084 of 2008 - adopting the “Downtown In Motion” Salt Lake City Downtown Transportation Master Plan 0 08-1
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SALT LAKE CITY ORDINANCE
No. 84 of 2008
(Adopting the "Downtown in Motion" Salt Lake City
Downtown Transportation Master Plan)
AN ORDINANCE ADOPTING THE "DOWNTOWN IN MOTION" SALT
LAKE CITY DOWNTOWN TRANSPORTATION MASTER PLAN.
WHEREAS, at a June 25, 2008 public hearing on this matter, the Salt Lake City
Planning Commission voted in favor of recommending to the Salt Lake City Council
("City Council") that the City Council adopt the proposed "Downtown in Motion" Salt
Lake City Downtown Transportation Master Plan; and
WHEREAS, after holding a public hearing on this matter, the City Council has
determined that the following ordinance adopting the "Downtown in Motion" Salt Lake
City Downtown Transportation Master Plan is in the best interest of the City.
NOW, THEREFORE, be it ordained by the City Council of Salt Lake City, Utah:
SECTION 1. Adopting the "Downtown in Motion" Salt Lake City
Downtown Transportation Master Plan. The "Downtown in Motion" Salt Lake
City Downtown Transportation Master Plan is hereby adopted to apply to Salt
Lake City's downtown area, as identified in the transportation master plan
attached hereto as Exhibit"A", with the following items therein being identified
as short- and medium-term items to be accomplished to be revised as follows:
1) The City should make every reasonable effort to pursue funding
and develop a streetcar system in the short-term that complements
existing and future Utah Transit Authority("UTA") rail lines,
including the Sugar House street car spur line;
2) Recommendation number 30 contained in the master plan, which
reads: "Complete all designated auto/bike shared travel lanes
downtown. Later in term construct additional off-street bike
paths, "shall be moved to the short-term items to be accomplished
instead of the medium-term category;
3) The items listed in the Master Plan under the subhead"City
Council Transportation and Mobility Subcommittee" shall be
revised in the draft attached hereto as Exhibit "A" to include that:
a) the City continue to implement ways to lower the downtown
speed limit to a target of 20 miles per hour with flexibility not
to exceed 25 mph so that speeds on streets are compatible with
pedestrian and bicycle activity and community and economic
development;
b) walking remain the primary means of travel on sidewalks and
that bicycles yield to pedestrians without exception and travel
at speeds compatible with pedestrians;
c) the City renew its effort to work with the Utah Transit
Authority to provide more covered shelters for passengers at
bus stops; and
d) the City and any other agency or organization studying the
implementation of the parking management recommendations
in the Downtown in Motion plan work quickly toward
implementing the recommendations.
SECTION 2. Effective Date. This ordinance shall become effective on the date
of its first publication.
Passed by the City Council of Salt Lake City, Utah, this 1 1 th day of
November , 2008.
CHAIRPERSON
ATTEST AND COUNTERSIGN:
•
CITY C
2
Transmitted to Mayor on 12-10-08 .
Mayor's Action: x Approved. Vetoed.
hill
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MAYOR
APPROVED AS TO FON*
(14014C/0 7:_itie.--- 9att LW)City MtofroY's Once
CHIEF DEPUTY CIT RECORDER DO """ —
(SEAL) '
Bill No. 84 of 2008. 0` it
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Published: 12-22-08 � �'�� ;, 1
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DOWNTOWN IN MOTION
SALT LAKE CITY DOWNTOWN TRANSPORTATION MASTER PLAN
DRAFT PLAN:UP FOR ADOPTION
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TABLE OF CONTENTS
1. Project Overview:The Big Picture 5
2. Guided By the Plan's Goals and Objectives 8
3. Travel On Foot,Travel By Bike 11
4. Travel By TRAX 17
5. Travel By Auto 23
6. Travel By Bus 29
7. Parking Perks and Plans 35
8. Travel By Shuttle 44
9. Public Ways:Orchestrating the Plan 51
10. Beyond the Time Horizon 54
11. Definitions 58
12. Acknowledgements 60
LIST OF APPENDIXES-VOLUME II
Appendix A:Public Involvement Events
Appendix B:Goals And Objectives Technical Report
Appendix C:Pedestrian And Bicycle Technical Report
Appendix D:TRAX Technical Report
Appendix E:Auto and Streets Technical Report
Appendix F:Bus Technical Report
Appendix G:Parking Technical Report
Appendix H:Circulator/Shuttle Technical Report
Appendix I:Comparable Cities Information
Appendix J:Bibliography
DRAFT PLAN
DOWNTOWN IN MOTION
SALT LAKE CITY DOWNTOWN TRANSPORTATION MASTER PLAN
Imagine...a vibrant Downtown that engages everyone.
Imagine...an energetic Downtown where watching and wandering is part of the fun.
Imagine...a hassle-free Downtown,easy to peruse and access on foot or by wheels.
Imagine...an exemplary Downtown,attracting the eyes of the world for its accessibility.
Imagine...Salt Lake City in 2030 and see a"Downtown in Motion!"
Imagining is just the first step.Downtown In Motion,Salt Lake City's new downtown
transportation plan,lays out the stepping stones to make it happen.With roots in Envision
Utah,the plan promotes sustainable growth and provides a blueprint for generations.Its
vision is grounded in measurable,incremental steps that make all modes of movement—to,
from,and within—Downtown more integrated,efficient,and accessible.
The vision for balanced accessibility in Downtown is also shared 'Downtown In Motion
by Downtown Rising,the urban visioning effort of the Salt Lake drives the vision of a
Chamber,as well as the planners responsible for Salt Lake City's world-class Downtown
current land use plans.Downtown In Motion is designed to Salt Lake City.This
serve land use,now and as envisioned well into the century. transportation policy
and infrastructure
TRANSPORTING DOWNTOWN INTO THE FUTURE blueprint provides an
innovative foundation
Downtown In Motion is a balanced plan.It provides for more
for the evolution of
TRAX lines in Downtown without the loss of a single automobile
needed improvements
lane.It helps make Downtown competitive with the suburbs for
to keep our City and
those who visit by automobile and need to park.The plan allows
State moving.The
you to get around easily with well-thought-out transit service broad scope of the plan
and bike and pedestrian walkways.Downtown In Motion will creates a progressively
make walking and bicycling interesting,fun,and safe.The plan's
more integrated,
Downtown transportation highlights include: efficient and accessible
Downtown for our
New TRAX Loops&Expanded Service Capitol City."
• Constructing new TRAX lines along 400 South from Main
Street to 600 West and the Intermodal Hub(at 300 South Governor Jon M.
and 600 West)-completing an inner loop of rail circulation Huntsman,Jr.
in Downtown.
• Constructing new TRAX lines on 700 South from 200 West to 400 West,and then con-
tinuing north on 400 West connecting to the existing system near Gateway-completing
an outer loop that serves Downtown and the emerging southwest quadrant.
DRAFT PLAN DOWNTOWN IN MOTION
Recommenaetl "Cities the world
suture Light Rail over teach us that
......_.._._._.. a successful and
sustainable urban
Ncore relies on a robust
transit system and
careful attention to the
needs of pedestrians
Existing TRAX lines and cyclists.Downtown
In Motion establishes
Proeocec-RAX Lines ambitious goals for
improving transit,
bicycle,and pedestrian
• facilities that will make
_- - downtown Salt Lake
City more accessible
More Solutions for Parking to all modes of travel,
• Forming a parking-management group to focus solely on thereby enhancing
solving Downtown's real and perceived parking challenges. the city s vitality for
This will result in a Downtown where parking will be easy to generations to come."
find and understand.Some elements will include:
- Conveniently locating off-street public parking spaces for Salt Lake City Mayor
Rocky Anderson
visitors.
- Improving way finding signage for public parking spaces.
- Providing more payment options for on-street parking meters.
- Ensuring adequate,well-located public parking by revising zoning ordinances and
other policies.
- Providing an enhanced parking validation system.
A New Road Ahead for Bus Services -
• Building a bus system that
encourages use in and around
Downtown and not just for Ill
getting to and from Downtown.
A new bus passenger center will 1����r���yj, ,'4 .
be constructed at State Street
and 200 South on the east side of
Downtown to complement service z 1. t
on the west side of Downtown at •
the Intermodal Hub. if;
DRAFT PLAN DOWNTOWN IN MOTION 2
• Increasing bus service in Downtown, which includes
using Branded Bus Corridors, to help visitors circu-
•
late easily along set routes without worry of being i
1j
on the wrong bus. �_��
An Enjoyable Walking Experience
• Creating a network of pedestrian walkways through-
out Downtown. The wide sidewalks that already
exist in Downtown will be amplified by a network of
pedestrian walkways that cut through existing city blocks.
"Salt Lake City is known
Accommodating All Cyclists as the 'Crossroads of
• Developing an infrastructure for bicyclists that will accom- the West'for good
modate all skill levels. The bicycle plan involves four key ele- reason--we are
ments: (1) continuation of designated bike lanes striped for equidistant from major
bicyclists along certain city streets; (2) marking of all other western markets.At
Downtown streets indicating that the right-hand lane is to the heart of it all is
be shared at all times between motorists and bicyclists; (3) downtown Salt Lake
building separate bike paths between the sidewalk and street City,where the state's
on some Downtown streets; and (4) removing the restriction interstate system,
that prohibits bicycle riding on Downtown sidewalks. light rail,commuter
rail,and other modes
Free Fare Zone at Work of transportation
• Expanding the Free Fare Zone in Downtown. The Free Fare converge. Businesses
Zone will be extended to include the Library TRAX Station depend on a superb
and three new stations on the west side of Downtown, in- transportation network,
cluding the Intermodal Hub and the hotels on 600 South. and Downtown In
Motion sets the
course for our future
Making Driving Easier
prosperity."
• Accommodating automobiles more efficiently. This will include
retiming of signals to better fit drivers' patterns and tendencies.
Lane Beattie,
Streets will be classified by their intended use. "Car streets" will President and CEO,
be operated to most efficiently serve their intended purpose of Salt Lake Chamber
bringing visitors to and through Downtown.
—441
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DRAFT PLAN DOWNTOWN IN MOTION 3
[ "The plan includes the
best collaborative
efforts of downtown
1111.- business owners,
economic development
1 a �. interests,and
•�. ii :
transportation planners,
•ice �� , ►4 4 I designed to improve
mobility to,from and
• around downtown. It's a
MANY MINDS AT WORK timely and progressive
plan for encouraging
Six local agencies spearheaded the development of Downtown
and supporting a
In Motion, all of which are committed to its completion:
high quality of life,
• Salt Lake City sustainable development,
• Redevelopment Agency of Salt Lake City and regional commerce
• Utah Transit Authority downtown."
• Utah Department of Transportation
Bob Farrington,
• Salt Lake Chamber Executive Director,
• Downtown Alliance Downtown Alliance
Input from all sources was encouraged and reviewed by representatives of these agencies
and a consultant team of transportation experts. Six Community Leaders Forums and two
Public Open Houses were held in the year-long development of the plan. Several dozen
meetings were held with key business leaders, legislators, community councils and the
Salt Lake City Council. Information on the plan and comment opportunities were available
through print, radio and television media and on a public website. Nearly 57,000 hits were
recorded on the project website at www.slctrans.com through March 2007.
THE PLAN IS ON THE MOVE!
This plan is also available at www.slctrans.com. The Downtown Transportation Policies out-
lined in the plan guided the creation of these specific recommendations in this plan. These
recommendations are provided in three timeframes: immediate (2007-2010); medium-term
(2011-2020); and long-term (2021-2030). Keep in mind that various aspects of the plan can
adapt to different timeframes in order to accommodate specific needs or to coincide with
funding availability.
Downtown In Motion will drive the vision of a world-class Downtown by providing the transpor-
tation infrastructure and the policies and programs that support vibrant land uses. By beginning
today, this plan will immediately provide an evolution of improvements to our Downtown.
DRAFT PLAN DOWNTOWN IN MOTION 4
1. THE BIG PICTURE
A TEAM EFFORT IN DEVELOPING DOWNTOWN'S TRANSPORTATION SYSTEM
Downtown In Motion is the culmination of a year of study and analysis of Downtown's trans-
portation issues and infrastructure.
The purpose of the study is to develop a comprehensive and coordinated transportation strat-
egy, one that will guide Salt Lake City and the sponsoring agencies over the next 25 years or
more. While the plan is organized around specific modes of transportation-pedestrian/bicycle,
rail, bus, and automobile-the policies and recommendations are all part of a comprehensive
strategy. The final result is a well-integrated transportation system based on existing and
planned land use that meets the needs of employees, business owners, shoppers, residents,
and visitors. These efforts will help make Downtown Salt Lake City a world-class city.
Study Area -1 ;
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The study area for Downtown In Motion includes two parts:
1. The Downtown core bounded by 400 South on the south, North Temple on the north,
the FrontRunner commuter rail tracks on the west and 200 East on the east;
2. An extended Downtown that includes areas south to 900 South, west to 1-15, north to
the State Capitol and east to 700 East.
Downtown In Motion was developed concurrently with the efforts of Downtown Rising, a vi-
sioning exercise led by the Salt Lake Chamber. Downtown In Motion meets the core principle
of mobility defined in Downtown Rising:
"Downtown is accessible. Transportation coordinates with development to provide efficient
pedestrian, bicycling, public transportation and auto mobility to, from, and within Downtown."
DRAFT PLAN DOWNTOWN IN MOTION 5
•
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114
The Downtown In Motion process was a collaborative process "Many people and
that involved stakeholders on multiple levels, including: organizations with
• The Management Committee, assembled at the beginning of the great interest in the
project, included staff members from all sponsoring agencies. continuing success of
This committee met twice a month to advance the study effort. our downtown have
collaborated to create
• The Plan Advisory Committee, also established at the begin-
this dynamic master
ping of the project, included sponsoring agencies' executives
plan that will serve
and select business leaders in Salt Lake City. This committee
Downtown mobility well
met once a month, including two all-day meetings; one to for years to come.All of
help develop the goals and objectives of the study, and the the recommendations
other to develop comprehensive recommendations. in this plan work
• Community Leaders Forums were held six times throughout collaboratively to
the study to present study progress and solicit input. These improve Downtown
forums brought together a broad range of key stakehold- mobility and serve our
ers (e.g., land owners, business owners, community leaders). intensifying land use."
