The Providence City Administrative Land Use Authority met on August 26, 2026, to review a floodplain development permit application for the Blacksmith Fork Pedestrian Trail. The project, a joint effort between UDOT and Utah Trail Networks, is designed to connect the Joaquin Plank Trail to a soccer facility near 1700 South by following the Blacksmith Fork River corridor.
Project Scope and Technical Details
During the meeting, Land Use Specialist Colton Love presented a staff report regarding the application submitted by Ben Rood. The proposed project site is located along the Blacksmith Fork River, west of Highway 165, and encompasses multiple parcels currently designated as open space in the general plan. The application, which was originally received on July 31, 2026, included a floodplain development permit, a floodplain development analysis, a hydraulics report, and a no-rise certification.
Minimizing Riparian Disturbance
Ben Rood, a water resource engineer and certified floodplain manager with approximately 20 years of experience, described the trail's design and alignment. The trail is intended to follow the Blacksmith Fork River corridor, terminating at 1700 South before continuing into the soccer facility to the north. Rood noted that the alignment was deliberately set back from the riverbank to minimize disturbance to existing vegetation and the riparian corridor.
Floodwater Management Strategy
The trail's vertical profile is designed to follow existing ground elevations as closely as possible, using minor smoothing to accommodate a rideable surface. According to Rood, the intent is to allow floodwaters to overtop the trail surface during flood events without creating significant obstruction or berm-like fill that would cause a rise in regulatory water surface elevation. Because the surface is essentially at-grade, Rood stated that the no-rise certification is supported by the absence of significant fill throughout most of the corridor.
Roadway Grade Transitions
A point of discussion involved a transition near the 1700 South connection where the trail must gain elevation to meet the road grade. Rood explained that this transition mimics the slope of an existing farm access road and that the fill used in this area does not materially differ from what is already present on the ground. While the crossing itself is not an elevated structure, Rood confirmed that there is fill on the south side of 1700 South to bring the trail up to the roadway grade. The crossing is a standard at-grade painted crosswalk with pedestrian ramps designed for ADA compliance.
Jurisdictional and Maintenance Concerns
The Authority held a substantive discussion regarding two pedestrian bridges essential to the project. City Manager Ryan Snow and Chair Skarlet Bankhead clarified that one bridge is located within the City of Nibley and the other is within the City of Millville. While Providence City has entered into an agreement to assume ownership and maintenance of the North bridge following construction, the bridge sits outside Providence City limits.
Inter-City Authority Debates
The discussion raised questions regarding the Authority's jurisdiction over structures located in other municipalities. Chair Bankhead questioned if the ALUA had the authority to approve a permit for a structure outside Providence City limits. City Manager Snow confirmed that Providence's approval authority is likely limited to what falls within city limits. City Engineer Steven Wood suggested that while design reviews for the bridge might occur outside a formal public meeting, any permitting authority for the Millville-based structure would typically remain with Millville unless delegated authority is granted. Wood recommended obtaining a letter from Millville granting Providence the authority to administer floodplain management for that structure before taking further action.
Bridge Engineering and Hydraulics
Rood provided technical details regarding the North bridge, describing it as a prefabricated pedestrian truss bridge that spans bank-to-bank. The bridge is elevated above the channel banks so that its lower chord maintains clearance above the regulatory flood elevation. Referring to the hydraulic report, Rood noted that the bridge location actually shows a reduction in computed water surface elevations, meaning the opening provides additional conveyance capacity compared to existing conditions.
