levels of Service.) Any of the population and traffic
projections with any of the viable road improvement alternatives preclude the
best levels of service. In an effort to maintain a level with only
"noticeable ... passing impediments" during normal traffic flows, and delays no
more than 60\ of the time during heavy flows (i.e. "C"), UDOT believes it will
be necessary to widen lanes and shoulders, and provide turnouts and passing
lanes to enable autos to pass recreational vehicles in the summer. The crucial
question is where would such improvements be acceptable in the canyon.
Although these needs could be met with improvements to Logan Canyon, there
is also value in preserving the beauty of the Canyon, part of which comes from
a narrow, confined corridor. Unfortunately, changes to the road such as
excessive bank cuts, lane widening or passing lanes (in some places) might
reduce scenic vistas and destroy a feeling of seclusion created by vegetation
and steep rock walls close to the road. The tight twisting nature of the road
might help some people forget the hectic pace of life left in the city.
Campers and hikers near the road would certainly not appreciate greater road
noise from higher speeds. Fishermen wish to leave the river unchanneled and
free, making for better trout habitat. Some have mentioned an endangered plant
in the canyon (though it is still unclear it road changes would in fact
threaten the plant).
Summary
The ideal alternative is clearly a compromise between the additional
safety and inconvenience of a major widening, and the desire to preserve
interesting vistas and drives. Since the data on traffic projections and
levels of service are inexact at best, the decision will depend heavily on
public input during the Draft Environmental Impact Statement phase. In
closing, however, it should be noted that the real delays may come when funding
for construction is sought.
Elected officials concerned about the road improvements are encouraged to
contact the staff at BRAG for a information on the studies and alternatives.
Detailed information on alternatives to be considered is just now emerging.
BRAG staff could present a statement at the public hearings. In preparation,
BRAG staff could arrange a tour of the canyon scheduled for Tuesday, March 3,
to allow elected officials to meet UDOT and U.S. Forest Service officials and
discuss particular highway sections of concern. BRAG staff would like input
from officials about how their constituents might weigh the needs for safety
and convenience and how sensitive they would be to changes in the canyon near
the road. Elected officials may be the only source of input by the
unrepresented public. For more information please contact Bryan Dixon at 7527242.
5
�'J
REFERENCES
This report was based on personal contacts with the following:
Lynn Zollinger, Assistant District Engineer, Utah Department of Transportation
Duncan Silver, Federal Highway Administration, Salt Lake City
Todd Weston, member of UDOT Transportation Committee and Interdisciplinary Team
Gale Larsen, Valley Engineering, as local consultant for public input and
traffic analyses in the canyon
Stan Nuffer and Cliff Forsgren, CH2M Hill, as engineering consultants
Dave Baumgartner and Fred Labar, U.S. Forest Service, Logan District of
Wasatch- Cache Forest
Jack Spence, Rudy Lukez, "and Steve Flint, environmental representatives on
Interdisciplinary Team, and representing "Citizens for the Protection of Logan
Canyon"
and the following documents:
Draft Traffic Forecast, August, 1986,
(auth~r
not indicated)
CH2M Hill, Draft US-89 Logan Canyon study, Technical Memoranda, December, 1986
Various maps
6
�S T M~DARDS
TABLE 1
O LEVELS OF SERVICE
F
Level of Ser vice - "A"
M or i sts dri ve at desired s peed
ot
Drivers delayed no more than 30% of the t i m by s lo w m i ng ve hicle s
e
ov
No "platoons" of t hree or more vehicles
Level of Service - "B"
Slightly slower speeds than above
Passing demand approximates capacity
Drivers delayed up t o 45% of the time
Numbers of "platoons" increase dramatically above this level
Level of Service - "c"
Slow moving vehic l es cause congestion
Significant reduction in passing capacity
Drivers delayed up to 60% of the time
Chains of "platoons" begin to f orm
Level of Service - "D"
Unstable traffic flow
Passing extreme l y d ifficult
Drivers delayed up to 75% of :the time
Hean "platoon" size of 5-10 vehicles are common
Level of Service - "E"
Orderly traffic flow begins to break down
Passing virtually impossible
Drivers delayed over 75% of the time
Level of Service - "F"
Speeds well below capacity
Heavy congestion
Level E seldom reached
(adapted from CH2M Hill, Draft US-89 Logan Canyon Study. Technical Memoranda,
December, 1986, page 6-3, originally from Highway Capacity Manual. Special
Report 209, Transportation Research Board of the National Research Council)
7
�, i
L
L
L
L
L
L
L
L
I
.' i
""
~ "
:cit
"."
(.
', IJ';·":"' -
"::, (
.../' ..
~
-r-" "
MILE POST
FIGURE 6
"
SAFETY EVALUATION
HIGHWAY SEGMENTS
LOG AN CAN YON STUOY
. :.
MAP - Logan Canyon, From Draft US 89 Logan
Canyon Study, Technical Memoranda,
CH2M Fill, Decerrb er 1986
Showing section of canyon used :'_n ~naysis
. '.