Chronologically, the forums covered the following topics:
- May 17,2006 Draft goals and objectives for the study were Tim Harpst,
presented. Input from community leaders was integrated to Transportation
develop the final goals and objectives that were adopted by the Director, Salt Lake City
Plan Advisory Committee and presented to the City Council. Transportation Division
- August 23, 2006 Possible alternatives for the rail and bus
elements of the study were presented.
- September 20, 2006 Alternatives for Downtown circulation as well as the pedestrian
and bicycle elements of the study were presented.
- October 25, 2006 Alternatives for parking, streets, and traffic flow were presented.
DRAFT PLAN DOWNTOWN IN MOTION 6
•
- November 29,2006 This meeting was a panel discussion "Downtown In Motion
about transportation efforts in three comparable western supports Salt Lake
cities:Vancouver,BC,Portland,OR,and Denver,CO.Experts City's vision for
from each of these three cities presented an overview of the downtown land
transportation system in their respective city,the process uses,activities and
used to arrive at the current system,and parallels to the businesses.The plan
efforts contemplated in Salt Lake City. is designed to support
- January 31,2007 Draft policies and recommendations of a high quality of life,
Downtown In Motion were presented. promote a sustainable,
quality growth,
• Public Open Houses were held twice.Chronologically,content encourage transit-
included the following: oriented development,
- May 17,2006 Draft goals and objectives for the study were and support office,
presented,reflecting what was covered in the Community retail and residential
Leaders Forum held earlier this day. land uses,"
- January 31,2007 Draft policies and recommendations of
Downtown In Motion were presented,reflecting what was Doug Dansie,
covered in the Community Leaders Forum held earlier this day. Downtown Planner,
Salt Lake City
In addition to the formal process,technical committees were developed for each of the
transportation modes,and meetings were periodically held as the plan for each mode
evolved.Numerous one-on-one meetings were conducted with stakeholders during the
process.To further disseminate information and solicit public input,a project web site at
www.slctrans.com was developed and updated regularly.
A complete list of meetings is included as an appendix to this report.
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DRAFT PLAN DOWNTOWN IN MOTION 7
2. GUIDED BY THE PLAN'S
GOALS AND OBJECTIVES
METHODOLOGY
Developing the goals and objectives was a collaborative process that involved a diverse group
of participants with a broad range of opinions.A starting point for the goals and objectives
was the city-wide transportation policies in the 1996 Salt Lake City Transportation Master Plan.
The methodology also relied on a series of meetings to draw input and comments.
The process started with meetings with various staff members from the project's sponsors
(the Management Committee)before broadening to include policy makers(the Plan Advi-
sory Committee).Draft goals and objectives were then taken to the public in four primary
forums:a Community Leaders Forum,a Public Open House,a taped presentation on Chan-
nel 17(the Salt Lake City's public television channel),and via the project website at www.
slctrans.com.Input received from all of these sources was incorporated into a refined set of
goals and objectives,which was later presented to the Salt Lake City Council.
PURPOSE
The study's goals and related objectives were drafted early in the process and refined with
extensive coordination from participants.Ultimately,the study goals and objectives intro-
duced the discussion of all subsequent tasks related to individual travel modes,and they
became the measurement tool of all transportation-related elements in this plan.
STUDY GOALS AND OBJECTIVES
Goal No.1
Serving Downtown:Downtown transportation will be supportive of and compatible with Salt
Lake City's vision of Downtown and Downtown land uses,activities and businesses.
Study Objectives:
Serving Downtown means the transportation system will:
• Support a high quality of life for residents and visitors.
• Promote sustainable,quality growth.
• Encourage and optimize transit-oriented development.
• Support regional commerce Downtown,including office,retail and leisure land uses.
DRAFT PLAN DOWNTOWN IN MOTION 8
•
Goal No. 2
Pedestrian Friendly: Downtown Salt Lake City will be pedestrian friendly, where walking is
the primary mode of transportation.
Study Objectives:
Pedestrian friendly means:
• Transportation within Downtown will not require an automobile.
• People who live Downtown will be able to do so without the need to own a car.
• New pedestrian routes will make walking distances shorter, safer, and more appealing.
• Regional transit systems will serve regional land uses with walk access.
Goal No. 3
Easy to Use: All forms of Downtown transportation will be easy "This plan provides a
to use and understand. framework that will
move transportation
Study Objectives: in Salt Lake City
Easy to use means the transportation system will: significantly forward.
• Be accessible, predictable, seamless and connected. We will have the
• Integrate all travel modes to create synergy. basic transportation
infrastructure in place
• Serve people's needs 24/7. to grow upward."
• Strive to ensure both the perceived and actual safety of the
traveler. Alice Steiner,
• Be communicated through easy to understand information. Development
Consultant,
Utah Transit Authority
Goal No. 4
Enhanced Transit Accessibility and Mobility: All transit re-
sources available in Downtown will be used to enhance region-
al accessibility to Downtown and mobility within Downtown.
Study Objectives:
Enhanced transit accessibility and mobility means:
• The transit system will provide optimum accessibility and capacity.
• Activity nodes or districts Downtown will be connected with public transit, including the
potential of a dedicated circulator system.
• Efficient transfers among various transit modes, including the potential of a transit center
Downtown.
DRAFT PLAN DOWNTOWN IN MOTION 9
c %RS
Goal No.5
Balanced Modes:Salt Lake City will creatively address congestion and enhance mobility in
ways that are compatible with the other goals and objectives for Downtown.
Study Objectives:
Balanced modes means:
• Quality mobility options will be available to all.
• Bicycling and all other non-motorized modes will be viable and safe.
• There will be a hierarchy of streets to efficiently move vehicular traffic into and through
Downtown,minimizing adverse impact on other modes or land uses.
• Automobile drivers will be able to park once and get around Downtown using other
modes of transportation.
• The availability,visibility and accessibility of parking will be managed to achieve efficien-
cy and other Downtown goals.
• On-street parking will be managed to encourage short-term use to support retail and
other short-stay activities.
DRAFT PLAN DOWNTOWN IN MOTION 10
3. TRAVEL ON FOOT, TRAVEL BY BIKE
HIGHLIGHTS OF THE PEDESTRIAN AND BICYCLE PLAN
• Enhanced walkability of Downtown sidewalks along all city streets.
• A network of walkways throughout Downtown that will include an integrated system
of mid-block walkways and a completed network of mid-block street crosswalks.
• Infrastructure for bicyclists that will accommodate all skill levels of cycling:
- Continuation of designated bike lanes on streets.
- New markings and signage indicating bicycle/automobile shared use of the right-
hand lane on streets without designated bike lanes.
- Separate bike paths between the sidewalk and streets in some areas of Downtown.
- Legalize responsible bicycle riding on sidewalks in Downtown under specific conditions.
• Augmentation of the Downtown way finding system.
• New urban design features,monuments,and gateways throughout Downtown.
• Additional bicycle racks and lockers on street and inside buildings.
WHAT THE PEDESTRIAN AND BICYCLE PLAN AIMS TO ACCOMPLISH
The purpose of the pedestrian and bicycle plan is
to support a vision of Downtown Salt Lake City 9J
as a special urban place,defined by vibrant mixed F�" p
uses,which are attractive to residents,workers,and
visitors.This vision is broadly supported by plan- • t
ning already in place and the concurrent visionary - - �'
efforts of Downtown Rising. -�� 4:
This vision is served by any strategy that elevates 1 , •� ��
the pedestrian to the status of a"first-class pas- I „imp
senger,"according to transportation guru Char- / '^
lie Hales,Unlike other transportation modes,the
pedestrian is served primarily by urban design,not
operational strategies.Urban design addresses the
pedestrian's physical realm and his or her environ-
ment,such as the streets,sidewalks,and open
spaces,as well as the physical nature of the build-
ings and land uses that surround this area.
DRAFT PLAN DOWNTOWN IN MOTION 11
Supporting a vision of Downtown as a walkable
place means creating an environment that is
friendly to pedestrians as well as to cyclists and - _ k
people in wheelchairs.This requires the inter- f
action of two elements:(1)transportation that
includes all travel modes,including walking,as % 11‘^—
well as(2)land use,the patterns of urban de-
velopment that both encourage and depend on FL
walkability.For pedestrians,this plan addresses •
both of these elements,but it primarily focuses
on the transportation aspects of walkability.
WHAT DOWNTOWN ALREADY HAS OR NEEDS
The following bullets describe current Downtown conditions for pedestrians and bicyclists.
Although many of these conditions are positive,others will benefit from the recommenda-
tions in this plan.
• Downtown is intrinsically pedestrian-friendly,benefiting
from the characteristics of grid streets with 1/8 mile
between intersections and demonstrating many
examples of good urban design. .41111
• Grid streets fall into three general models:arterial, y� 711
transit/multi-modal,and collector,All of these models ■d
are capable of supporting a high standard of pedestrian I _
urban design along sidewalks.
• Grid streets are the backbone of pedestrian circulation,
creating an instant Downtown network. _• Grid sidewalks exist as protected public rights of-way,
whether fully developed or not,while providing pedes-
trian access to the perimeters of all Downtown city blocks.
• City blocks have many opportunities for the development of interior pedestrian linkages.
The incremental development of vacant properties(many used for surface parking)
provides an engine to realize opportunities over time.Other options include the conver-
sion of existing alleys and service lanes into shared use,taking into consideration the
requirements of existing vehicle uses such as access to garages and loading docks.
• Existing mid-block crossings of grid streets greatly enhance the convenience of pedestrian
movement from block-to-block.Continued development of these crossings is recommend-
ed for all blocks over time and as pedestrian-supportive land uses continue to grow.
• New developments in Downtown should incorporate pedestrian-supportive activities
along the street where they do not currently exist.They should be added through
remodeling and redevelopment.
DRAFT PLAN DOWNTOWN IN MOTION 12
• Certain streets like 300 South have exemplary pedestrian "Downtown In Motion
urban design,using standards already developed by the City. elevates the pedestrian
These standards,which include decorative lighting,furniture, to the status of'first
way-finding signage,and street trees,create an urban design class passenger,'and
identity for Downtown worthy of its place in the region. provides for enhanced
• The result of a concerted effort in recent years to install walkability along all
accessible ramps on sidewalks at intersections and mid-block streets downtown via
crossings, the majority of Downtown crossings fully meet the a network of walkways
--including mid-block
requirements of the Americans with Disabilities Act(ADA).
walkways and street
• Downtown sidewalks generally lack weather protection.This crosswalks.The plan
is most obvious in the winter along grid streets near major also outlines an
intersections(and in crosswalks)with high wind exposure. improved infrastructure
Mitigating strategies should be explored,such as wind for bicyclists,to
shelters,screens,and alcoves in building fronts. accommodate all
• The presence of parked cars along curbsides and in medians cycling skill levels.The
acts positively to define the pedestrian realm and break-up pedestrian and bicycle
the scale of wide grid streets.These elements should be plan supports the
continued and further developed(e.g.median parking should vision of Downtown
be made permanent with walkways and landscaping). Salt Lake City as a
• The qualities of historic mid-block streets such as Pierpont are special urban gathering
a defining contribution to the charm of Downtown through place,defined by mixed
uses so important
their human scale,fronting activities,and traditional urban de-
to the vitality of the
sign.Future planning should consider the options of extending
downtown area."
or connecting some of these streets and creating new streets
in the same image where mid-block links are warranted. DJ Baxter,Senior
• Currently,bicyclists in Downtown are limited to designated Advisor,Salt Lake
lanes on certain streets,suitable for(and supported by) Mayor's Office
experienced,regular cyclists,but not welcoming to casual
riders such as children and families.
• Although currently prohibited by ordinance in Downtown,
sidewalk use by bicyclists would appear to be
feasible on many blocks with enforceable traf-
fic and safety rules. p
• Downtown currently lacks facilities that would - r
encourage and support serious bicycle com- ..
muters.Such facilities include safe and secure
! I�
bike storage,bike repair services,and showers s„r
and change rooms at places of employment.
DRAFT PLAN DOWNTOWN IN MOTION 13
EXPLORING THE POTENTIAL
THE GRID
This plan is built on two elements of pedestrian
circulation-the grid and the block.A grid system of
streets,especially those with relatively wide sidewalks, EQ
provides a backbone for pedestrian circulation.This
system is easy to understand and navigate,and it pro-
vides
efficient transfers from other modes,including 1�
both auto and transit.The block,on the other hand, THE CLOCK
is where people are going:all land uses are located
within city blocks and all trips begin or end here.
These same conditions hold the keys to realizing Downtown's pedestrian-and bicycle-friendly
vision.The large blocks create the opportunity over time(already evidenced by historic
mid-block streets such as Pierpont and Market)to be subdivided by a secondary network of
streets and pedestrian ways.This creates a secondary,intimate grid of minor pedestrian-
and bicycle-focused corridors overlaid by major grid streets
"The Plan is innovative,
supporting vehicle and transit access.The grid streets now allow
bold,and visionary.
generous room for transit easements,on-street parking,and wide,
Downtown`districts'
feature-rich sidewalks. will further promote
community identity
POLICIES THAT MAKE THE PLAN WORK and unique gathering
The following general policies are recognized for Downtown In Motion: places.Mobility,both
• Walking is recognized as a primary mode of travel in Downtown. getting to downtown
• A supportive environment for commuter and recreational and moving around
bicyclists of all skill levels will be created in Downtown. downtown,will be
greatly enhanced.That,
• Land-use development policies in Downtown will support along with additional
pedestrian and bicyclist use. 'walkable'elements,
• All grid streets are recognized as the backbone of the pedes- will help create a true
trian and bicyclist network in Downtown.A 20-foot minimum pedestrian realm.This
sidewalk realm will be protected on all grid streets.Where in turn will promote
feasible,wider sidewalks will be encouraged. foot and bicycle
• All grid sidewalks will have a common high-standard of urban traffic,street life,and
design,based on established city standards. economic benefits that
will translate into a
• All grid street crosswalks will be fully accessible to pedestrians
better quality of life for
(including the disabled)and designed to mitigate the effects
residents,workers,and
of street width,weather,and signal cycles. visitors alike."
