Surface Treatment Projects
Salt Lake City would like to hear from you about the proposed changes to the roadway striping! Our team is working on public outreach efforts for the more transformative projects. Take the survey to submit comments (available in Spanish) and please send us an email if you have questions.
Each year, the Salt Lake City Streets Division strives to resurface 150 lane miles of Salt Lake City roadway. These surface treatments, which are completed over just a few days, are a cost effective way to prolong the lifespan of the street network. In some instances, surface treatments provide an opportunity for the Transportation Division to make improvements to the roadway striping. Use this webpage to view a map of this year’s surface treatment projects, learn about the maintenance process, and provide comments on the handful of streets with proposed changes to the roadway striping.
The following roads below have been identified for potential striping changes. These projects undergo an evaluation process guided by technical analysis, public feedback, and master plans. These master plans detail the vision and policies that guide growth and development. City transportation projects in particular are guided by the 2015 Pedestrian and Bicycle Master Plan which provides a guiding framework, recommendations, and policies for the development of pedestrian and bicycle infrastructure improvements. In keeping with the City’s Complete Streets Ordinance, the plan recognizes walking and bicycling as integral to the City’s transportation systems, while also acknowledging the significant health, wellness, and recreational benefits.
Please review each of the projects below and use our surface treatment survey to provide your comments (available in Spanish). We will carefully review your feedback and work to incorporate it into the final roadway designs.
400 East (400 South to 1300 South and 1700 South to 2100 South)
400 East (400 South to 1300 South and 1700 South to 2100 South)
In the summer of 2023, Salt Lake City will resurface 400 East from 400 South to 1300 South and from 1700 South to 2100 South. This project provides an excellent opportunity to make improvements to the roadway striping. 400 East between 400 South and 900 South has relatively low vehicle traffic volumes that can be supported by one vehicle travel lane in each direction. Therefore, our proposed changes include the elimination of one northbound and one southbound travel lane and the addition of bike lanes.
There are two distinct types of bike lanes that could be implemented on this street – buffered or parking protected. A buffered bike lane is a standard painted bike lane with a second striped line that creates a buffer zone between cyclists and vehicles. The two foot buffer zone enhances the safety and comfort of the bike lane for people riding bicycles. A parking protected bike lane moves the on-street vehicle parking away from the curb and gutter. The parked vehicles in the roadway act as a physical barrier between moving vehicles and cyclists in the bike lane. This style of bike lane is safer and more comfortable for cyclists compared to a standard painted bike lane. The Transportation Division believes that parking protected bike lanes would work well on this section of 400 East. There are a few considerations to make with parking protected bike lanes:
- Visibility and on-street parking: It is important to design the street so that people riding bikes are visible to drivers. While the parked vehicles provide a physical barrier to protect cyclists, they can potentially obstruct a driver’s line of sight into the bike lane (this same problem occurs with a standard painted bike lane as vehicles exit driveways). To improve sight lines, the Transportation Division increases the distance between driveway entrances and the on-street parking from five feet to thirty feet. The extra gap makes cyclists more visible to drivers turning off the street into a driveway. This results in the loss of some of the on-street parking capacity. The amount of on-street parking that is removed varies by street and roads with few driveway entrances are generally the best candidates for this style of bike lane.
- Maintenance: Parking protected bike lanes can pose challenges for snow clearing and maintenance efforts like street sweeping. Salt Lake City has invested in equipment to maintain protected bike infrastructure.
Examples of parking protected and buffered bike lanes
Existing 400 East design between 400 South and 900 South
Proposed 400 East design between 400 South and 900 South with buffered bike lanes
Proposed 400 East design between 400 South and 900 South with parking protected bike lanes
400 East from 1700 South to 2100 South
South of 900 South the roadway is narrower and predominantly lined with single family homes. An on-street bike lane currently exists in the southbound direction with shared lane markings in the northbound direction. The project team will be reviewing this section of roadway to determine if striping changes are applicable as part of this project.
500 East (600 South to 900 South)
500 East (600 South to 900 South)
In the summer of 2023, Salt Lake City will resurface 500 East from 400 South to 900 South. This project provides an excellent opportunity to make improvements to the roadway striping. The proposed changes include the elimination of one northbound and one southbound travel lane and the addition of new buffered bike lanes. This lane configuration matches what currently exists south of 900 South in front of Liberty Park. The Transportation Division is confident that one vehicle travel lane in each direction will comfortably support the relatively low vehicle traffic volume on 500 East, while also making the street more comfortable and safe for all roadway users.