....
~ .
"
•
•
~
'.. ~';'
~I
\
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~ r · r- ; Ii
0
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,........ .,_. ',-, I \..-l "'-' I I ~ •.J
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' t
i\ A; I A
I V I I 1 ../
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\
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r ... n
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'-..A
......,
I I
1980- 85, By Sedion of Log an Carryon
32
30
RT HD FO RI<
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~
,
-t
RiCK'S SPRiNG
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r \\
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22
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Ave rage Far Enti re Canyon
12
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14
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1
/ V
LOGAN
16
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....
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\
GARDEN CITY
~
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10
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2b
.1d
of Logan Canyon
FI GURE
1
2d
·30
.3 b
�,'\J 0
.
J\ c c ide n t s Per
~jl i Ie:
Log a n Can yon
1980-85, By Section and Type
26
24
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12
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~
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-4
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8-1
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1a
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20
2b
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2d
30
.3 b
.x
Section of HighwO"t
Run off
Road
~ Hit Other
Vehicle
FIGURE
~ Hit
~ Animal
2
~ Other
�
Text
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<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/158">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/158</a>
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Title
A name given to the resource
Correspondence and status update on Logan Canyon
Description
An account of the resource
Correspondence from Bryan Dixon to Rudy Lukez, March 28, 1987, correspondence from Jay A. Monson to James (Jim) Naegle, and the Logan Canyon Highway project status and issues with a history of the project, timline, alternatives being considered, justification of improvements, map of area, bar and dot graphs of accidents per mile from 1980-1985.
Creator
An entity primarily responsible for making the resource
Dixon, Bryan
Contributor
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Monson, Jay A.
Subject
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Traffic engineering
Environmental policy
Roads Improvement--Utah--Logan Canyon
Logan Canyon Environmental Study
Medium
The material or physical carrier of the resource.
Administrative records
Correspondence
Date
A point or period of time associated with an event in the lifecycle of the resource
1987-03-28
1987-03-17
1987-02-18
Spatial Coverage
Spatial characteristics of the resource.
Logan Canyon (Utah)
Cache County (Utah)
Rich County (Utah)
Utah
United States
Temporal Coverage
Temporal characteristics of the resource.
1980-1989
20th century
Language
A language of the resource
eng
Source
A related resource from which the described resource is derived
Utah State University, Merrill-Cazier Library, Special Collections and Archives, Sierra Club, Utah Chapter Archives, 1972-1986, COLL MSS 148 Series VIII Box 29 Folder 6
Is Referenced By
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View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390</a>
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Special Collections and Archives, phone (435) 797-2663.
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Highway 89 Digital Collections
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Text
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application/pdf
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MSS148VIIIB29_Fd6_Item 24.pdf
Highway 89;
-
http://highway89.org/files/original/ed8e95accdac7ae2c27c07c5a089d9a7.pdf
6f806d2fe0aee220e103a14b6ed8a4ef
PDF Text
Text
After reading local newspaper reports of the 1987 Logan Canyon Highway
scoping meetings, I noticed assumptions were made on the part of some groups that
the majority of local residents were opposed to any extensive modifications to the
highway.
In talking with a number of Logan City residents, I received conflicting
reports and strong indications that many Logan City voters did not agree with those
assumptions and that the scoping meetings were not a true barometer of local feelings.
In fact, some felt that the scoping meetings reflected a stacked deck in favor of the
opposing viewpoint.
At the urging of a number of local residents, I decided to find
out for myself by conducting a telephone opinion survey of Logan City voters who
voted in the 1987 elections.
draft of the
ques~ionnaire
Although it wasn't intended to be mailed out, the first
was sent by Cache County Chamber of Commerce leaders to
chamber members and returns were tabulated and results presented to that organization.
After the questionnaire was criticized by the local newspaper(particularly one writer)
as being biased, I contacted a former Utah State University Sociology Professor, Dr.
William DeHart, who had considerable experience with survey questions and format, to
review the questionnaire and assist me in eliminating or reducing possible bias.
I
spent a number of sessions with him in fine tuning the questionnaire before I conducted
the telephone opinion survey.
I also discussed the questionnaire with Dr. Steven
Daniels, formerly of the Department of Forestry at USU, who offered some valuable
suggestions.
It seemed ironic to me that the local newspaper should accuse me of
bias when they, themselves are guilty of incredible one-sided, biased reporting on
the highway issue.
I guess one should always first identify the color of the snake
in the grass before striding too far.
After obtaining a list of Logan City residents
who voted in the 1987 elections, I randomly sampled 208 voters by personally
telephoning them and asking the survey questions.
I chose to personally telephone
participants to reduce bias and to ensure consistency.
I did not solicit any
additional responses although many expressed appreciation for the contact and offered
additional opinions.
Of those who offered additional opinions, I asked if they had
attended any of the Logan Canyon Highway scoping meetings.
affirmative.
Their reasons for not attending ranged from "I don't like to argue"
to "a lack of time" or "conflict in schedule".
would listen anyway".
syndrome".