• A network of off-grid pedestrian and bicycle circulation will
be established throughout Downtown,through the blocks and George Shaw,Planning
crossing grid streets at mid-block crossings. Director,Salt Lake City
DRAFT PLAN DOWNTOWN IN MOTION 14
• Over time, new mid-block connections will be encouraged `:
and created through the land redevelopment process. t
• Mid-block streets will support shared use by vehicles,
bicyclists, and pedestrians. _ ==
• Bicyclists are welcome on all public rights-of-way. •
• Downtown will have a network of dedicated bike lanes.
• All other grid streets Downtown will have travel lanes ,•'
shared by bikes and autos.
•_ ir
• Downtown will have a network of bicycle paths sep-
arate from the street and adjacent to the sidewalk. �_ `.
• Bicyclists will be permitted on sidewalks, but must obey a .
speed limit and yield to pedestrians.
• Bicyclists will be permitted on all Downtown mid-block
vehicle and pedestrian rights-of-way. - -• —
• Amenities to encourage bicycle use, including lockers
and bike racks in visible locations, will be provided throughout Downtown.
ACTIONS THAT MAKE IT HAPPEN
Our recommendations are based on the policies in this plan. While they are presented in
short-term, medium-term, and long-term time frames, Downtown needs and available
funding could accelerate the implementation of any of the recommendations.
RECOMMENDATION RESPONSIBLE PARTY 2007 COST
Short-term -2007 to 2010
3a. Integrate Downtown In Motion recommendations Salt Lake City Staff and/or
with City's urban design standards to reinforce the consultant time
City's committment to enhance streetscapes and
encourage walking.
3b. Plan locations of new urban design features, monu- Salt Lake City, Staff and/or
ments,and gateways throughout Downtown. Elements Redevelopment Agency consultant time
could include public art, distinct crosswalks pavements,
gateway monuments,and way finding features. Priori-
tize streets for detailed design and implementation.
3c. Develop standards for shared bicycle-auto lanes. Salt Lake City Staff and/or
consultant time
3d. Begin implementation of shared bicycle-auto lanes, Salt Lake City $13K-$17K
starting with missing bike lane link on 200 South
Street between Main and State Streets.
DRAFT PLAN DOWNTOWN IN MOTION 15
RECOMMENDATION RESPONSIBLE PARTY 2007 COST
Short-term - 2007 to 2010
3e. Make urban design improvements on priority Salt Lake City $50K-$3M/year
streets within Downtown.
3f. Develop standards and plan for bike paths adjacent Salt Lake City Staff and/or
to sidewalks including links to shared path network. consultant time
3g. Complete model bike path adjacent to the side- Salt Lake City $800K-$1M
walk on at least one block(both sides of road).
3h. Begin implementation of mid-block crosswalks on Salt Lake City $5K-$100K per
grid streets Downtown. crosswalk 21
mid-block cross-
ings needed
3i. Develop,adopt and maintain mid-block walkway plan Salt Lake City Staff and/or
and design standards for lighting and other amenities. consultant time
3j. Begin acquisitions of missing links in mid-block Salt Lake City, Property rights
walkways in two first priority corridors—North/south Redevelopment Agency acquisition
blocks between State Street and West Temple Street; costs TBD on a
East/west blocks between 200 South and 300 South. case basis
3k. Refine the standards and develop prototypes to Salt Lake City $50K
augment the Downtown way-finding system including
locational information at each corner of each intersec-
tion, walking tour directional information embedded
in the sidewalks, and signs indicating where mid-block
walkways lead.
31.Provide service and amenities for bicyclists Downtown. Salt Lake City, UTA $25K-$50K/year
Medium-term - 2011 to 2020
3m. Make urban design improvements on priority Salt Lake City $500K/year
• streets within Downtown.
3n. Early in term construct a demonstration section of Salt Lake City $4M
off-street bike path.
3o. Complete all designated auto/bike shared travel Salt Lake City $780K.Later in
lanes Downtown. term construct
add'I off-street
bike paths
($37M-$40M).
3p. Complete needed permanent mid-block crossings Salt Lake City See 3g
Downtown.
3q. Achieve significant progress in implementing Salt Lake City, Property rights
through-block pedestrian linkages in all blocks Redevelopment Agency acquisition costs
plus$500K/year
Downtown.
3r.Provide service and amenities for bicyclists Downtown. Salt Lake City, UTA $25K-$50K/year
Long-term-2021 to 2030
3s. Extend pedestrian and bicycle amenities to areas Salt Lake City $10M over 10
surrounding Downtown. years
3t. Identify pedestrian and bicyclist elements and Salt Lake City Staff and/or
issues to incorporate into an updated plan. consultant time
DRAFT PLAN DOWNTOWN IN MOTION 16
4. TRAVEL BY TRAX
HIGHLIGHTS OF THE TRAX PLAN
• Completion of two loops of TRAX to provide a backbone of rail transit circulation
in Downtown:
- Construction of TRAX along 400 South from Main Street to 600 West and the
Intermodal Hub - completing an inner loop of rail circulation in Downtown.
- Construction of TRAX along 700 South from 200 West to 400 West, and then
continuing north on 400 West connecting to the existing system near Gateway,
completing an outer loop that serves Downtown and the emerging southwest
quadrant of Downtown.
• Further study of streetcar access to Downtown from surrounding neighborhoods
not served directly by TRAX.
WHAT THE TRAX PLAN AIMS TO ACCOMPLISH
The primary objective of the Downtown TRAX Plan is to
develop a concept for light-rail routing, coordinated with
the other elements of the transportation plan. Principal
considerations and products include:
• Identification of the frequency and routing of TRAX 7
train activity anticipated in the Downtown area. -
• The capacity of existing track and the alternatives for 1*
routing TRAX into, around, and through Downtown.
• The operational and patronage impacts of the various
public transportation alternatives.
TRAX is the most permanent component of the Downtown Salt Lake City transportation
system. The track alignment, capacity, and operation of the TRAX system in Downtown are
critical to the regional light-rail system. It is expanding rapidly to serve all of the Salt Lake
Valley and can potentially affect the land use plan as well as the rate and location of devel-
opment in Downtown. Operational functions, such as signal priority, must factor in both rail
and automobile operations, finding an optimal balance to allow the efficient movement of
both modes. The alignment and operational efficiency of the TRAX system can affect park-
ing demand as well as the design of bus services and the flow of people. These are just some
of the factors that emphasize the importance of finding the correct balance between the
TRAX system and automobile and pedestrian capacity in the Downtown.
DRAFT PLAN DOWNTOWN IN MOTION 17
J
WHAT DOWNTOWN ALREADY HAS
Existing Rail Track and Stations
The diagram below shows the alignment of existing TRAX and FrontRunner Commuter Rail
infrastructure in the study area. The following locations of the rail system, now under con-
struction, are considered part of the existing rail system:
• The existing Sandy and University
Lines, in service since 1999 and 2001, TRAXSystem:ExistingorUnderConstruction_
respectively.
• The track segments and stations under N
construction in 2007 from the Ener-
gySolutions Arena (South Temple and
400 West) to the Salt Lake City Inter-
modal Hub (300 South and 600 West). — s'rv'Y
Jr Yrrsrty
• FrontRunner Commuter Rail from •
F'Lf11RJnnd
Weber County to the Salt Lake City
Intermodal Hub. - -
Existing TRAX Operations
Presently, the UTA Sandy and University Lines each "Maintaining accessible,
operate every 15 minutes from 6 a.m. to 11 p.m. The two reliable,and efficient mobility
lines converge at Main Street and 400 South and share the in downtown Salt Lake City
section of track from this point to the Intermodal Hub. The requires better transit options
combined use of this track segment results in an average as well as improvements
of eight trains per hour in each direction with six- to nine- in other transportation
minute headways. modes. Increasing TRAX, bus
and shuttle service in the
FrontRunner Operations and Stations Central Business District in
Beginning in early 2008, FrontRunner Commuter Rail ser- coordination with other area
vice from Weber and Davis Counties will begin to the Salt transportation improvements
Lake City Intermodal Hub. The service will also operate at is an important element of
regular intervals all day. In conjunction with the initiation Downtown In Motion
of this service, existing TRAX routes and supplemental bus
connections will help distribute commuter rail patrons to John Inglish,
General Manager,
their final destinations.
Utah Transit Authority
Frequency of TRAX Trains
Headways will continue to decrease over time as the number of trains increases. By 2010 or
2011, the Downtown TRAX system will have 12 trains per direction per hour (approximately
one train every five minutes in each direction). This increase in regular train service will result
in reliable, high-frequency circulation within Downtown.
DRAFT PLAN DOWNTOWN IN MOTION 18
WHAT'S IN THE WORKS
Planned Extensions of the TRAX Regional System
Four suburban extensions from the existing TRAX mainline are envisioned by UTA to be
operating by 2015. These include the following:
• West Valley City Line - A five-mile line extending from the "I love TRAX! More
2100 South TRAX Station to the West Valley City Intermodal rail is good. Every
Center, near 3500 South and 2700 West. extension will be
• Mid-Jordan Line- A 15-mile extension extending from the 6400 helpful downtown."
South/Fashion Place Station along the Bingham Branch rail line
to Daybreak, serving Midvale, South Jordan,and West Jordan. Tony Weller,
Owner, Sam Weller's
• Salt Lake City Airport Line - A five-mile extension connecting
Zion Bookstore
Salt Lake City International Airport and the Intermodal Hub via
North Temple.
• Draper Line - Initially, the existing Sandy mainline service will
be extended from 100th South to 106th South. Later this line
will be extended to 126th South in Draper.
Each of these extensions will provide access to Downtown destinations.
FrontRunner Commuter Rail System's Planned Extensions
Passage of the recent sales-tax referendum in Salt Lake and Utah Counties will allow
extension of FrontRunner southward from Salt Lake City to Provo along the rail corridor
owned by UTA. Eventually, the FrontRunner Commuter Rail line will extend more than 125
miles from Brigham City in Weber County to Payson in Utah County.
I 1716N
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_
DRAFT PLAN DOWNTOWN IN MOTION 19
Other Planned UTA Service Connecting to Downtown
UTA and communities in Davis County are studying transit alternatives in the South Davis
Transit Corridor,which extends from Farmington to Salt Lake City,possibly ending at the Inter-
modal Hub.The transit mode and implementation schedule have not been determined for this
corridor,but possibilities range from TRAX to streetcar or trolley service to Bus Rapid Transit
(BRT).BRT service is also being considered for other corridors in Salt Lake County,including
1300 East,but no Salt Lake County BRT service is currently planned to enter Downtown.
IMAGINE NEW SCENARIOS
Several north-south and east-west streets were studied as potential TRAX locations in
Downtown.East-west track segments along 200 South,300 South,400 South,and 700
South were coupled with north-south segments along 200 West,400 West,and 600 West.
The performance of each alternative was analyzed against the goals of the study and rail-
specific goals to measure effectiveness.The result of the rail alternatives development and
analysis was presented at the Community Leaders Forum in August 2006.Three different
TRAX scenarios were presented:
• Scenario 1-New track
along 400 South between
Main Street and the Inter- I TRAX scenanos[het were studied
modal Hub at 600 West,
and new track along 400 N Three Easl
wey
West/700 South connecting 0
the existing TRAX at 700
South/200 West with TRAX
at 200 South/400 West.
• Scenario 2-New track
along 200 South from Main
Street to 400 West,and new
track along 200 West from Three North.
Soulh OtAonS
700 South to 200 South.
• Scenario 3-TRAX along 300 South in lieu of TRAX on 400 South as in Scenario 1.
DRAFT PLAN DOWNTOWN IN MOTION 20
The overwhelming preference I Recommended
Future Light Rail
heard at the Community Leaders
Forum was for Scenario 1. Dis-
cussions with UTA, the Manage- t •
ment Committee,and the Plan N
Advisory Committee resulted
in Scenario 1 emerging as the
preferred framework for the new I I 1
Existing TRAX lines
Downtown TRAX expansion. F r vt,rti ,{x x ui
Scenario 1 results in two loops
of track to provide rail circula-
tion in Downtown with TRAX. = -
It provides UTA with additional
capacity and flexibility for regional service. As the Downtown land use intensifies and TRAX
service increases to support it, the additional capacity and flexibility will result in very good
rail circulation for Downtown visitors and residents.
POLICIES THAT MAKE THE PLAN WORK
Downtown In Motion includes the following policies:
• Within Downtown, develop a
comprehensive network of TRAX •
light rail lines to improve general
transit access, increase transit
capacity, and enhance intermodal
ma-o+ .
connectivity. �. a14111
• Construct new TRAX track on
400 South from the Intermodal
Hub to Main Street, completing a
loop around Downtown.
• Complete a lower loop around
Downtown by constructing new TRAX track on 700 South to 400 West, and along 400
West from 700 South to 200 South.
• After regional use of the current and future TRAX tracks is accommodated, reserve use
of excess capacity for rail shuttle and/or streetcars.
• Locate future TRAX stations about every other city block in order to ensure that any
location downtown is no more than two blocks away from a TRAX station.
• Locate TRAX stations to minimize the walk distance between stations on intersecting lines.
DRAFT PLAN DOWNTOWN IN MOTION 21
ACTIONS THAT MAKE IT HAPPEN
Recommendations build upon the goals in the plan.While they are presented in short-term,
medium-term,and long-term time frames,Downtown needs and available funding could
accelerate implementation of any of the recommendations.