In the area between 400 South and 500 South, only the southbound lanes will be modified to accommodate the change in travel lanes further south. The new striping will consist of one travel lane in each direction with buffered bike lanes and on-street parking. Near the intersections, parking will be restricted to accommodate a left turn pocket. The proposed parking restrictions generally match the existing parking restrictions prior to the striping change.
Existing Street Layout
Proposed Street Layout
900 East (2700 South to Millcreek City Boundary)
900 East (2700 South to Millcreek City Boundary)
Salt Lake City will be restriping 900 East from 2700 South to Millcreek City boundary near Elgin Avenue. Changes will include the elimination of the center turn lane and the addition of bike lanes. The existing and proposed cross-sections are shown below. The new configuration will consist of one vehicle travel lane and one bike lane in each direction. Minimal changes will be made to the on-street parking. Near the intersection at 2700 South, parking will be restricted to make space for a left turn pocket at the traffic signal. This lane configuration will maintain the same level of vehicle traffic and parking while making the roadway more comfortable and safe for all roadway users.
Existing Street Layout
Proposed Street Layout
1700 South (300 West to Redwood Road) - Postponed until 2024
1700 South (300 West to Redwood Road)
In the summer of 2024, Salt Lake City will resurface 1700 South from 300 West to Redwood Road. This resurfacing presents an exciting opportunity for the City and community to reimagine changes to striping (paint) on this stretch of street between the newly constructed 300 West bikeway and the forthcoming Glendale Regional Park, and beyond to Redwood Road.
The Transportation Division has already created a concept for the stretch between 300 West and 900 West that removes one vehicle travel lane in each direction while also creating wider and more comfortable buffered bike lanes. These changes are meant to improve safety and east-west connections for people riding bicycles, since bike lanes will go from relatively narrow space at the edge of the roadway to much wider, paint-buffered lanes that are only next to one lane of vehicles. The Transportation Division has analyzed traffic volume data for the full project extent and is confident that one vehicle travel lane in each direction will support the relatively low vehicle traffic volumes on this corridor. Images of these proposed changes are shown below.
Existing Street Layout – 300 West to 900 West
Proposed Street Layout – 300 West to 900 West
Existing Conditions – 300 West to 900 West
In addition, the Transportation Division is starting work on a concept for the stretch of 1700 South between 900 West and Redwood where we are thinking through potential changes to striping (paint), including travel lanes, turn lanes, and bike lanes. We will have more updates on this part of the project in the coming months.
Learn About Surface Treatments
What Is a Surface Treatment?
What Is a Surface Treatment?
Surface treatments are a type of asphalt maintenance designed to extend the lifespan of the roadway. They also restore texture to the road surface and improve resistance to water intrusion and oxidation. Depending on the existing condition of the asphalt pavement, a surface treatment can extend the lifespan of the road up to seven years! The Salt Lake City Streets Division performs two types of surface treatments: slurry seal and chip seal.
A slurry seal is the application of a mixture of water, asphalt emulsion, aggregate (very small crushed rock), and other additives to an asphalt pavement surface. On the afternoon before the day of the surface treatment, “No Parking” signs are placed alongside the road. During the day of the slurry seal, the road is closed and street sweepers clean the asphalt surface. Then a slurry truck comes along to apply the treatment to the road. Slurry seal only takes about 2-4 hours to set, which means the entire process is typically completed in a single day.
A chip seal is a multiple step process that is completed over the course of several days. On the afternoon before a surface treatment, “No Parking” signs are placed alongside the road. During the first day, crews begin by closing the road and sweeping the street to remove debris. Next, an oil tanker truck sprays oil onto the road surface. A “chipper” truck follows closely behind to spread a thin layer of “chip” (a small pea-sized rock) over the fresh coat of oil. The aggregate is embedded into the oil with the help of drum rollers. When the entire road has been chip sealed, street sweepers make another pass to remove any loose aggregate.
The surface treatment is then given 24-48 hours to set before the final fog seal stage. The roadway is re-opened to the public while the surface treatment sets. Please adhere to the temporary 15 MPH speed limit signs throughout this time. During the fog seal phase, the road is closed once again and another coat of oil is applied. This final seal improves the performance of the initial chip seal and has the additional benefit of turning the road black, improving its aesthetic appeal. The road is then re-opened once the fog seal has set.
After the completion of the surface treatment, the Streets Division lays down a fresh coat of roadway striping. Most streets are re-striped exactly how they were. However, the Transportation Division makes striping improvements to a handful of roads each year. Learn about these striping improvement projects here.