Not one answered in the
Some were concerned that "no one
I consider this a clear example of "the silent majority
In retrospect, they have only themselves to blame if the opposing
viewpoint receives credibility.
My feeling is that this group of people does not
write letters to the editor, tends to avoid controversy and does not like to attend
meetings, yet many have strong opinions about important issues and appear to exercise
their voting privilege.
Perhaps that's why politicians who consistently campaign
door-to-door and contact this group of people tend to get elected.
�-2Some of the more often expressed comments included:
*
I would like to see the road widened to include shoulders so that a vehicle
could be stopped completely off the road in the event of an emergency(flat tire,
stalled vehicle, etc.). This is especially a problem in the middle section of the
canyon between Right Hand Fork and Ricks Springs where shoulders are extremely
narrow or nonexistent. To increase enforcement of the current speed limit would
create a safety hazard unless shoulders were widened to permit a vehicle to stop
completely off the road.
*
Straightening some curves in the middle section of the canyon would not necessarily
increase speed but would contribute to a more even speed and flow of traffic.
*
As important as the environment is, there are other issues of equal or greater
importance including highway safety, snow removal, access to recreation areas
(Beaver Mountain, Jackson Hole, Yellowstone Park, Bear Lake, etc.), maximum
utilization of the canyon, emergency vehicle and hospital access for Bear Lake
Valley residents, and economic development potential by providing Bear Lake Valley
residents and beyond better access to local merchants.
*
There have been enough studies of Logan Canyon Highway. The money spent could be
better utilized in making needed modifications. According to UDOT engineers, there
have been two environmental studies of the highway since 1975 modifications were
completed. Approximately $50,000 was funded in 1978 to conduct an environmental
assessment to continue modifications from Right Hand Fork to Ricks Springs. The
current study, started in 1986, is a full environmental impact statement and has
cost approximately $620,000 to this point. Recently, an additional $86,000 was
appropriated to finish the study. More money will have to be allocated to
publish the final document. It's interesting to note that the reconstruction of
a two-lane highway based on 1975 dollars would cost about $500,000/mile and about
$l,OOO,OOO/mile using 1988 dollars. These figures are according to the March 88
issue of Engineering News Record(ENR). According to UDOT, the Summer average daily
traffic(ADT)in the canyon is about 3500 vehicles and peaks at about 500 vehicles
per hour. The Winter ADT is about 1800 vehicles.
*
I'm tired of a few pseudoexperts using strong-arm tactics to impose their will
upon the majority. We have the organization and the structure in-place in the
form of unOT and their consultants to consider all issues including the
environment and highway safety and design. Let's use the existing structure and
rely on the real experts who are being paid out of tax dollars and get out of their
way so they can do their job.
I took the time to examine the background and
expertise of the UDOT personnel assigned to the Logan Canyon Highway project.
Everyone of them have significant training and experience in environmental
planning and highway safety and design.
*
Acceleration and deceleration lanes would be useful at major campgrounds and access
roads such as Spring Hollow, Malibu/Guinavah, Temple Fork, Right Hand Fork, Wood
Camp, etc.
*
All you need to do is drive Logan Canyon and you're immediately brought to the
reality of the hazards and of taking your life in your own hands.
*
Let's fix the highway so it's safe to drive and quit worrying about having to
transplant a few flowers and trees. While a four-lane highway through Logan
Canyon is neither appropriate nor necessary, extensive modifications are needed.
�-3-
*
Although a minority, Cache Valley groups opposed to highway modifications are a
well organized and extremely vocal coalition. They are living proof that the
squeeky wheel gets the grease. But in the same vein, let's not forget that the
empty wagon rattles the most.
I approached the CPA firm of Hancey, Jones and Wright and asked if they would
compile the statistical information for the survey.
They offered to do that as a
public service and are here today to make the presentation to the Municipal Council.
I also contacted Dan Jones who explained that he samples about 6% in his opinion polls
with excellent results.
I sampled about 6% of the population in my opinion survey.
With that report, I'd like to ask Gary Jones and Carl Law of Hancey, Jones and
Wright to give the summary report of the survey.