RECOMMENDATION RESPONSIBLE PARTY 2007 COST
Short-term-2007 to 2010
4a.Adopt the recommended alignment for new TRAX Salt Lake City,UTA Staff and/or
track in Downtown and the Extended Downtown on consultant time
the Major Street Plan and in the appropriate phase of
the Wasatch Front Regional Council Regional Trans-
portation Plan so that other planning activities may
continue with confidence. _
4b.Obtain stakeholder agreement that new track will UTA,UDOT, Staff and/or
be required in Downtown by approximately 2015. Salt Lake City,Wasatch consultant time
Front Regional Council
4c.Conduct follow-on project development steps UTA,Salt Lake City Staff and/or
including refining ridership estimates,developing op- consultant time
erating plans and preparing conceptual designs to en- and$1M
sure the new track can be completed when required. conceptual
engineering
4d.Identify sources of capital funding to allow con- UTA,Salt Lake City Staff and/or
struction of new track in Downtown by approximately consultant time
2015.
4e.Study additional streetcar access to Downtown Salt Lake City,UTA $150,000 fea-
from surrounding neighborhoods not served directly sibility study
by TRAX. $3M conceptual
engineering
Medium-term-2011 to 2020
4f.Continue project development activities,including UTA Staff and
environmental analysis,refined operating plans and consultant time
design.
4g.Construct new recommended TRAX track. UTA $111M
4h.Build streetcar line(s)to neighborhoods where Salt Lake City,UTA $20-25M/mile
high density development is planned.
Long-term-2021 to 2030
4h.Investigate additional system capacity improve- UTA Staff and/or
ments based on actual and planned development. consultant time
4i.Identify rail elements and issues to incorporate into Salt Lake City,UTA Staff and/or
an update of Downtown In Motion. consultant time
DRAFT PLAN DOWNTOWN IN MOTION 22
5. TRAVEL BY AUTO
HIGHLIGHTS OF THE AUTOMOBILE PLAN
• More frequent updating of traffic signal timing plans Downtown to support traffic
progression.
• A network of streets that are classified and designed according to a hierarchy of
traffic needs allows operational improvements for improved flow into and out of
Downtown,as well as within the core of Downtown.
• Coupled with parking programs and way finding,more efficient access to Down-
town parking spaces.
• An expanded network of mid-block streets.
• New urban design elements incorporated into Downtown streets.
WHAT THE AUTOMOBILE PLAN AIMS TO ACCOMPLISH
The automobile is,and is projected to remain,the dominant mode of transportation for
access to Downtown through 2030.In a competitive economy,Downtown's prosperity relies
on convenient access to jobs,shopping,cultural events,and other activities.While access
to Downtown will be improved for all travel modes,providing
for the automobile will always be important since it is the most "While access to
prevalent mode of travel.The overall goal of the Automobile Plan Downtown Salt Lake
is to maintain automobile access into and within Downtown and City will be enhanced
facilitate easyto locate and use parking.Parkingthrough improvements
policies and
to all travel modes,
recommendations are contained in Section 7 of this master plan.
Downtown In Motion
also preserves a quality
Early in the study process,input from the project sponsors,key
level of service for the
stakeholders,and the general public,helped the study team craft
automobile,which is
goals and objectives for this master plan.The following are the
projected to remain
Automobile Plan's objectives:
the dominant mode
• Downtown Salt Lake City must be viewed as a destination. of transportation for
There is a need to accommodate through traffic in and around access to the downtown
Downtown as well as a need to segregate through-traffic from area through the plan's
destination traffic.To meet this objective,designing preferred horizon year of 2030."
through-traffic routes on arterial streets will be key.
• Downtown streets need to be operated to efficiently accom- Mark Howell,
modate automobile traffic.Ways to improve traffic-flow Division Manager,
efficiency include:use of frequently updated traffic signal Executive
timing plans to accommodate appropriate travel speeds for Vice President,
Wells Fargo Bank
DRAFT PLAN DOWNTOWN IN MOTION 23
Downtown,good way finding for parking,and designs to eliminate or mitigate automobile
and pedestrian conflicts.For example,center of street access ramps to off-street parking
eliminates the need for autos to cross sidewalks.
• Downtown Salt Lake City's street system must also accommodate all travel modes.
• The street system must provide for on-street,short-term parking,access to off-street
parking,and loading zones for freight deliveries.
WHAT DOWNTOWN ALREADY HAS
The land area of Salt Lake City Downtown streets will remain unchanged,allowing it to
continue to serve a growing demand of users and activities.The original grid of Downtown
streets,as planned by Brigham Young in the late 1840s,called for 132-foot wide streets and
660-foot blocks.More than a century later,Downtown Salt Lake City continues to serve
pedestrian,bicycle,private automobile,light rail,bus,private vehicle parking,and a plethora
of uses never imagined by the early city leaders and pioneers.While the original plans and
street grid have proven to be flexible and accommodating to new uses,continued growth in
the Downtown area may mean future trade-offs to accommodate all types of transportation.
Jurisdictional Control of Streets
In Utah,streets are owned and maintained by a combination of the local government and the
State Department of Transportation(UDOT).Generally,the State Highway System ensures
uniform,high-quality standards on a series of key routes.The Utah Legislature determines
the routes'significance to the state's economy.The following arterial streets Downtown are
owned and operated by UDOT:
East-West Streets
• North Temple
• 400 South
• 500 South -
• 600 South
North-South Streets
• 300 West
• State Street
The remainder of the
streets in Downtown are owned by the City.
It is important to highlight the operational coordination between UDOT and Salt Lake City in
the day-to-day management of traffic signals.Traffic signal coordination is a joint effort by
DRAFT PLAN DOWNTOWN IN MOTION 24
�r v
UDOT and Salt Lake City within City limits using the valley-wide CommuterLink Automated
Traffic Management System(ATMS).There is a high level of operational coordination and joint
agreement on technical and operational policies between Salt Lake City and UDOT staff.
Existing Street Capacity
Key Downtown intersections that are at or near capacity in the peak hour include the following:
• North Temple and State Street
• North Temple and 200 West
• 500 South and 500 West
• 500 South and 400 West
• 500 South and 300 West
Traffic capacity demands are greatest along the key transporta- "Elements outlined in
tion corridors of 500 South,600 South,and 400 South leading Downtown In Motion
to Downtown from 1-15 in the morning and heading from Down- are key to addressing
town towards I-15 in the afternoon.Although a coordinated traf- critical transportation
fic signal system is in place along these major routes,coordina- and mobility issues
tion on 400 South is periodically diminished to provide priority that are a result of our
for TRAX trains.The priority for trains also affects north-south constant growth.By
traffic flow on State Street across 400 South.Localized delays implementing street
are also evident on South Temple and North Temple. improvement concepts
that are identified
EXPLORING THE POTENTIAL in this study,we can
An overview of all modes of transportation had to be considered ensure a high quality
of life for residents
simultaneously in developing Downtown In Motion.With this in
and businesses in the
mind,the Automobile Plan included the following analysis:
Downtown Salt Lake
• Technical analysis,such as level of service analysis and City area."
calculations of intersection delay,for existing and projected
2030 conditions. John Njord,
• Policy analysis,which primarily viewed future conditions ex- Director,Utah
pected within the plan's time horizon. Department of
Transportation
Technical Findings
As Downtown In Motion is executed,even with increases in the percentage of individuals
riding transit,there will be more automobiles on Downtown streets in 2030 than there are
today.The following will increase automobile travel Downtown:
• More Downtown development and density,resulting in more travel-generating destina-
tions Downtown.
• Substantial increases in activity in the west and south portions of Downtown.
DRAFT PLAN DOWNTOWN IN MOTION 25
Downtown In Motion analyzed ,.
ways to accommodate these I �,
future increases in automobile
traffic.It is anticipated that
no Downtown street will lose
automobile travel lanes to ac-
commodate other modes.This
premise holds true even consid-
ering the additional TRAX lines •
'�
proposed in Downtown.Traffic
conditions will be addressed
2.6
with the following efforts:up-
dating traffic signal timing more
frequently to better match the changing traffic flow Downtown;implementing enhanced pro-
grams for parking that reduce cars circling blocks looking for a parking space;and improving
the accommodation of pedestrians to minimize pedestrian/automobile conflicts.
Policy Findings
Presently,Downtown's grid streets all have an
adopted Roadway Functional Classification of either
Collector Street or Arterial Street.Arterial Streets
are further defined as State Highways and City s
Streets,depicting more of the operational control '
and ownership than a hierarchy.Part of the Automo-
bile Plan is to create four street hierarchies(three
for grid streets,and a fourth for the non-grid/local - \
streets).The following includes the classifications
for the four types of streets:Arterial Streets,Multi-
modal/Transit Streets,Grid Collector Streets,and
Mid-Block Local Streets.
Options for Downtown Streets
Options and alternatives,as they relate specifically to automobiles,evolved as part of
discussions of the Management Committee and key input from the Plan Advisory Commit-
tee.A variety of options were analyzed including one-way street couplets,a new 1-15 High
Occupancy Vehicle Ramp from the north at 100 South,and a concept of introducing traffic
management programs in the Downtown core.
POLICIES THAT MAKE THE PLAN WORK
The following general policies are recognized by Downtown In Motion:
• Streets will be operated to maintain a reasonable level of service for automobiles,while
DRAFT PLAN DOWNTOWN IN MOTION 26
still accommodating pedestrians,bicyclists,transit,and deliveries.
• All street design modifications will consider both the classification of the street and the
adjacent,planned land-uses.
• There are four street classifications within Downtown and extended Downtown as shown
below:
- Grid Arterial-predominantly regional auto access to and through Downtown.
- Grid Multi-modal-auto oriented,but with a portion of the right-of-way dedicated full
time or part time to transit use.
- Grid Collector-local access and lower volume vehicular traffic.
- Mid-block/Local-minor circulation within city blocks.
• Mid-block local streets will support shared-use by autos,bicyclists,delivery vehicles and
pedestrians.
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43 I
I
ACTIONS THAT MAKE IT HAPPEN
Recommendations build on the policies in the plan.While they are presented in short-term,
medium-term,and long-term time frames,Downtown needs and available funding could
accelerate implementation of any of the recommendations.
DRAFT PLAN DOWNTOWN IN MOTION 27
RECOMMENDATION RESPONSIBLE PARTY 2007 COST
Short-term-2007 to 2010
5a.Update Downtown's traffic signal timing plans. Salt Lake City,UDOT Staff and/or
consultant time
5b.Convert non-auto dominant street speed limits and Salt Lake City Staff and/or
signal timing plans from 30 miles per hour to 25 miles consultant time
per hour progression on City streets.
5c.Work with adjacent landowners to improve streets Salt Lake City, $50K-$3M/year
that lack sidewalks,wheelchair access ramps,lighting, Redevelopment Agency
landscaping,complete pavement,etc.
5d.Work with adjacent landowners to expand the net- Salt Lake City, Land
work of mid-block streets,including use of mid-block Redevelopment Agency acquisition
streets for deliveries.
Medium-term-2011 to 2020
5e.Minimize impacts on traffic entering and departing UDOT,UTA,Salt Lake Staff and/or
Downtown when developing TRAX extension on 400 City consultant time
South.
5f.If appropriate,develop 200 South as a multi-modal Salt Lake City,UTA $2M
street(dedicated bus lanes between 200 East and
600 West).
5g.Enhance the function of West Temple as a grid Salt Lake City $500K
collector street north of 400 South.
5h.Work with adjacent landowners to improve streets Salt Lake City, $50K-$3M/year
that lack sidewalks,wheelchair access ramps,lighting, Redevelopment Agency
landscaping,complete pavement,etc.
5i.Work with adjacent landowners to expand the Salt Lake City, Land
network of mid-block streets,including use of Redevelopment Agency acquisition
mid-block streets for deliveries.
Long-term-2021 to 2030
5j.Make urban design improvements on all remaining Salt Lake City $50K-$3M/year
streets Downtown.
5k.Identify streets elements and issues to incorporate Salt Lake City,UDOT Staff and/or
into an update of Downtown in Motion. consultant time
51.Work with UDOT to evaluate the adequacy of UDOT,Salt Lake City Staff and/or
highway ingress and egress to Downtown. consultant time
5m.Work with adjacent landowners to improve streets Salt Lake City, $50K-$3M/year
that lack sidewalks,wheelchair access ramps,lighting, Redevelopment Agency
landscaping,complete pavement,etc.
5n.Work with adjacent landowners to expand the Salt Lake City, Land
network of mid-block streets,including use of Redevelopment Agency acquisition
mid-block streets for deliveries.
DRAFT PLAN DOWNTOWN IN MOTION 28
6. TRAVEL BY BUS
HIGHLIGHTS OF THE BUS PLAN
• Revised bus routes Downtown.
• A new Bus Passenger Facility to be located at 200 South and State Street.
• More attractive and comfortable bus stops Downtown,including better informa-
tion about bus service.
• Branded Bus Corridors for circulation within Downtown.
WHAT THE BUS PLAN AIMS TO ACCOMPLISH "Bus and rail work
UTA's bus system is an integral component of the Downtown together to provide
Salt Lake City transportation infrastructure.Although UTA will be access to,and
making substantial investments in the expansion of TRAX in the circulation around,
Salt Lake Valley,and the introduction of the FrontRunner(corn- Downtown.The bus
muter rail)in 2008,UTA buses will carry nearly 50 percent of the system has been an
transit riders into and out of Downtown each day. important element
of the transit system
Over the past two years,UTA has developed a new and more ef- for decades and will
ficient bus plan for the Salt Lake Service District outside Downtown continue to be for
Salt Lake City.One of UTA's key objectives is to coordinate regional decades into the future.
bus operations in Downtown with other modes,particularly TRAX Downtown In Motion
and FrontRunner,so that the bus system complements other servic- provides a vision and
es.One of the City's goals is to make the bus system easier to use blueprint for the bus
for mobility within Salt Lake City and within Downtown. system,which will
make it easier to access
UTA is striving for a bus plan that enjoys broad support from and more convenient
for both the everyday
the City and the Downtown business community.Increasing the
rider and the visitor to
visibility and status of buses serving Downtown through better
Downtown Salt Lake
signage,way finding,and passenger amenities will help improve
City!'
patronage and the use of buses for shorter distance trips within
the City and the study area.Establishing a new bus passenger Mick Crandall,
center and better transfer coordination Downtown is a key step Deputy Chief
in achieving UTA and the City's objectives.The bus passenger for Planning and
center will have easy walking access to TRAX and be located by Programming,UTA
concentrated work destinations.