Prior to the application of a surface treatment, the city performs other maintenance operations to prepare the road for a surface treatment. This includes sealing cracks and replacing sections of deteriorating asphalt on roadways in otherwise fair condition. This work typically occurs in the fall and spring before surface treatment operations begin in the summer.
Surface Treatment FAQ
What are my responsibilities during a surface treatment?
- Do not park on the street from 7 a.m. to 3 p.m. until the “No Parking” signs are removed
- Do not allow sprinklers to water the street the day of the surface treatment
- Stay out of the construction zone
- If applicable, follow temporary speed limit signs
My vehicle was towed off of my street. How can I find it?
Vehicles left on the street the morning of the surface treatment operation will be towed to a nearby street so the road can be resurfaced. Our team documents the address of relocated vehicles and reports this information to the police department to ensure the vehicle is not reported stolen. Please give us a call at 801-535-2345 to retrieve your relocated vehicle.
Will this interfere with my weekly trash pick up?
The Salt Lake City Street Division coordinates the timing of the road maintenance with the Waste & Recycling Division. This project will not interfere with weekly waste and recycling service.
How long will my street be closed?
The length of the street closure is determined by a variety of factors including the type of surface treatment, the weather, and the complexity of the roadway. Slurry seal sets faster and is a single-stage operation, so the road is typically closed at 7 a.m. and re-opened sometime in the early afternoon, depending on how quickly the slurry seal sets. To prevent material sticking to your vehicle, tracking onto your property, and damaging the new road surface, please do not drive or walk on the fresh road surface until the roadway is reopened.
A chip seal is a multi-step process that takes place over the course of several days. However, the roadway will only be closed for two days: once during the chip seal phase and once again during the fog seal phase. During the chip and fog seal processes, the road will be closed at 7 a.m. and re-opened sometime in the early afternoon. In between these two phases, while the initial chip seal is given time to set, the roadway will be open to traffic. During this time, the roadway surface may have loose gravel, so please adhere to the 15 MPH speed limit to stay safe and prevent damage to your vehicle.
Will I have access to my driveway during the surface treatment?
The Salt Lake City Streets team strives to minimize disruption to residents and businesses. Please reach out to us at 801-535-2345 if you have special needs.
Why does the city change the striping layout on certain roads?
Surface treatments provide excellent opportunities for the Salt Lake City Transportation Division to make improvements to roadway striping. These changes enhance roadway safety and make it easier for people to travel throughout the city, regardless of what mode of transportation you choose to take.
What is a lane reconfiguration?
A lane reconfiguration reduces the number of vehicle travel lanes on a roadway with the intent of increasing roadway safety and reallocating the remaining space to other modes of transportation or other public serving uses. A lane reconfiguration is intended to increase livability, safety, and mobility for all roadway users. The City has been revising the lane striping on roadways for years in order to better accommodate travel needs and safety of roadway users. Since the early 2000s over a dozen roadways have undergone lane reconfigurations, ranging from larger seven lane roadways like North Temple to roadways in residential areas like 1300 East.
Why do you seem to do so many lane reconfigurations as part of resurfacing projects?
A lane reconfiguration is one of the changes that can be made by striping and signing only, which is why it is commonly implemented during a resurfacing project. The surface treatment covers all existing paint on the road, resulting in a blank slate and providing us the opportunity to reduce the number of vehicle travel lanes. If determined appropriate by the Transportation Division, the number , size, and location of vehicle travel lanes can be changed as part of a surface treatment project to better meet the overall needs of the transportation network.
Why can’t you add additional transportation projects to the roadway during a resurfacing treatment?
Surface treatments are maintenance efforts scheduled based on asphalt quality. In some instances, we coordinate transportation projects with maintenance-oriented surface treatments. However, since transformative transportation projects often take years to develop, secure funding for, design, and construct, it is often impractical to postpone a surface treatment to coincide with the construction of a nearby transportation project.
Can the signs be replaced with flashing signs and speed radar signs as part of the surface treatment?
Typically, signage upgrades are not a part of the City’s surface treatment for a roadway. The surface treatment is meant to prolong the life of the asphalt and is independent of signage upgrades. If the striping is being changed as part of a surface treatment project, then signage changes will be made to ensure that the new roadway layout is signed appropriately.
Will you be reconstructing the street?