�
Text
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<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/1">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/1</a>
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After reading local newspaper reports of the 1987 Logan Canyon Highway scoping meetings, I noticed assumptions were made on the part of some groups that the majority of local residents were opposed to any extensive modifications to the highway. In talking with a number of Logan City residents, I received conflicting reports and strong indications that many Logan City voters did not agree with those assumptions and that the scoping meetings were not a true barometer of local feelings. In fact, some felt that the scoping meetings reflected a stacked deck in favor of the opposing viewpoint. At the urging of a number of local residents, I decided to find out for myself by conducting a telephone opinion survey of Logan City voters who voted in the 1987 elections. Although it wasn't intended to be mailed out, the first draft of the ques~ionnaire was sent by Cache County Chamber of Commerce leaders to chamber members and returns were tabulated and results presented to that organization. After the questionnaire was criticized by the local newspaper(particularly one writer) as being biased, I contacted a former Utah State University Sociology Professor, Dr. William DeHart, who had considerable experience with survey questions and format, to review the questionnaire and assist me in eliminating or reducing possible bias. I spent a number of sessions with him in fine tuning the questionnaire before I conducted the telephone opinion survey. I also discussed the questionnaire with Dr. Steven Daniels, formerly of the Department of Forestry at USU, who offered some valuable suggestions. It seemed ironic to me that the local newspaper should accuse me of bias when they, themselves are guilty of incredible one-sided, biased reporting on the highway issue. I guess one should always first identify the color of the snake in the grass before striding too far. After obtaining a list of Logan City residents who voted in the 1987 elections, I randomly sampled 208 voters by personally telephoning them and asking the survey questions. I chose to personally telephone participants to reduce bias and to ensure consistency. I did not solicit any additional responses although many expressed appreciation for the contact and offered additional opinions. Of those who offered additional opinions, I asked if they had attended any of the Logan Canyon Highway scoping meetings. Not one answered in the affirmative. Their reasons for not attending ranged from "I don't like to argue" to "a lack of time" or "conflict in schedule". Some were concerned that "no one would listen anyway". I consider this a clear example of "the silent majority syndrome". In retrospect, they have only themselves to blame if the opposing viewpoint receives credibility. My feeling is that this group of people does not write letters to the editor, tends to avoid controversy and does not like to attend meetings, yet many have strong opinions about important issues and appear to exercise their voting privilege. Perhaps that's why politicians who consistently campaign door-to-door and contact this group of people tend to get elected. -2- Some of the more often expressed comments included: * * * * * * I would like to see the road widened to include shoulders so that a vehicle could be stopped completely off the road in the event of an emergency(flat tire, stalled vehicle, etc.). This is especially a problem in the middle section of the canyon between Right Hand Fork and Ricks Springs where shoulders are extremely narrow or nonexistent. To increase enforcement of the current speed limit would create a safety hazard unless shoulders were widened to permit a vehicle to stop completely off the road. Straightening some curves in the middle section of the canyon would not necessarily increase speed but would contribute to a more even speed and flow of traffic. As important as the environment is, there are other issues of equal or greater importance including highway safety, snow removal, access to recreation areas (Beaver Mountain, Jackson Hole, Yellowstone Park, Bear Lake, etc.), maximum utilization of the canyon, emergency vehicle and hospital access for Bear Lake Valley residents, and economic development potential by providing Bear Lake Valley residents and beyond better access to local merchants. There have been enough studies of Logan Canyon Highway. The money spent could be better utilized in making needed modifications. According to UDOT engineers, there have been two environmental studies of the highway since 1975 modifications were completed. Approximately $50,000 was funded in 1978 to conduct an environmental assessment to continue modifications from Right Hand Fork to Ricks Springs. The current study, started in 1986, is a full environmental impact statement and has cost approximately $620,000 to this point. Recently, an additional $86,000 was appropriated to finish the study. More money will have to be allocated to publish the final document. It's interesting to note that the reconstruction of a two-lane highway based on 1975 dollars would cost about $500,000/mile and about $l,OOO,OOO/mile using 1988 dollars. These figures are according to the March 88 issue of Engineering News Record(ENR). According to UDOT, the Summer average daily traffic(ADT)in the canyon is about 3500 vehicles and peaks at about 500 vehicles per hour. The Winter ADT is about 1800 vehicles. I'm tired of a few pseudoexperts using strong-arm tactics to impose their will upon the majority. We have the organization and the structure in-place in the form of unOT and their consultants to consider all issues including the environment and highway safety and design. Let's use the existing structure and rely on the real experts who are being paid out of tax dollars and get out of their way so they can do their job. I took the time to examine the background and expertise of the UDOT personnel assigned to the Logan Canyon Highway project. Everyone of them have significant training and experience in environmental planning and highway safety and design. Acceleration and deceleration lanes would be useful at major campgrounds and access roads such as Spring Hollow, Malibu/Guinavah, Temple Fork, Right Hand Fork, Wood Camp, etc. * All you need to do is drive Logan Canyon and you're immediately brought to the reality of the hazards and of taking your life in your own hands. * Let's fix the highway so it's safe to drive and quit worrying about having to transplant a few flowers and trees. While a four-lane highway through Logan Canyon is neither appropriate nor necessary, extensive modifications are needed. -3- * Although a minority, Cache Valley groups opposed to highway modifications are a well organized and extremely vocal coalition. They are living proof that the squeeky wheel gets the grease. But in the same vein, let's not forget that the empty wagon rattles the most. I approached the CPA firm of Hancey, Jones and Wright and asked if they would compile the statistical information for the survey. They offered to do that as a public service and are here today to make the presentation to the Municipal Council. I also contacted Dan Jones who explained that he samples about 6% in his opinion polls with excellent results. I sampled about 6% of the population in my opinion survey. With that report, I'd like to ask Gary Jones and Carl Law of Hancey, Jones and Wright to give the summary report of the survey.