DRAFT PLAN DOWNTOWN IN MOTION 29
.00
WHAT DOWNTOWN ALREADY HAS
UTA estimates that bus transit transports about 10 percent of all work trips to the heart of
Downtown.Buses are responsible for about half of all transit trips within the Downtown
study area.
Currently,bus routes serv- Malor Bus
ing Downtown are primarily Recommendations
on 30-minute headways in
the AM and PM peak periods, 7
dropping back to 45 to 60 F
minutes in the off-peak hours. N
The service includes coverage
within much of Salt Lake City
and nearby suburban cities.It ntrm..:ni
H,r
also includes express routes
from Utah,Weber and Davis j! I Capraus
Comaws
Counties as well as outlying .
communities within Salt Lake
County such as Merriman and
the East Bench.
Express service from the south enters Downtown on 400 South,and then serves both the
State Street and North Temple corridors.Express service from the north enters on Beck
Street and then serves North Temple and State - •
Street.Express routes largely operate in the 1 ti.'•1 F
peak periods. F F E
� r
Local and sub-regional service that enters I Iii k[' {i{
Downtown is focused on providing access to .•'lll'� ii{{
Downtown from adjacent areas that do not 1111 U.T III ill
1/1 1 Q+ I ill
have convenient access to TRAX.Eastern . 111 1 1 •'•i•I ij
routes enter Downtown using 400 South,200 '111 1 1 • {{ ��� ��I •
Ifl
South,100 South,South Temple,and through I $
• . . 11I C
the Avenues,but primarily 200 South is used. � : 1!!I--
Local and sub-regional service that is west ' ilia
��I II'II
of I-15 enters Downtown primarily on North gaff!:I • T
Temple.Several peak-only routes from the �1 • . %
Bountiful area also serve Downtown,primarily
via Beck Street,and one on Victory Road.
DRAFT PLAN DOWNTOWN IN MOTION 30
WHAT'S IN THE WORKS
Salt Lake County Bus System Redesign
Although the FrontRunner and the suburban TRAX extensions "This plan combines
have received most of the publicity,UTA has directed consider- a routing system,
able effort at redesigning the entire Salt Lake County bus system. transfer locations,and
These changes will be deployed in August 2007.The redesign's passenger amenities
focus moves away from providing broad,but low-frequency cover- _including increased
age across the county,to focusing on high-frequency service on passenger information
the more heavily traveled suburban corridors.This is expected to at a new bus facility at
increase the overall ridership without adding bus-miles to the 200 South State Street
system and also improve bus patronage into Downtown.History -resulting in bus service
has shown that transit ridership increases in proportion to the which is available
increase in the frequency of service.This is especially true when throughout Downtown,
service is frequent enough that riders don't worry about how long and is more visible and
it will be before the next bus arrives.As part of this effort,UTA will easy to use."
rely on this plan to determine the redesign for Downtown.
Mick Crandall,
The changes in suburban bus service should have positive Deputy Chief
implications on Downtown.There will be fewer numbered routes for Planning and
entering Downtown,while the remaining routes will be more Programming,UTA
frequent(typically every 15 minutes instead of every 30).The
overall number of buses entering Downtown is not expected to
change significantly.As Downtown grows,there will be a higher demand for more transit.
Generally this would fall to the bus system but new rail services will help to meet this
demand,allowing the number of buses to remain constant or even decrease slightly.
Initiation of FrontRunner
In 2008,when FrontRunner service '
begins,UTA plans to augment TRAX d
service to the Salt Lake City Intermo-
dal Hub with specific bus service to
1
help distribute commuter rail patrons
•
to destinations in Downtown.This ' ammo y
service will be timed to meet
arriving FrontRunner trains and will yi 't'SA .4.1 1
also deliver outbound FrontRunner -
patrons to the Intermodal Hub to
catch departing trains.
DRAFT PLAN DOWNTOWN IN MOTION 31
Initiation of Bus Rapid Transit(BRT)Service in Salt Lake County
Currently,several corridors in Salt Lake County are good candidates for BRT.The most
advanced option is the 3500 South corridor from Magna to TRAX.BRT has been selected
as the preferred alternative in this corridor and a final environmental study is underway.
Other possible corridors under study are identified in the Wasatch Front Regional Council
Long Range Transportation Plan.Some of these corridors would provide direct bus service
to Downtown.Regional BRT service to Downtown is significant because it will attract more
transit patrons and will supplement systems already serving or planning to serve Downtown.
EXPLORING THE POTENTIAL
Suggested improvements to the current Downtown bus system fall into the
following three categories:
• Bus system improvements to better the visibility of the bus system,provide bus patron
amenities,and enhanced multi-modal transfers.
• Determination of an optimum routing plan for regional buses in Downtown.
• Implementation of a new bus passenger center in Downtown.
Bus System Improvements •
As the current bus system enters the heart Red Stop Green Stop
of Downtown it spreads across most streets Next Bus: Next Bus:
in a grid pattern,with the highest bus vol- ,,,,,,L.TE ,,,.,,J'ES
umes on State Street,North Temple,and 200 You You _
are
South.There are multiple points throughout °1° here
Downtown where buses cross paths,creating
transfer opportunities,but there is no visible
signage to mark the location.The following
improvement concepts were investigated:
• Increasing the visibility of transfer opportunities.
• Public education to raise the understanding of bus service in Downtown.
• Real time information at multiple locations Downtown.
• Upgrading the comfort and aesthetics of the most popular stops.
Routing Plan for Buses in Downtown
The following three overall routing options were considered:
• Dispersed Service-Dispersing buses on the Downtown street grid to provide coverage
and circulation without having all of them pass through a Downtown bus transit center.
• Aggregated Routes-Drawing most buses entering Downtown onto primary routes and
passing them through a transit center that is close to regional destinations and TRAX.
Some would be dispersed to serve the Downtown grid and others would interline to
other regional destinations.
DRAFT PLAN DOWNTOWN IN MOTION 32
• Regional Feeder and Downtown Circulator-Establishing a bus feeder system where
regional buses come to Downtown but not through Downtown.Patrons would transfer
at peripheral transit nodes to a bus or rail distributor system for further travel to destina-
tions Downtown.
While dispersed service has served Salt Lake City well in the past,it is not the best system to
serve Downtown as land uses intensify.As Downtown grows and density increases,
continuing to operate dispersed bus service will result in increased delays and lost ridership.
Also,dispersed service will not allow concentration of service on highly visible corridors with
better passenger amenities.A regional feeder system would not use the street system well in
Downtown and force transfers resulting in ridership loss.Aggregating routes was determined
to have the greatest potential for good future service.
Downtown Bus Passenger Center
The system improvements and the routing plan analyzed above strongly support the need
for a bus passenger center in Downtown.If most bus routes serving Downtown can be
adapted to pass through a single point with a high level of patron amenities,it will vastly
improve the use of the regional bus service to and within Downtown.
POLICIES THAT MAKE THE PLAN WORK
The following general policies are recognized for Downtown In Motion:
•Continue State Street and 200 South as the main corridors for bus service in Downtown.
• Bus service will be provided on other streets to provide appropriate transit coverage in
concert with light rail and shuttles.
• Bus stops Downtown will be comfortable and attractive spaces.Major bus stops will have
schedule and next-bus arrival information.
• Organize bus system
-IF
Downtown to support
Branded Bus Cor-
ridors for circulation t
within Downtown,as — -
discussed in Shuttle
Element(see right).
Branded Bus Corridors
should be created on •
State Street and 200 •
South Street and on •••„•••�
other corridors where
there is sufficiently
frequent bus service. anion Shuttle
DRAFT PLAN DOWNTOWN IN MOTION 33
• Develop a Bus Passenger Center at 200 South and State Street.
- Bus operations will be on-street to provide timely service.
- The Passenger Center will have weather protected waiting areas,system-wide
schedule information,real time bus arrival and/or departure displays,vendors,
restrooms and bike lockers.
ACTIONS THAT MAKE IT HAPPEN
Recommendations build upon the policies in the plan.While they are presented in short-
term,medium-term,and long-term time frames,Downtown needs and available funding
could accelerate implementation of any of the recommendations.
RECOMMENDATION I RESPONSIBLE PARTY 12007 COST
Short-term-2007 to 2010
6a.Support implementation of UTA's bus plan UTA,Salt Lake City, Staff and/or
redesign,which is consistent with this plan. UDOT consultant time
6b.Develop strategy for a multi-story,shared-use UTA,Salt Lake City, Staff and/or
building with a ground floor Bus Passenger Center. Redevelopment Agency consultant time
6c.Pursue acquisition or protection of property UTA,Salt Lake City, $2M
located at 200 South and State Street to ensure Bus Redevelopment Agency
Passenger Center is included in future use.
6d.Begin improving visibility,traveler information, UTA $50,000
comfort and amenities at all bus stops Downtown.
6e.Implement Branded Bus Corridors using UTA UTA $50,000
regional bus service.
Medium-term-2011 to 2020
6f.Analyze potential for peak period or full-time UTA,Salt Lake City, Staff and/or
dedicated bus lanes on 200 South and State Street. UDOT consultant time
6g.Complete improvements to visibility,traveler UTA Staff time and
information,comfort and amenities at all bus stops $.5M study
Downtown.
6h.Construct additional bus bays and parking at the UTA,Salt Lake City $1M
Intermodal Hub.
6i.Complete Bus Passenger Center. UTA,Salt Lake City $8M
Long-term-2021 to 2030
6j.Adjust bus services in Downtown in response to UTA Staff and/or
existing and planned development. consultant time
6k.Identify bus elements and issues to incorporate UTA,Salt Lake City, Staff and/or
into an update of Downtown in Motion. UDOT consultant time
DRAFT PLAN DOWNTOWN IN MOTION 34
7. PARKING PERKS AND PLANS
HIGHLIGHTS OF THE PARKING PLAN
• Immediate formation of a parking management group to coordinate operating
policies of public parking Downtown.
• Way finding enhancements for off-street parking spaces.
• New zoning policies that foster the development of convenient off-street parking
for visitors.
• New parking meters with more payment options.
• An enhanced parking validation system for Downtown.
WHAT THE PARKING PLAN AIMS TO ACCOMPLISH
The parking element of Downtown In Motion has two distinct parts:
1. Short-term parking,geared to- 1
ward visitors and retail/cultural
patrons of Downtown. >
2. Long-term parking,which is pri-
marily commuter parking,serves
the needs of Downtown employ-
ees who may drive to work and
park each day.
Many of the parking alternatives focus on the management of short-term parking,such as
visitor parking in Downtown.A key objective is to ensure adequate short-term parking for
the next 25 years.Meeting this objective will involve a coordinated system of on-street and
off-street parking open to the public on an hourly basis.Also,with good transit circulation
and pedestrian walkways in Downtown,visitors should be able to park once and visit many
Downtown destinations.
Although long-term parking policies and strategies are important,commuters have multiple
options for travel to the workplace,including excellent rail transit and bus service that will
become even more convenient with the implementation of projects funded in part by the
passage of Proposition 3 in November 2006,which increased transportation funding in Salt
Lake County.Moreover,commuter parking needs have generally been and should continue
to be met in the marketplace by private parking providers.
The basic elements that must be included in any parking-management program include:
DRAFT PLAN DOWNTOWN IN MOTION 35
`,.
• Parking managed for public use must be easy to use and understand.Currently,parking
can be very confusing to visitors in Downtown.Effective and wide-spread marketing is
integral to the success of any parking program Downtown.
• On-street parking must be managed to encourage short-term use and discourage use by
commuters.
• Patrons who arrive by car Downtown need to be able to access all of their needs without
having to park at multiple locations.
WHAT DOWNTOWN ALREADY HAS
Downtown parking conditions were observed and analyzed as part of the development of
policies and recommendations.The area of most interest relating to parking Downtown was
the core area bounded by 500 West on the west,North Temple on the north,200 East on
the east,and 400 South on the south.Data was collected for all on-street and off-street
parking spaces in this area.
The following presents the findings of existing conditions:
• On-street parking,which is -�
critical to many businesses and is 1
the most convenient form of park-
ing,could be managed to increase ,.:
effectiveness.In general,the City 4.1/
enforces on-street parking regula-
tions,time limits,and other ele-
ments of parking extremely well.
On-streetparking meter rates are
lower
r than comparable off-street
rates,even though on-street park-
ing
is more convenient for patrons.
• On-street parking in the evening is limited and often occupied by evening workers and
others for extended periods,not for the short-term purposes intended.
• About 780(38 percent)of the on-street parking spaces are free,making them
susceptible to being used for long periods or,in the case of the 350 free spaces that
have no time limit,being used by commuters.Additionally,time limits for spaces that are
not metered are difficult to enforce.
• The total number of off-street parking spaces currently supports existing land uses.
However,since nearly all of this parking is privately owned and operated,the
considerable inventory of off-street parking spaces is not available as a whole.Overall,
off-street parking is considered to be confusing and difficult to use by many patrons.
• Parking conditions in Downtown Salt Lake City could be improved substantially with a
strong parking management entity.Management of parking in Downtown Salt Lake City
DRAFT PLAN DOWNTOWN IN MOTION 36
is currently performed by multiple entities including the City for on-street spaces,the
Downtown Alliance for the token program,other government agencies(e.g.,Salt Lake
County)for a limited number of off-street spaces,and numerous private parking provid-
ers.Without a central parking management entity that has consistent policies within a
Downtown parking system,little effective action can be taken for off-street parking in
particular,including setting reasonable hourly rates,hours of operation,use of tokens for
parking validation,etc.