No, the surface treatment is not a full reconstruction. The surface treatment is used to prolong the life of the current asphalt roadway and delay future roadway reconstruction. Roadway reconstructions are significantly more expensive, time consuming, and impactful to road users. It involves removing and replacing all asphalt (and sometimes road base, curb, gutter, and sidewalk). A surface treatment is simply applied on top of the existing asphalt and is more economical and faster to implement than a reconstruction.
If my street is receiving a surface treatment this year, does that mean it’s going to be reconstructed soon?
Probably not. In fact, if your street is in good enough condition to receive a surface treatment, then it’s likely that it isn’t near the top of the list for a full reconstruction.
My street looks to be in really poor condition, will it be resurfaced soon?
Probably not. When the condition of a street is too poor, it will need to eventually receive a full roadway reconstruction. Applying a surface treatment to a street with poor or degraded asphalt will have little to no effect on extending the life of the roadway. It is also a waste of public resources because the surface treatment will be replaced by an inevitable roadway reconstruction.
Why are surface treatments rescheduled?
Surface treatment operations are typically rescheduled for two reasons: weather and equipment breakdowns. Surface treatments require warm temperatures and fair weather. On occasion, a typical Utah summer thunderstorm passes through to rain on our parade. Other times, our complex surface treatment equipment doesn’t perform the way we’d like it to. In the case of an equipment breakdown or poor weather, we will post a notification on your door and reschedule the surface treatment project.
Why does the city use two different types of surface treatments?
Slurry seal and chip seal are designed for different roadway conditions. If a roadway is in poor condition, the city will typically apply a chip seal. This type of treatment utilizes small pea-sized pieces of gravel, which makes the treatment more robust and longer lasting. For roadways in fair to new condition, a slurry seal is a more appropriate treatment.
My road was reconstructed last year. Why is the city already working on it again?
The best time to perform a surface treatment is one to two years after a road is constructed. The surface treatment re-seals the road to prevent water intrusion which can quickly deteriorate the condition of the asphalt. Completing this process soon after a road is constructed provides the greatest possible benefit to the longevity of the asphalt.
How does the city determine what roads receive a surface treatment?
The streets that receive a surface treatment each year are selected based on the OCI (overall condition index), type of road (arterial, collector, or local), cost-effectiveness, and suitability. The Streets Division performs chip and slurry seal surface treatments to city streets that have a fair to good condition. Out of the 155 lane miles targeted for maintenance each year, approximately 100 lane miles are slurry sealed, 50 lanes miles are chip sealed, and 5 lane miles are inlays. The program begins surface treatment operations in May and continues through September.
|Early Spring||Project announcement|
|Late Spring||Draft striping layout available for community input through survey on roads with potential striping changes|
|3-4 weeks before surface treatment||Final striping layout available on website and door hanger notice sent to residents that outlines what to expect during the surface treatment project|
|Summer||Surface treatment and restriping completed by SLC Streets Division|
Increased pavement maintenance is one of the projects funded through Funding Our Future sales tax.
Previous Years’ Surface Treatments
View the highlighted surface treatment projects of years past.
2022 Surface Treatments
2022 Highlighted Surface Treatments
Avenues Streets (B St, 3rd Ave, 11th Ave, Terrace Hills)
In 2022, Salt Lake City will resurface (or slurry seal) several streets in the Avenues neighborhood, including:
- B Street (1st Avenue to 11th Avenue)
- 3rd Avenue (E Street to Virginia Street)
- 11th Avenue (B Street to Terrace Hills Drive)
- Terrace Hills Drive (11th Avenue to the northern terminus)
These exciting projects offer everyone the opportunity to reimagine our streets. A slurry seal is thinner than a chip seal and provides a blank slate and opportunities to rethink the striping for travel lanes, turn lanes, bike lanes, and parking.
The City would like to hear from you about what you would change about the signs and paint on these four streets. Please use the comment form below to provide input. For example, you might want to change where parking is allowed or restricted, the types of bike lanes, speed limits, stop signs, etc. We are also excited to be visiting the Greater Avenues Community Council meeting in April to collect additional feedback. After we receive everyone’s input, the City will work to incorporate those comments into a final design. Resurfacing will occur this summer.
800 South (at West Temple)
This summer the 800 South/West Temple intersection will be modified to add an additional westbound left-turn lane. When the project is completed, the intersection will have two westbound left-turn lanes to aid in providing motorists access to the West Temple freeway on-ramp. The modification is part of a larger project on 900 South. To learn more about the project on 900 South, please visit the 900 South Reconstruction project webpage.