Dublin Core
The Dublin Core metadata element set is common to all Omeka records, including items, files, and collections. For more information see, http://dublincore.org/documents/dces/.
Title
A name given to the resource
Logan City telephone survey report by Councilman Fred Duersch, Jr., ca. 1988
Description
An account of the resource
Transcription of a report presented by Councilman Fred Deursch, Jr. discussing a telephone survey he conducted of Logan City residents regarding their opinions of widending the road through Logan Canyon. Report presented in 1988 or 1989.
Creator
An entity primarily responsible for making the resource
Duersch, Fred, Jr.
Subject
The topic of the resource
Logan Canyon (Utah)--History
Public lands--Utah--Logan Canyon--History
Roadside improvement--Utah--Logan Canyon
United States Highway 89
Logan Canyon (Utah)
Medium
The material or physical carrier of the resource.
Reports
Surveys
Date
A point or period of time associated with an event in the lifecycle of the resource
1988-1989
Spatial Coverage
Spatial characteristics of the resource.
Logan Canyon (Cache County, Utah, United States)
Utah
United States
United States Highway 89
Temporal Coverage
Temporal characteristics of the resource.
1980-1989
20th century
Language
A language of the resource
eng
Source
A related resource from which the described resource is derived
Utah State University, Merrill-Cazier Library, Special Collections and Archives COLL MSS 133, Box 45, Folder 8
Is Referenced By
A related resource that references, cites, or otherwise points to the described resource.
View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv07669">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv07669</a>
Rights Holder
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Utah State University, Merrill-Cazier Library, Special Collections and Archives
Rights
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Libraries Photograph Curator, phone (435) 797-0890.
Is Part Of
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Highway 89 Digital Collections
Type
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Text
Format
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application/pdf
Identifier
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USU_MSS133Bx45_Item_1.pdf
Highway 89
Reports
Surveys
-
http://highway89.org/files/original/c0836952b4784e44f7f851bdc330fbaf.pdf
6f806d2fe0aee220e103a14b6ed8a4ef
PDF Text
Text
After reading local newspaper reports of the 1987 Logan Canyon Highway
scoping meetings, I noticed assumptions were made on the part of some groups that
the majority of local residents were opposed to any extensive modifications to the
highway.
In talking with a number of Logan City residents, I received conflicting
reports and strong indications that many Logan City voters did not agree with those
assumptions and that the scoping meetings were not a true barometer of local feelings.
In fact, some felt that the scoping meetings reflected a stacked deck in favor of the
opposing viewpoint.
At the urging of a number of local residents, I decided to find
out for myself by conducting a telephone opinion survey of Logan City voters who
voted in the 1987 elections.
draft of the
ques~ionnaire
Although it wasn't intended to be mailed out, the first
was sent by Cache County Chamber of Commerce leaders to
chamber members and returns were tabulated and results presented to that organization.
After the questionnaire was criticized by the local newspaper(particularly one writer)
as being biased, I contacted a former Utah State University Sociology Professor, Dr.
William DeHart, who had considerable experience with survey questions and format, to
review the questionnaire and assist me in eliminating or reducing possible bias.
I
spent a number of sessions with him in fine tuning the questionnaire before I conducted
the telephone opinion survey.
I also discussed the questionnaire with Dr. Steven
Daniels, formerly of the Department of Forestry at USU, who offered some valuable
suggestions.
It seemed ironic to me that the local newspaper should accuse me of
bias when they, themselves are guilty of incredible one-sided, biased reporting on
the highway issue.
I guess one should always first identify the color of the snake
in the grass before striding too far.
After obtaining a list of Logan City residents
who voted in the 1987 elections, I randomly sampled 208 voters by personally
telephoning them and asking the survey questions.
I chose to personally telephone
participants to reduce bias and to ensure consistency.
I did not solicit any
additional responses although many expressed appreciation for the contact and offered
additional opinions.
Of those who offered additional opinions, I asked if they had
attended any of the Logan Canyon Highway scoping meetings.
affirmative.
Their reasons for not attending ranged from "I don't like to argue"
to "a lack of time" or "conflict in schedule".
would listen anyway".
syndrome".
Not one answered in the
Some were concerned that "no one
I consider this a clear example of "the silent majority
In retrospect, they have only themselves to blame if the opposing
viewpoint receives credibility.
My feeling is that this group of people does not
write letters to the editor, tends to avoid controversy and does not like to attend
meetings, yet many have strong opinions about important issues and appear to exercise
their voting privilege.
Perhaps that's why politicians who consistently campaign
door-to-door and contact this group of people tend to get elected.
�-2Some of the more often expressed comments included:
*
I would like to see the road widened to include shoulders so that a vehicle
could be stopped completely off the road in the event of an emergency(flat tire,
stalled vehicle, etc.). This is especially a problem in the middle section of the
canyon between Right Hand Fork and Ricks Springs where shoulders are extremely
narrow or nonexistent. To increase enforcement of the current speed limit would
create a safety hazard unless shoulders were widened to permit a vehicle to stop
completely off the road.