• Existing policies regarding mg-
IL
parking in Downtown Salt
Lake City,as outlined in the
parking regulations con •
-
tained in the City's Zoning '
Ordinance,could be modi 1111
-
•
fied to improve the following
parking items: 1Nrw •
- The City has set minimums -
for off-street parking that
are lower than what the
marketplace typically pro-
vides for development.In
addition to the minimum parking requirements,the City "A main objective of the
also has maximum limits specified in the Zoning Ordi- parking plan can be
nance.In virtually all cases,developers have provided summarized as,'Get in,
parking above the minimums but below the maximums. get out,and stay out!'
The bounds set by the Zoning Ordinance may not have We want to make it easy
had any real influence over the parking provided with for people to get into
new development. Downtown,get out of
- For a change in use of a building that was in use at the their cars,and stay out of
their cars while they visit
time the Zoning Ordinance was enacted,such change
and shop."
does not trigger the requirement to build additional
parking.
Ron Holmes,Downtown
- The City's Zoning Ordinance also recognizes that Transportation Master Plan
parking can be shared among land uses in a Downtown Project Manager,HNTB
district.Overall,the City's schedule results in a higher Corporation
number of parking spaces than generally recognized in
the parking industry(such as recommended percentages
in Urban Land Institute's publication,Shared Parking).
- The City's Zoning Ordinance recognizes that some parking for a land use can be
accommodated by on-street parking Downtown.The Zoning Ordinance states:"Credit
for on-street parking shall be limited to the number of spaces provided along the street
frontage adjacent to the use."This provision eases the requirement for off-street parking.
DRAFT PLAN DOWNTOWN IN MOTION 37
- The City has no provision for in-lieu fees-fees that could be paid by a development in-
lieu of constructing on-site parking and used to build short-term parking for public use.
In-lieu fees could bean important tool for the City to shape public parking in Downtown.
- The City's Zoning Ordinance makes no distinction between short-term parking and
long-term(commuter)parking.
• The City currently has a parking token program,administered by the Downtown Alliance.
This program has been successful and has exceeded initial expectations.However,the
following issues have been raised with respect to the program's continued success and
particularly on its expansion:
- There is no process in place that can provide teeth in the program,i.e.,requiring or
inducing both merchants and parking facility operators to participate.
- The use of coins as a medium is generally considered inconvenient,particularly if a
merchant or office is validating for a longer stay or normally gives out a substantial
number of validations.
- Some businesses(e.g.,Gateway Center)use parking validation to track which
merchants were validating parking,something not possible with the parking tokens.
- The merchants'discounted cost to purchase tokens is deep.
- Some merchants possibly misuse parking tokens,(i.e.letting employees use the
tokens and/or not providing them to customers when they make minimum purchases
of$20 or more).
- Finding off-street parking in Downtown can be confusing for visitors and frequent
Downtown users alike.While the City has adopted way finding standards and guide-
lines,they do not include the locations of short-term,off-street parking.Clearly visitors
would benefit if short-term public parking was easy to find and understand.
EXPLORING THE POTENTIAL
Various elements of parking in Downtown Salt Lake City were investigated as part of the
work for Downtown In Motion.The purpose of the investigation was to determine which
courses of action,near term and in the long run,could enhance short-term parking in Down-
town.The following possibilities were investigated:
• On-street parking,especially the ability to create additional turnover and availability for
patrons visiting Downtown for specific,short-term purposes.
• Off-street parking,particularly determining what courses of action could be taken to
maximize the use of off-street spaces for short-term parking.
• Parking management,including the investigation of alternative structures and regulations
that could help provide order to both public and private parking in Downtown.
• Parking regulations,such as changes in the zoning ordinance and business licensing
requirements that could support the long-term vision of Downtown and the parking
needs associated with this.
DRAFT PLAN DOWNTOWN IN MOTION 38
• Parking validation,including -
ideas for improving the par- ` r
ticipation in an overall parking ;—
validation program in Downtown. -
• Parking way finding,determin- -- v,
ing what improvements could
be made to enhance the under- 1w
standing of parking
1 -
Downtown to visitors and
residents and still complement .i
the current way finding system.
• Parking and business improve- / ,5
ment district,an opportunity un- 'sr _',
der Utah law that would give the _ �• '
City taxing authority for parking 'a •
promotion and construction.
In general,no one option will solve
all existing parking problems.The �� I _
options recommended should be -�w./'
viewed as potential tools that the
City can use to improve parking and
help meet the overall goals and ob-
jectives for Downtown parking.
The large amount of office space currently in Downtown has resulted in more long-term
parking(i.e.,parking spaces)than short-term parking for visitors and shoppers.However,
much of the long-term parking is provided in the marketplace as part of Downtown office
developments.Thus,a majority of the options considered relate to short-term parking.
Options for long-term parking are generally ones of policy-helping to shape the density
and accessibility of Downtown.
DRAFT PLAN DOWNTOWN IN MOTION 39
` pr ►v. r,
J s '
41111
1. 1 . ) ���►_ impft, r
-411flentn v
^tea -_
POLICIES THAT MAKE THE PLAN WORK
Downtown In Motion recognizes the following general parking policies:
• Downtown parking consists of two distinct parking markets, short-term and long-term,
both of which need to be reflected in City policy.
• Improve the visitors' experience of short-term parking Downtown by providing needed
information to drivers as they approach Downtown and search for parking.
• Encourage better use of on-street parking.
• Improve availability and efficient use of public parking spaces by establishing a parking
management group to coordinate consistent operating policies for short-term parking.
• Parking strategies will be used to encourage Downtown visitors to only park once when
using off-street parking.
• Downtown zoning will reflect the City's desire to provide adequate short-term parking.
• Zoning for Downtown will require that parking associated with new construction be
structured.
• Surface parking may be permitted under zoning regulations as a holding use but may
not be associated with a particular building.
• The City will work with owners of existing surface parking associated with existing
buildings to find ways to structure parking.
• On-street parking will continue to be metered with new meters added to un-metered
areas to match the parking demand.
ACTIONS THAT MAKE IT HAPPEN
Recommendations build upon the policies in the plan. While they are presented in short-
term, medium-term, and long-term time frames, Downtown needs and available funding
could accelerate implementation of any of the recommendations.
DRAFT PLAN DOWNTOWN IN MOTION 40
RECOMMENDATION RESPONSIBLE 2007 COST
PARTY
Short-term-2007 to 2010
7a.Establish and staff a parking management group Salt Lake City $300,000(annual
that will oversee the implementation of the parking cost including staffing
policies and recommendations in Downtown in Motion. and marketing)
7b.Develop parking management incentives and strat- Salt Lake City Staff and/or
egies to offer to parking owners and operators.Nego- consultant time
tiate agreements with parking owners and operators.
•1st priority:Library and Salt Palace.
•2nd priority:Major private parking providers.
•3rd priority:RDA subsidized parking.
•4th priority:Smaller private parking providers.
•5th priority:Lease of parking spaces from private
parking providers.
7c.Develop and require by ordinance consistent Salt Lake City Staff and/or
parking operating requirements,including: consultant time
•Clearly identifying entrances and parking availability
at off-street public parking facilities.
•Posting hourly and daily rates and hours of operation
at parking entrances that are clearly visible from the
street.
•Requiring public parking to be located at
ground-level and on adjacent floors.
•Providing annual reports showing statistics for
parking use and rates.
7d.Identify and offer inclusion in an electronic,real- Salt Lake City $1.0 million-$2.0
time parking availability system. Post signs at the million
major entrances to Downtown indicating parking
availability in parking facilities within the system.
7e.Encourage turnover of on-street parking by Salt Lake City Included in 7a
working with parking owners and operators to price
off-street short-term parking at or below on-street
parking rates.
7f.Identify types of meters that take a greater variety Salt Lake City Budgeted
of payment media and begin to replace existing annually depending
meters.Add new style of meters to unmetered areas on number and types
of Downtown as warranted by parking demand, of meters needed
DRAFT PLAN DOWNTOWN IN MOTION 41
RECOMMENDATION RESPONSIBLE 2007 COST
PARTY
Short-term-2007 to 2010
7g.Adjust hours of meter operation to encourage Salt Lake City Included in 7a
short-term visitor use of on-street parking during the
day and evenings.Suggested hours are 9:00 a.m.to
8:00 p.m.
7h.Prepare implementation budget.Evaluate benefit Salt Lake City Included in 7a
of providing free on-street parking during the
Christmas shopping season versus using funding to
implement other programs.
7i.Implement a strong parking marketing program.As Salt Lake City, Included in 7a
part of this program,develop and distribute maps that Downtown
clearly indicate the location of off-street parking,how Alliance
the parking is accessed,the cost of parking and the
hours of operation.
7j.Enhance universal parking validation system. Salt Lake City $100,000
(annual cost)
7k.Revise parking requirements in the City's Salt Lake City Staff or consultant
Downtown zoning codes: time
•Establish short-term parking requirements based
upon lot area which can be met by building on-site;
securing off-site;or making a payment to a City
parking fund.
•Restrict new surface parking.
71.Survey public perception of Downtown parking on Salt Lake City Included in 7a
a regular basis.
Medium-term-2011 to 2020
7m.Negotiate with additional parking owners and Salt Lake City Included in 7a
operators to expand the number of short-term parking
facilities with parking operating agreements.
7n.Evaluate parking requirements in the Downtown Salt Lake City Included in 7a
zoning codes.
70.Continue to add parking meters as Downtown Salt Lake City Budgeted
expands and on-street parking demand increases. annually depending
on number and types
of meters needed
DRAFT PLAN DOWNTOWN IN MOTION 42
RECOMMENDATION RESPONSIBLE 2007 COST
PARTY
Medium-term-2011 to 2020
7p.Continue to replace meters with meters that take a Salt Lake City Budgeted
greater variety of payment media. annually depending
on number and types
of meters needed
7q.Modify parking meter rates in concert with Salt Lake City Included in 7a
agreements re off-street parking and the health of the
Downtown economy.
7r.Continue to implement electronic,real-time Salt Lake City $1.0 million
parking availability signs for facilities with agreements
re off-street parking.
7s.Evaluate market response to long-term parking Salt Lake City Included in 7a
needs and adequacy of parking provided.
7t.Evaluate adequacy of short-term public parking Salt Lake City Included in 7a
throughout the day and evening.
7u.Survey public perception of Downtown parking on Salt Lake City Included in 7a
a regular basis.
7v.Evaluate need and funding options for publicly Salt Lake City Included in 7a
owned,short-term parking.Construct if needed.
Long-term-2021 to 2030
7w.Recognizing changes in modal split and traffic Salt Lake City Included in 7a
congestion Downtown,propose parking strategies and
adjustments to incorporate into an update of
Downtown In Motion.
7x.Adjust parking agreements as necessary to Salt Lake City Included in 7a
maintain an adequate supply of short-term,off-street
parking and turnover of on-street parking.
DRAFT PLAN DOWNTOWN IN MOTION 43
8.0 TRAVEL BY SHUTTLE
HIGHLIGHTS OF THE CIRCULATOR/SHUTTLE PLAN
• Continuation and expansion of the Free Fare Zone to include the Library TRAX
station,the Intermodal Hub,and the hotels on 600 South.
• Improved transit circulation Downtown with a combination of more frequent TRAX
service,Branded Bus Corridors,and a Downtown shuttle service.
• Further study of additional streetcar access to Downtown from surrounding
neighborhoods not served directly by TRAX.
• Until completion of the TRAX Airport Extension,shuttle bus service at 15-minute
headways linking the airport,the Intermodal Hub,and the hotels along 500 South
and 600 South Streets.
WHAT THE CIRCULATOR/SHUTTLE PLAN AIMS "The circulator and shuttle services
TO ACCOMPLISH recommended in Downtown In
The Downtown Circulator/Shuttle Plan addresses the Motion are an important element of
role of public transit to improve short and long-term the comprehensive transportation
mobility in Downtown Salt Lake City.Similar to other strategy for Downtown Salt Lake City.
elements of Downtown In Motion,circulation must These multi-modal transit services
be considered as one element of a comprehensive will provide synergy and robust
transportation strategy for Downtown.The synergy circulation between key destinations
afforded by a variety of transit services will provide and provide mobility for employees,
business owners,shoppers,residents
strong circulation and shuttle services between key
and visitors,alike."
destinations,while serving the future needs of em-
ployees,business owners,shoppers,residents and
Barry Banks,
visitors.Adoption of Downtown In Motion by Salt
Vice President,Regional Manager,
Lake City will provide a firm basis for development Wilbur Smith Associates
of the recommended circulator and shuttle services
by project stakeholders.
WHAT DOWNTOWN ALREADY HAS
The following describes the existing characteristics of transit circulation in Downtown
Salt Lake City:
• Salt Lake City has an existing Free Fare Zone for transit in Downtown.Current
boundaries of the Free Fare Zone are from 400 West to 200 East and from 500 South
to North Temple.In addition,the Free Fare Zone extends up to the State Capitol(500
North)along State Street and Main Street.All buses and TRAX are free in this area.TRAX
DRAFT PLAN DOWNTOWN IN MOTION 44
stations in the Free Fare Zone include the Courthouse Station,Gallivan Center,City
Center Station,Temple Square Station,and the EnergySolutions Arena Station.
• Bus service on many streets is frequent,but it can be confusing and unpredictable in the
minds of potential riders.For many short trips,typically under a mile,potential riders are
often unfamiliar with the paths of various routes and are unwilling to board a bus that
could serve them because they don't know whether or not the bus will take them to their
destination or turn along the way.
• TRAX is familiar to the public and easy to understand.However,TRAX does not cover all
of Downtown and current headways are infrequent enough that it is not used for many
short trips.Currently,the Sandy and University TRAX lines operate at 15-minute head-
ways.Both converge at 400 South/Main and travel to the EnergySolutions Arena.They
will soon extend to the Intermodal Hub with stops on 400 West and on 200 South.The
two lines provide eight trains per hour,or a train every six to nine minutes.When
FrontRunner opens,TRAX and bus service will be used to help distribute the arrival of
patrons from Weber and Davis Counties.