2700 South (700 East to Highland Drive)
This summer, Salt Lake City will resurface and restripe 2700 South from 700 East to Highland Drive. This is an important step in maintaining the life of the pavement and also provides us with an opportunity to address a missing gap in our transportation network. As part of the project, on-street bike lanes will be added to the entire extent of the project, connecting to previous projects that have developed bike lanes east and west from this area. When the project is complete, bike lanes will extend from 2000 East to 300 West. Completion of this section of our infrastructure reflects the culmination of years of work completed by both Salt Lake City and South Salt Lake City.
These important changes will be accompanied with modifications to on-street parking. On-street parking will be removed from the north side of 2700 South between 700 East and Elizabeth Street (1155 East) as shown below. On-street parking will also be removed from the south side of 2700 South between Elizabeth Street (1155 East) and Highland Drive. These areas have been selected for these parking adjustments based on an analysis of parking use and availability that was completed over multiple days earlier in 2022.
For questions or comments, please reach out to us at: firstname.lastname@example.org or 888-333-1255
Main Street (700 South to 2100 South)
Since May of this year our project team has been gathering input on the proposed striping changes to Main Street from 700 South to 2100 South as part of the August street resurfacing project. The resurfacing project is not a street reconstruction project that alters curbs, landscaping, or traffic signals, but it creates an opportunity to reconsider the street design and prepare for future upgrades. The ongoing Life on State: Bikeways Study has been looking at ways to make Main Street a high-quality alternative to cycling on State Street, in addition to other street changes that improve safety and support the community. Resurfacing activities began the week of August 15th, 2022, and most of the work will be completed by September. Addition of green bike lane striping and signage changes will follow in September.
So, what did we hear?
- Support for reducing the number of travel lanes between 800 South and 1700 South. While canvassing the corridor and talking to people, our team heard similar comments about this welcome change that will increase safety.
- Support for crosswalk improvements.
- Support for bike lane improvements, including providing parking-protected bike lanes, and extending bike lanes south into South Salt Lake.
- Support for changes that help reduce speeding traffic.
- Enthusiasm for additional investment on the corridor. Many people said they welcome basic changes but don’t want it to stop there. More trees, landscaping, more place, less pavement.
The resurfacing project took steps toward these goals by making the following changes:
- One travel lane in each direction with center two-way-left-turn lane, which functions as a left turn lane at intersections and provides space for future crosswalk refuge islands. This will require reducing the existing number of vehicle lanes between 800 South and 1700 South, matching the design that exists between 1700 South and 2100 South. The reduction of travel lanes to one in each direction with a center turn lane will have major safety benefits at crosswalks, while also reducing the frequency of vehicle crashes by as much as 25%.
- Bike lanes widened (6 ft minimum) including painted buffer where space allows.
- Improvements to bike lane continuity at intersections.
- Parallel on-street parking was maintained next to curb/gutter, widened in some areas where parking currently encroaches into the bike lane. Existing parking stalls set back from the travel lane that are within City property, between the roadway and sidewalk, are not impacted.
Why not parking-protected bike lanes?
This was a common response from people who shared feedback about the striping plan, since the design has worked well on 200 E and 300 East (500 South to 900 South). It’s a fair question, and there a few reasons why Main Street is not a great candidate:
- Frequent driveways and parkstrip parking create discontinuities and conflict points in the PPBL.
- The area next to the curb and gutter is not a good place to position cyclists. The curb is crumbling into the gutter, pavement is rough, and driveway tie-ins are irregular.
- The buffered bike lane will be swept and kept free of snow without additional maintenance requirements.
The Big Picture
While the resurfacing and roadway striping changes won’t accomplish everything, the corridor is better positioned for future planned upgrades in 2022 and beyond. The City is developing a vision document for long-term, transformational improvements on Main Street that will narrow the pavement width and add a separated bike lane and wider sidewalks from 700 South to 2100 South. The new design will also include features like street trees, waterwise landscaping, public art, sidewalk dining, and bike parking. These features will vary depending on the land use of individual street segments, so that the City’s investment can best support businesses and residents along Main Street. This future effort will require a full reconstruction of the street, and is a more significant investment than the City can afford at this time. In the meantime, incremental steps are being taken that will address many of the immediate safety concerns (especially at crossings) and provide significant bicycling improvements.
Question or comments:
2021 Surface Treatments
2021 Highlighted Surface Treatments
2020 Surface Treatments
Si necesitas esta información en español, comunícate con la división de transporte.
Email | email@example.com
Phone | 801-535-6630
Social Media | @SLCmoves @SLCgov