*
Straightening some curves in the middle section of the canyon would not necessarily
increase speed but would contribute to a more even speed and flow of traffic.
*
As important as the environment is, there are other issues of equal or greater
importance including highway safety, snow removal, access to recreation areas
(Beaver Mountain, Jackson Hole, Yellowstone Park, Bear Lake, etc.), maximum
utilization of the canyon, emergency vehicle and hospital access for Bear Lake
Valley residents, and economic development potential by providing Bear Lake Valley
residents and beyond better access to local merchants.
*
There have been enough studies of Logan Canyon Highway. The money spent could be
better utilized in making needed modifications. According to UDOT engineers, there
have been two environmental studies of the highway since 1975 modifications were
completed. Approximately $50,000 was funded in 1978 to conduct an environmental
assessment to continue modifications from Right Hand Fork to Ricks Springs. The
current study, started in 1986, is a full environmental impact statement and has
cost approximately $620,000 to this point. Recently, an additional $86,000 was
appropriated to finish the study. More money will have to be allocated to
publish the final document. It's interesting to note that the reconstruction of
a two-lane highway based on 1975 dollars would cost about $500,000/mile and about
$l,OOO,OOO/mile using 1988 dollars. These figures are according to the March 88
issue of Engineering News Record(ENR). According to UDOT, the Summer average daily
traffic(ADT)in the canyon is about 3500 vehicles and peaks at about 500 vehicles
per hour. The Winter ADT is about 1800 vehicles.
*
I'm tired of a few pseudoexperts using strong-arm tactics to impose their will
upon the majority. We have the organization and the structure in-place in the
form of unOT and their consultants to consider all issues including the
environment and highway safety and design. Let's use the existing structure and
rely on the real experts who are being paid out of tax dollars and get out of their
way so they can do their job.
I took the time to examine the background and
expertise of the UDOT personnel assigned to the Logan Canyon Highway project.
Everyone of them have significant training and experience in environmental
planning and highway safety and design.
*
Acceleration and deceleration lanes would be useful at major campgrounds and access
roads such as Spring Hollow, Malibu/Guinavah, Temple Fork, Right Hand Fork, Wood
Camp, etc.
*
All you need to do is drive Logan Canyon and you're immediately brought to the
reality of the hazards and of taking your life in your own hands.
*
Let's fix the highway so it's safe to drive and quit worrying about having to
transplant a few flowers and trees. While a four-lane highway through Logan
Canyon is neither appropriate nor necessary, extensive modifications are needed.
�-3-
*
Although a minority, Cache Valley groups opposed to highway modifications are a
well organized and extremely vocal coalition. They are living proof that the
squeeky wheel gets the grease. But in the same vein, let's not forget that the
empty wagon rattles the most.
I approached the CPA firm of Hancey, Jones and Wright and asked if they would
compile the statistical information for the survey.
They offered to do that as a
public service and are here today to make the presentation to the Municipal Council.
I also contacted Dan Jones who explained that he samples about 6% in his opinion polls
with excellent results.
I sampled about 6% of the population in my opinion survey.
With that report, I'd like to ask Gary Jones and Carl Law of Hancey, Jones and
Wright to give the summary report of the survey.
�
Text
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Title
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Report on Highway 89
Description
An account of the resource
A three page typed report investigating the popular opinion of the proposed changes in Logan Canyon on Highway 89.
Creator
An entity primarily responsible for making the resource
Duersch, Fred, Jr.
Subject
The topic of the resource
Logan Canyon (Utah)
Public Lands--Utah--Logan Canyon
Roadside Improvement--Utah--Logan Canyon
United States Highway 89
Logan (Utah)
Logan Canyon Study
Medium
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Administrative records
Date
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1970
1971
1972
1973
1974
1975
1976
1977
1978
1979
1980
1981
1982
1983
1984
1985
1986
1987
1988
1989
1990
1991
1992
1993
1994
1995
1996
1997
1998
1999
Spatial Coverage
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Logan Canyon (Utah)
Cache County (Utah)
Utah
United States
Temporal Coverage
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1980-1989
20th century
Language
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eng
Source
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, Senator John P. Holmgren papers, 1985-1989, COLL MSS 133 Box 45 Folder 8
Is Referenced By
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View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv07669">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv07669</a>
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Libraries Photograph Curator, phone (435) 797-0890.
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Highway 89 Digital Collections
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Text
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application/pdf
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MSS133Bx45Fd8_Item 3.pdf
Highway 89;
-
http://highway89.org/files/original/466cb1d3a2645d5cb4a1e6d76e430378.pdf
78bc267cace4680d8bbc2f0b639a68a3
PDF Text
Text
u.s.