• UTA also operates Route 23 on a circuitous
route in Downtown.Route 23 operates
between the Downtown core and the State
Capitol and is the nearest approximation
of a dedicated circulator that exists in Salt
Lake City today.While ridership is good
during legislative sessions(nearly 1,000
passengers per day in February 2006), 04
4.40-441
ridership in other months is not very good
(less than 350 passengers per day).In 111‘11
order for any circulator to be effective on
a day-to-day basis,a higher frequency of 1Woon
service is needed.With 15-minute head-
ways,Route 23 does not produce good
ridership except during the legislative 1• - -
sessions.Also,unless there is public aware-
ness of circulator service-brought about
by good marketing and way finding-rider-
ship on any circulator service will lack.
WHAT'S IN THE WORKS
UTA is redesigning the entire Salt Lake County bus system and is planning to introduce the
changes in August 2007.The goal of the redesign is to move away from providing low
frequency but broad coverage across the valley,and move toward concentrating higher
frequencies on the most successful corridors.It is anticipated that this will raise the
overall ridership without adding bus miles to the system.
DRAFT PLAN DOWNTOWN IN MOTION 45
As part of the redesign, UTA will be reconfiguring bus routes that serve Downtown. UTA has
identified the need for buses to help TRAX distribute patrons to their final destinations near
or within Downtown when the FrontRunner commuter rail begins service. This redesign is an
excellent opportunity to seek ways that the regional bus system in Downtown can be
harnessed to help accomplish local circulation needs.
EXPLORING THE POTENTIAL
The Downtown Circulator/Shuttle Plan required
answering the following basic questions:
I
• What are the key origins and destinations in `
- t 1 t
Downtown that need to be connected with1111111
transit circulation service? \f `
• With the implementation of the Downtown TRAX
Plan, will sufficient excess track capacity exist :Ant
-
for a rail circulator or will additional circulator or ► (shuttle service be required? ',
• What corridors or destinations, if any, will need � I'
additional frequency of service? >!j? 1 —„'
41110
• Will an interim circulator or shuttle system be .
needed to augment existing TRAX service in fir"
Downtown before construction of new TRAX
tracks in Downtown?
• Would a streetcar or trolley system in Downtown be preferable to expansion of the TRAX
system, and what would be the affect on the TRAX system?
• How should the Free Fare Zone be modified to better serve existing and future
development?
The Downtown Circulator/Shuttle Plan was developed in tandem with the TRAX and Bus
Plans as part of the overall transit strategy for Downtown Salt Lake City. The Downtown
TRAX Plan was developed first, since rail transit is the most capital intensive and most
permanent type of transit. Next, key elements in the Bus Plan such as the location of a new
bus passenger center at 200 South/State Street were established.
The approach to addressing Downtown circulation needs was to first identify how regional
transit-both TRAX and bus-entering Downtown could be better employed to meet circulation
needs within Downtown. After that, unmet needs were addressed by an analysis and a range
of Downtown circulator/shuttle options as possibilities to further augment mobility options.
The analysis concluded that 2030 Downtown circulation needs could be met by a
combination of the following:
• TRAX service, with the expanded infrastructure recommended in the TRAX Plan and
DRAFT PLAN DOWNTOWN IN MOTION 46
`.• `...r
implementation of TRAX service on the planned Mid-Jordan Line, the West Valley City
Line, and the Airport Line.
• Branded Bus Corridors, where standard UTA buses or other types of buses could be
specially marked to operate on specific corridors.
• A dedicated Downtown shuttle service that would connect key activity centers.
• An expanded Free Fare Zone.
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Developing a streetcar system to supplement transit services was also analyzed during the
study. The existing TRAX and bus service combined with the proposed TRAX extensions and
Branded Bus Corridors will provide excellent circulation and access to Downtown's future high
density districts. Because of this excellent coverage, a streetcar system would provide supple-
mental rather than essential service within this plan's timeframe. A streetcar system that links
Downtown with other areas of high density land use would require more detailed analysis,
but can foster high density development along the streetcar lines. In the meantime, TRAX and
Branded Bus Corridors will be able to serve Downtown land uses well.
POLICIES THAT MAKE THE PLAN WORK
Downtown In Motion recognizes the following general policies:
• Improve circulation between Recommended Branded
Corridors and Airport Shuttle ,
key origins and destinations,
including: t 2'
- Downtown core to the N
Intermodal Center
- Gateway to City Creek 1'-.
Center _
- Hotels to the Salt Palace t • ,
Convention Center
- Salt Lake City International ""' �` .• .
i
Airport to hotels I +s•mnur _ _ __._�. - I
A lrpon Shutt. 1
J tl
DRAFT PLAN DOWNTOWN IN MOTION 47
L. J
• Provide frequent,highly visible service between these points.
• Local transit service within Downtown will serve the needs of four types of patron:
Regional Bus,TRAX,and FrontRunner patrons;employees;visitors;and residents living in
Downtown and surrounding areas.
• Retain a transit Free Fare Zone in Downtown and expand it to include the Library TRAX
Station,the Intermodal Hub,and the hotels on 600 South.
• Implement transit circulation Downtown with a combination of the following three
components:
- Existing TRAX service - ��'t�s�
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- Branded Bus Corridors
- Downtown shuttle service till
• TRAX operating plans provide an important com- -
ponent of Downtown circulation that will increase ' •
as additional TRAX lines from outside Salt Lake — ,
City are added.
• Organize the bus system Downtown to support Branded Bus Corridors.
• Downtown circulation.Branded Bus Corridors should be created on State Street and 200
South Street and on other corridors where there is frequent bus service.
• Branded Bus Corridors should have a consistent fare policy.
• Explore the potential for a Downtown shuttle service to augment the circulation provided
by TRAX and Branded Bus Corridors.
• Explore the potential for a Downtown streetcar service to augment circulation and/or
promote development in the peripheral areas around Downtown.
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DRAFT PLAN DOWNTOWN IN MOTION 48
•
ACTIONS THAT MAKE IT HAPPEN
Recommendations build on the policies in the plan.While they are presented in short-term,
medium-term,and long-term time frames,Downtown needs and available funding could
accelerate implementation of any of the recommendations.
RECOMMENDATION RESPONSIBLE 2007 COST
PARTY
Short-term-2007 to 2010
8a,Negotiate revised Free Fare Zone agreements. UTA, Staff
Salt Lake City
8b.Implement Branded Bus Corridors. UTA Staff and/or
•Stops shall have"You Are Here"signs and maps consultant time
showing the Branded Bus Corridors.
•Give priority to Branded Bus Corridor stops for bus
stop enhancements.
8c.Explore the routes,cost and funding potential for Salt Lake Capital costs:$1.6M
a dedicated Downtown Bus Shuttle service to connect Chamber,UTA, (5 vehicles at$320K
key activity centers such as the 300 South restaurant Salt Lake City each).
district,the Salt Palace,City Creek Center,Temple Annual operating and
Square,Gateway,Energy Solutions Arena and hotels. maintenance:$700K/
Shuttle service should: year.
•Operate at five to ten minute headways;
•Use small,modern buses with uniquely painted
exteriors.
•Have an operating and funding plan agreed to by
Downtown stakeholders.
8d.Explore and possibly implement additional TRAX Salt Lake $300K-$500K for
service Downtown,running trains on existing TRAX track: Chamber,UTA, automated cross-
•Additional crossovers to facilitate turnaround of trains. Salt Lake City over at 400 S 600 E.
•Single-car trains on the University Line. $600K in operating
costs/year.
8e.Until completion of the TRAX Airport Extension, UTA No cost(included in
provide shuttle bus service at 15-minute headways UTA's 2007 Salt Lake
linking the airport,the Intermodal Hub,the hotels County bus system
along 500 South and 600 South Streets,and existing redesign).
TRAX system.
DRAFT PLAN DOWNTOWN IN MOTION 49
RECOMMENDATION RESPONSIBLE 2007 COST
PARTY
Short-term-2007 to 2010
8f.Study additional streetcar access to Downtown Salt Lake City, Staff or consultant
from surrounding neighborhoods not served directly UTA time
by TRAX.
Medium-term-2011 to 2020
8g.Increase light rail frequencies to increase the use UTA UTA will assess costs
of TRAX for Downtown circulation. when demand exists.
8h.Evaluate frequencies and need/desire for shuttle Salt Lake City, Staff or consultant
service with improved TRAX service. UTA _time
8i.Complete Branded Corridor enhancements not Salt Lake City, $3M-$SM
achieved earlier. UTA
8j.Downtown circulation,including streetcar from Salt Lake City, No cost
nearby neighborhoods,should have priority for use of UTA
excess track capacity on the TRAX track.
8k.Build streetcar system to neighborhoods where Salt Lake City, $20M-$25M/mile
high-density development is planned. UTA
81.Expand Free Fare Zone to 700 South,as new TRAX Salt Lake City, Undefined
is constructed Downtown. UTA
Long-term-2021 to 2030
8m.Adjust operating plans as necessary to serve exist- UTA Staff or consultant
ing and planned development. time
8n.Identify circulation elements and issues to UTA, Staff or consultant
incorporate into an update of Downtown in Motion. Salt Lake City time
DRAFT PLAN DOWNTOWN IN MOTION 50
9. PUBLIC WAYS:
ORCHESTRATING THE PLAN
INTEGRATING THE OBJECTIVES
For Downtown In Motion to be successful,ensuring smooth integration of all travel modes
Downtown is essential.Strong cooperation will be necessary among transportation-related
organizations and the jurisdictions responsible for maintaining and operating the public
rights-of-way.Similarly,there needs to be clarity about how our streets will function.
The following are the overall objectives regarding public "Downtown In Motion is built
ways(primarily streets): on the foundation that all
• The public rights-of-way in Downtown Salt Lake City modes of travel work together.
must each have an identified place in a hierarchy of Each mode has its role,all
streets that establishes the intended use of each right- modes are interconnected,and
of-way and the intensity levels of the travel modes every urban journey begins or
using it.The operation of each right-of-way needs to ends on foot.From TRAX to
follow the hierarchy and be logical to each user. automobile to shoe leather,this
is the picture of motion in a city
• The balance of all modes must be achieved in a
that works for all."
manner that does not reduce the level of service of
any single mode.As transportation services evolve,
Rick Phillips,
they must do so in such a manner that all modes
Director of Urban Design,
function appropriately.The best concepts will increase HNTB Corporation
the level of service for all modes.
• Although all travel modes are expected to increase in volume and intensity,travel by
transit to and throughout Downtown is expected to increase the fastest.
Downtown In Motion integrates all .•. •
modes of transportation to support
a vision of Downtown as a model to
other cities in the United States and ``o
around the world.A fundamental prem- x
ise behind this plan is that transporta- r1 •
tion is placed in the service of land use. _
ur'
As a system,transportation is a founda-
tion element that serves the circulatory , •I
needs of downtown by foot,bicycle, L�
automobile,train and bus.All these -
modes must work well together and sup-
port each other.This plan also recognizes
that as downtown grows in density and
DRAFT PLAN DOWNTOWN IN MOTION 51
•
.114.01
full time residents, it is important that transportation and related "Driving the vision of a
services be oriented to a 24 hour/seven day a week population. world-class downtown
There will be more evening and weekend events and activity. area, Downtown In Motion
Transit will need to operate more hours daily. Parking facili- supports and encourages
ties and other services will need to be open for business longer regional commerce,and is
hours. Lighting of public places must be inviting and feel safe. designed to enhance retail
and restaurant business
THE THOUGHT PROCESS opportunities in the heart
of Salt Lake City."
The process followed in developing Downtown In Motion
involved identifying and evaluating numerous ideas for Shahab Saeed,Vice
improving each travel mode. These were scrutinized by the President and Chief
study's Management Committee and Plan Advisory Operating Officer,Ouestar
Committee. The best options that met technical muster were Energy Services
then vetted through the Community Leaders Forum and a
public involvement process. This led to the selection of
specific recommendations for improvements for each travel mode. The recommendations
were then layered upon each other and technically evaluated as a system to ensure they
complemented each other and would successfully co-exist on the public rights-of-way.
The recommendations in Downtown In Motion work individually and in concert with each
other to provide improved travel to and through Downtown.
POLICIES THAT MAKE THE PLAN WORK
Downtown In Motion recognizes the following policies:
• It is recognized that as Downtown grows and travel choices expand, use of all modes will
grow with non-auto trips increasing at a higher rate.
• Public rights-of-way need to accommodate all modes safely and efficiently.
• All travel mode improvements must be implemented in a manner that improves the overall
travel ability Downtown.
• Design elements, monuments, and gateways will identify the major entry points to
Downtown to emphasize the greater concentration of people, activities, and vehicles.
• As Downtown public ways are rebuilt,the City will follow the Complete Streets Policy of
designing streets for all users.
• All grid streets are divided into three realms and the functions of each are protected
throughout the Downtown planning area:
- Traffic Realm encompasses motor vehicles and public transit.
- Curbside Realm encompasses bicyclists, parking and loading, transit stops.
- Sidewalk Realm encompasses pedestrians and bicyclists, sidewalk café land uses,
and property access.
DRAFT PLAN DOWNTOWN IN MOTION 52
ACTIONS THAT MAKE IT HAPPEN
Recommendations build upon the policies in the plan.While they are presented in short-
term,medium-term,and long-term time frames,Downtown needs and available funding
could accelerate implementation of any of the recommendations.
RECOMMENDATION RESPONSIBLE PARTY 2007 COST
Short-term-2007 to 2010
9a.Develop transit operating plans which minimize the UTA,Salt Lake City Staff or
impacts to other modes. consultant time
9b.Adopt procedures to protect transit routes(bus UTA,Salt Lake City, Staff time
and rail)to minimize disruption of service. UDOT
9c.Work with adjacent landowners to construct Salt Lake City, Included in 5d
missing street improvements on grid streets and to Redevelopment
expand the network of mid-block streets. Agency
Medium-term-2011 to 2020
9d.Minimize impacts on traffic entering and departing UTA,UDOT, Project cost
Downtown when constructing TRAX extension on 400 Salt Lake City
South.