89 LOGAN CANYON HIGHWAY VISUAL SIMULATIONS PROPOSAL
DECEMBER 8, 1986
JOHN C. ELLSWORTH, ASST. PROF. OF LANDSCAPE ARCHITECTURE
in cooperation with
THE UTAH STATE UNIVERSITY FOUNDATION
As described in the proposal to the Utah Department of
Transportation on this date, the cost of providing the basic
services and products under that proposal is:
Equipment:
Computer and graphics software and hardware
Video camera and recorder
Computer disks and videotapes
$14,900.00
1,850.00
450.00
Stipend:
Principal investigator
5,000.00
Overhead:
USU Foundation (35%)
7,770.00
Total cost:
----------------------------------
$29,970.00
This cost is based on one hundred (100) single frame visual
simulations. Additional products and services may be
negotiated as described in the proposal.
All equipment purchased would become the property of the
Department of Landscape Architecture and Environmental
Planning at Utah State University.
�
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<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/125">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/125</a>
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Title
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Visual simulations proposal, December 8, 1986
Description
An account of the resource
Visual simulations proposal for the cost of basic services and products to be used by the Department of Landscape Architecture and Environmental planning at Utah State University.
Creator
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Ellsworth, John C.
Contributor
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Utah State University
Subject
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Roads--Design and construction
Logan Canyon (Utah)
Medium
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Administrative records
Date
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1986-12-08
Spatial Coverage
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Cache County (Utah)
Logan (Utah)
Utah
United States
Temporal Coverage
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1980-1989
20th century
Language
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eng
Source
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Utah State University, Merrill-Cazier Library, Special Collections and Archives, Sierra Club, Utah Chapter Archives, 1972-1986, COLL MSS 148 Series VIII Box 29 Folder 6
Is Referenced By
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View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390</a>
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Special Collections and Archives, phone (435) 797-2663.
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Highway 89 Digital Collections
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Text
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application/pdf
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MSS148VIIIB29_Fd6_Item 7.pdf
Highway 89;
-
http://highway89.org/files/original/c82d9167afb7f6ff97b58da8fc2eae41.pdf
3f2473fa055ba53acbc9fdfdfc70b736
PDF Text
Text
u.s.Department
of Transportation
Federal Highway
Administration
Region Eight
February 11, 1987
B21163.DO
Ladies and Gentlemen:
The Federal Highway Administration, u.s. Forest Service, and Utah Department
of Transportation (UDOT) will jointly hold an agency scoping ' meeting for the
environmental impact statement (EIS) being prepared for U.S. 89 through Logan
Canyon (Summit and Rich Counties, Utah). The meeting will be on March 4, at
10:00 a.m. in Logan City Hall, Logan, Utah.
(Agency) personnel are invited
to attend and provide input regarding major issues that should be examined
in the EIS and concerns about impacts of road improvements. Public scoping
meetings will be held on March 3, 7:00 p.m., at the Mountain Fuel Supply
Auditorium, 45 East 200 North in Logan, and on March 4 at 7:00 p.m. in Garden
City Hall. You are · also welcome to attend these meetings.
UDOT has contracted with CH2M HILL, an environmental engineering consulting
firm in Salt Lake City, to analyze transportation needs in Logan Canyon,
develop alternative plans for improvements, and evaluate the impact of those
plans on the .environment in an EIS. The Federal Highway Administration and
the U.S. Forest Service will be cooperating agencies on the EIS, which will
be developed in conformance with the National Environmental Policy Act (NEPA).
Several public meetings discussing the project have been held. Notification
of other scoping meetings will be provided through the local news media.
Meetings will also be held when the draft EIS is completed to obtain comments
on its contents.
The proposed action would improve U.S. 89 through Logan Canyon from Right
Fork, about 9 miles east of Logan, to Garden City, a distance of approximately
28 miles. This road passes through the Wasatch-Cache National Forest, which
provides scenic and recreational resources. Portions of the highway are a
narrow two-lane road with numerous curves and considerable gradient. The
highway is travelled by a significant number of recreational and other large
vehicles, whi~h, along with the road constraints, often results in traffic
delays.
Improvements to be considered include widening of the roadway and
�Page 2
February 11, 1987
B21163.DO
shoulders, flattening of curves, replacing and widening of bridges, adjustment
of road gradient, improvement of signing, provision of additional recreational
turn-outs, provision of climbing lanes, and constructing a new road along a new
alignment in selected areas.
The project area can be divided into three sections based on the design characteristics of the road. These sections are: 1) Right Fork to 1.8 miles above
Ricks Spring; 2) 1.8 miles above Ricks Spring to Bear Lake Summit; 3} Bear Lake
Summit to Gargen City. Different alternatives might be selected for each of
the road sections. Alternatives currently being considered for the project
include: 1) no action; 2} spot improvements; 3} widening along the existing
alignment; 4} widening and improving the existing alignment; 5} constructing
the road along a new alignment.
A fact sheet providing information about the project will be sent to you approximately 3 weeks prior to the scheduled meetings. Written comments will be
accepted through Monday, April 6. These should be addressed to:
James Naegle
Utah Department of Transportation
4501 South 2700 West
Salt Lake City, Utah 84119
We request that you advise us at the above address by March 1, whether your
office will be making a statement at the scoping meeting.
Questions may be directed to James Naegle, telephone (801}965-4160, or the
Consultant for the Study, CH2M HILL in Salt Lake City, Utah, telephone
(801}363-0200~
Sincerely,
Federal Highway Administration
BOC5/026
�rEnvironmental Protection Agency
Region VIII
Office of the Director
1860 Lincoln Street
Denver, Colorado 80203
Federal Emergency Management Agency
Region VIII
Office of the Director
Federal Regional Center, Building 710
Denver, Colorado 80225
Department of Agriculture
Agricultural Stabilization and
Conservation Service
Southwest Region
Office of the Director
14th Street & Independence Avenue S.W.
P.O. Box 2415
Washington, D.C.
20013
u.s. Forest Service
Ogden Region
Office of the Director
324 25th Street
Ogden, Utah 84401
u.s. Forest Service
Logan Ranger Station
Office of the Director
860 North 1200 East
Logan, Utah 84321
u.S. Corps of Engineers
Sacramento District
Office of the Director
650 Capitol Mall
Sacramento, California 9-5814
Bureau of
Salt Lake
Office of
125 South
Salt Lake
Reclamation
City Region
the Director
State Street
City, Utah 84147
National Park Service
Rocky Mountain Region
Office of the Director
655 Parfet Street
Denver,~Colorado
80225
�Department of the Interior
Office of Environmental Project Review
Office of the Director
Denver Federal Center
Denver Colorado 80225
u.s. Fish and Wildlife Service
Denver Region
Office of the Director
Denver Federal Center
P.O. Box 25486
Denver, Colorado 80225
Division of State History
Office of the Director
300 Rio_Grande
Salt Lake City, Utah 84101
Division of Environmental Health
Office of the Director
150 West North Temple, Room 426
Salt Lake City, Utah 84110
Department of Natural Resources and Energy
Office of the Director
1636 West North Temple, Suite 316
Salt Lake City, Utah 84116
Division of Parks and Recreation
Office of the Director
1636 West North Temple
Salt Lake City, Utah 84116
Division of Wildlife Resources
Office of the Director
1596 We$t North Temple
Salt Lake City, Utah 84116
State Planning Coordinator
Office of the Director
124 State Capitol Building
Salt Lake City, Utah 84114
U.S. Fish and Wildlife Service
Ecological service
Office of the Director
1311 Federal Building
125 South State
Salt Lake City, Utah 84138-1197
�u.s. Bureau of Reclamation
Provo District
Office of the Director
P.O. Box 1338
Provo, Utah 84603
Wasatch/Cache National Forest
Office of the Director
Federal Building
Ogden, Utah 84401
U.s. Army Corps of Engineers
Salt Lake City Office
Federal Building
125 South State
Salt Lake City, Utah 84138-1197
National Park Service
Utah State Office
Office of the Director
125 South State Street
Salt Lake City, Utah 84138-1197
Federal Emergency Management Agency
Utah Office
Office of the Director
1543 Sunnyside
Salt Lake Ci ty, Utah 3L..lJ0-5
Soil Conservation Service
Utah Office
Office of the Director
125 South State Street
Salt Lake City, Utah 84138-1197
BOC5/044
�
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<a href="http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/81">http://digital.lib.usu.edu/cdm/ref/collection/highway89/id/81</a>
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Title
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Public correspondence from Federal Highway Administration, February 11, 1987
Description
An account of the resource
Public correspondence from Federal Highway Administration, February 11, 1987 stating when and where public scoping meetings will be held, CH2M Hill's role in the Logan Canyon study, general proposed improvements along the Canyon Road, and who to contact with comments or questions.
Creator
An entity primarily responsible for making the resource
Federal Highway Administration Resource Center (U.S.)
Subject
The topic of the resource
Logan Canyon (Utah)--History
Roads--Design and construction
Roadside Improvement--Utah--Logan Canyon
United States Highway 89
Medium
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Correspondence
Publisher
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Utah Department of Transportation
Date
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1987-02-11
Spatial Coverage
Spatial characteristics of the resource.
Utah
United States
Logan Canyon (Utah)
Cache County (Utah)
Temporal Coverage
Temporal characteristics of the resource.
1980-1989
20th century
Language
A language of the resource
eng
Source
A related resource from which the described resource is derived
Utah State University, Merrill-Cazier Library, Special Collections and Archives, Sierra Club, Utah Chapter Archives, 1972-1986, COLL MSS 148 Series VIII Box 27 Folder 4
Is Referenced By
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View the inventory for this collection at: <a href="http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390">http://uda-db.orbiscascade.org/findaid/ark:/80444/xv03390</a>
Rights
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Reproduction for publication, exhibition, web display or commercial use is only permissible with the consent of the USU Libraries Photograph Curator, phone (435) 797-0890.
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Highway 89 Digital Collections
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Text
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application/pdf
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MSS148VIIIB27_Fd4_008.pdf
Highway 89;