9e.Analyze potential for peak period or full-time UTA,Salt Lake City Staff or
dedicated bus lanes on 200 South. consultant time
9f.Enhance the walkability of West Temple north of Salt Lake City $1M
400 South by considering pedestrian amenities and
landscaping.
9g.Develop on-sidewalk bike paths along planned Salt Lake City $50K-$500K/
Downtown network. year
9h.Continue working with adjacent landowners to Salt Lake City, Land acquisition
construct missing street improvements on grid streets Redevelopment
and to expand the network of mid-block streets. Agency
Long-term-2021 to 2030
9i.Identify public way elements and issues to Salt Lake City,UTA, Staff or
incorporate into an update of the Downtown In Motion Redevelopment consultant time
Agency,Salt Lake
Chamber
9j.Continue working with adjacent landowners to Salt Lake City, Included in 5k
construct missing street improvements on grid street Redevelopment
and to expand the network of mid-block streets. Agency
DRAFT PLAN DOWNTOWN IN MOTION 53
10. BEYOND THE TIME HORIZON
Downtown In Motion provides clear guidance about how to improve transportation in
Downtown over the next two decades.While the recommendations of this plan will serve the
anticipated growth through 2030,market forces,policy decisions,and funding schedules can
greatly change the rate,magnitude,and characteristics of the anticipated growth.
This section of Downtown in Motion suggests additional concepts that could be
implemented to accommodate transportation demands beyond the 2030 growth scenarios
that have been developed.
DOWNTOWN WILL GROW
Several market indicators suggest that in
the coming decades there will be a much
greater demand to live,work,learn,and
play within or near Downtown:
• Retiring Baby Boomers are seeking
less property maintenance and
alternatives to spending time in traffic. v'
• Smaller and delayed families have less •
interest in suburban living. •
• Freeway and suburban congestion
motivates many to live closer to
Downtown where convenient options
exist to get from place to place.
• Businesses wanting to attract a `
creative workforce are choosing to I
locate in vibrant downtowns.
• Specialized firms that are internally
lean but work with a variety of other tli
firms find downtowns to be the most
efficient place to office.
MP G.
• Office and retail firms who want
to give employees and customers
choices about how to reach them may find downtown locations to be most convenient.
• Gas prices increasing at a faster rate than incomes may make Downtown the preferred
living and office location because of its superior transit accessibility.
DRAFT PLAN DOWNTOWN IN MOTION 54
As illustrated by South Jordan's Daybreak development,even the suburbs are discovering
this growing market for developments with a greater variety of transportation options and
lifestyles.How much of the market will be captured by Downtown depends on how aggres-
sively other Salt Lake Valley communities work to provide downtown-like environments.
ACCELERATING THE TIMELINE
The recommendations and timelines in this plan are designed "The recommendations in
to accommodate a rate of growth to 2030 that is similar to this plan not only improve
the one that has occurred over the recent past.Can we reach mobility in our Downtown
the 2030 projected growth more quickly than expected? now,but they also
create a transportation
Absolutely! services backbone for
implementing even more
The rate of transportation investment can make a difference improvements that will
in causing people who are attracted to being Downtown to serve our transportation
either head to the suburbs or stay and contribute to needs beyond 2030°°
Downtown's vitality.
Tim Harpst,
Transportation
The recommendations in this plan are achievable.
Director,Salt Lake City
Implementing them will make Downtown competitive and
Transportation Division
attractive for development.Similarly,if they are aggressively
pursued and new TRAX alignments are lined with supportive
zoning and incentives,development will respond.
A strong emphasis on attracting residential growth will also benefit the entire Wasatch Front
by reducing the need to import workers to fill Downtown jobs,which in turn reduces the
demand on regional roadways.
VISION BEYOND 2030-WHAT IS POSSIBLE;WHAT TO WATCH
As Downtown Salt Lake City contin-
ues to prosper,our transportation sys-
tems will evolve based on the frame- t 1 1
work outlined in Downtown In Motion. 1 d% t
This list outlines potential solutions for 1 . •• `
serving a much larger Downtown,one
that is envisioned to develop by the .
mid-point of the century or sooner if
market,policy,and funding conditions SW."
come together more rapidly. -
• Neighborhood Streetcars:While
the proposed TRAX loops will
DRAFT PLAN DOWNTOWN IN MOTION 55
provide excellent service within Downtown and to the developing neighborhood to the
south, in the relatively near future, streetcar lines may be extended from logical TRAX
transfer points into other nearby neighborhoods along corridors where increased resi-
dential density can be built. Quoting Mr. Charles Hales' experience in Portland, 'A we//-
conceived streetcar system can shape the pattern,pace and desirability of the urban environ-
ment. If a streetcar system is tangibly possible, Salt Lake City will become the densely urban
place you foresee."
• Streets for Streetcars: The Downtown grid street network provides good route alignment
opportunities for future streetcars.
• Parking Sharing: With increased use of
transit, walking, and biking, some build-
ings may end up with too much parking.
The recommended parking management
group may need to broker deals between -- .•
buildings with above-average parkingi - . —
771
and new buildings that could be served r • — _ 4 .alt
well without constructing much parking. F a•�• :/ ' ]�S' :- �' -
• Futuristic TRAX: Demand for TRAX into `. ♦ r11 1, t-
Downtown could ultimately be higher
or
than can be delivered on the proposed
TRAX loops without serious impacts to
both traffic and transit operations. TRAX capacity could be increased dramatically by
running TRAX trains underground through Downtown then to the Intermodal Hub on
200 South. If an underground alignment is chosen that does not require tearing up the
existing TRAX network, neighborhood streetcars could provide at-grade shuttle service
using former light-rail track.
• High Frequency Shuttles: If bus volumes entering Downtown become excessive, regional
buses can stop at the periphery of Downtown for seamless transfers to high-frequency,
high-capacity shuttle service that takes the place of or augments former Branded Bus
Corridors.
• Car Sharing: Many Downtown workers would ride transit if they had quick, affordable
access to a car. Many residents likewise would opt not to own a car if they had similar
access for those few times they need one. Car-sharing programs such as provided by
www.FlexCar.com and www.ZipCar.com can be pursued to reduce the demand for both
residential and commercial parking.
• Transit Internet Service: Wireless Internet service on board transit vehicles will make
getting Downtown via transit more attractive than driving and parking.
• City-Wide Free Transit: Salt Lake City could consider introducing a city-wide transit tax
to pay to extend the Free Fare Zone to the City limits. Nominally free transit would give
transit an economic edge over paying out-of-pocket to drive and park.
DRAFT PLAN DOWNTOWN IN MOTION 56
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SUMMARY
Market forces across America are beginning to reinvigorate downtowns. Investments such as
City Creek Center are producing a renaissance in urban working and living. The recommenda-
tions in this plan and these more visionary concepts will contribute to creating a Downtown
that continues to be "The Place" for Salt Lake City, the state of Utah and the world.
Imagine ... Downtown grown into a model western metropolis
Imagine ... Downtown streetcars, TRAX and shuttle buses transporting 50% of the Downtown
workforce to Downtown jobs
Imagine ... Downtown sidewalks bustling with people enjoying the retail, restaurant and
cultural attractions that line the streets
Imagine ... Downtown streets where the bicycle lanes are crowded with bicyclists of all ages
and abilities
Imagine ... Downtown hotels, residences, and offices being preferred by Utahns as well as
national and international firms and visitors because of the superior accessibility
to anywhere on the Wasatch Front.
Imagine ... Downtown in every year from now on as... a Downtown in Motion!
DRAFT PLAN DOWNTOWN IN MOTION 57
11. DEFINITIONS
Bicycle paths adjacent to the sidewalk: A portion of the existing or widened sidewalk, on
the curb side, to be used by slow moving bicycles.
Branded Bus Corridor: Several blocks of a street where a number of bus routes come
together to provide frequent service. Each bus displays a sign "branding" it as part of the
service. Each stop has a sign showing the downtown portion of the route or the "corridors"
the buses with the branding are guaranteed to go.
Bus Passenger Center: A space in the first floor of a building used for passenger service
needs, such as schedule information, bus arrival, or departure information, purchasing transit
passes, waiting areas, news vendors, food and beverage vendors, and restrooms. It may also
include bike lockers and a bicycle retail store.
Bus Rapid Transit: Priority bus services that are faster than traditional local bus service.
Circulation: Movement via transportation modes within a defined area.
Commuter Rail: The diesel rail passenger train service which will eventually connect Brigham
City to Payson and enter Downtown at the Intermodal Hub. The first phase of commuter rail
is under construction and will be operational in 2008.
Complete Streets: Rights-of-way designed and operated to ensure safe access for all users
as they move along and across the right-of-way. Salt Lake City recently adopted a Complete
Streets Policy.
Dedicated bike lanes: On-street lanes reserved for use by bicyclists.
Downtown: The area from 200 East to the commuter railroad tracks and from North Temple
to 400 South, excluding any portion of the Avenues Neighborhood.
Extended Downtown: The area from 700 East to 1-15 and from 900 South to North Temple,
but also including connection to the State Capitol.
Free Fare Zone: The area Downtown where transit rides on TRAX or bus are free for riders
staying within this area.
FrontRunner: Local name for UTA's commuter rail service.
Grid streets: The north/south and east/west streets with 132-ft. rights-of-way servicing the
perimeters of the ten-acre city blocks.
Headway: The distance measured in time that separates two vehicles traveling the same route.
DRAFT PLAN DOWNTOWN IN MOTION 58
*grow' No401
Interline: Using one bus for two bus routes where the ending portion of one route overlaps
the starting portion of the other route.
Intermodal Hub: The new train station located on 600 West Street between 200 and 300
South. Several transportation modes are available from the Hub, including UTA bus, Grey-
hound bus, Amtrak rail service, taxis, dedicated bicycle routes, TRAX in 2008, and commuter
rail in 2008.
Long-term parking: Parking for commuters and residents that is used frequently for long
periods of time during a month, paid for by the day, the month, or included with a lease or
purchase of commercial or residential space.
Mid-block crosswalks: Striped walkways in the street that indicate pedestrians have a right
to cross the street at this location. Some mid-block crosswalks have traffic signals.
Mid-block streets: The smaller streets, typically 66-ft. wide, within the large blocks.
Mid-block walkways: Walkways within blocks that are either publicly owned or reserved for
public use. Some mid-block walkways exist through buildings.
Park Once: Parking in a single space during a visit to Downtown. Trips between Downtown
destinations are accomplished by walking or transit.
Short-term parking: Parking for six hours or less, paid for by the hour within Downtown.
Shuttle: A transportation system used for short trips within a defined area, usually on spe-
cialized, easily identifiable vehicles and clearly identified routes.
Streetcar: A wheeled vehicle that runs on rails and is propelled by electricity.
Travel lanes shared by bikes and autos: On-street auto lanes with special coloration or
markings to show legal right of bicyclists to travel in an auto lane.
TRAX: The existing and future electric light-rail service located on the city streets.
UDOT: Utah Department of Transportation
UTA: Utah Transit Authority
Way finding: Signage that helps people orient themselves and navigate from place to place.
DRAFT PLAN DOWNTOWN IN MOTION 59
12. ACKNOWLEGDEMENTS
Downtown In Motion; the final report of the Downtown Transportation Master Plan Project,
results from the cooperative efforts of many individuals, businesses, and public and private
agencies, that contributed significantly to the discussion, outreach, and compilation of its
contents. Sincere appreciation is extended to the following individuals for their particular
expertise and assistance with the report.
MANAGEMENT COMMITTEE
Alice Steiner, Utah Transit Authority, Coordinator
Tim Harpst, Salt Lake City Transportation Division, Vice-Chair
Mick Crandall, Utah Transit Authority
Doug Dansie, Salt Lake City Planning Division
Jason Davis, Utah Department of Transportation
Bob Farrington, Downtown Alliance
Natalie Gochnour, Salt Lake Chamber
Alex Ikefuna, Salt Lake City Planning Division
George Shaw, Salt Lake City Planning Division
Kevin Young, Salt Lake City Transportation Division
PLAN ADVISORY COMMITTEE
Mike Allegra, Utah Transit Authority
D.J. Baxter, Salt Lake City Mayor's Office
Jason Davis, Utah Department of Transportation
Robert Fox, The Church of Jesus Christ of Latter-Day Saints
Mark Howell, Wells Fargo Bank
Dave Huber, Utah Transit Authority
Paul O'Brien, Utah Transit Authority
Dave Oka, Redevelopment Agency of Salt Lake City
Shahab Saeed, Questar Energy Services
Valda Tarbet, Redevelopment Agency of Salt Lake City
Louis Zunguze, Salt Lake City Community Development Department
Alternates:
Ralph Jackson, Utah Transit Authority
Andrea Packer, Utah Transit Authority
Greg Scott, Wasatch Front Regional Council
Ex Officio:
Val-John Halford, Wasatch Front Regional Council
Russell Weeks, Salt Lake City Council Administration
DRAFT PLAN DOWNTOWN IN MOTION 60
144160' Now.'
CONSULTANT TEAM
Ron Holmes, HNTB Corporation, Project Manager
Michael Baker, University of Utah Planning Intern
Barry Banks, Wilbur Smith Associates
Michael Brown, Wilbur Smith Associates
Richard Chong, Richard Chong & Associates
Jim Graebner, Lomarado Group
Antonio Lima, The Summit Group Communications
Bill Paulos, The Summit Group Communications
Rick Phillips, HNTB Corporation
James Rabdau, The Summit Group Communications
Craig Rasmussen, The Summit Group Communications
Matt Riffkin, InterPlan Co.
Alana Spendlove, Wilbur Smith Associates
Emily Yates, The Summit Group Communications
SALT LAKE CITY TRANSPORTATION ADVISORY BOARD
Kelly Gillman - Chair
Milton Braselton
Randy Dixon
Jim Jenkin
Keith Jensen
Joe Perrin
Mark Smedley
Steve Sturzenegger
Ex Officio:
Scott Atkinson
Tim Harpst
SALT LAKE CITY PLANNING COMMISSION
Peggy McDonough - Chair
Frank Algarin
Tim Chambless
Babs De Lay
Robert Forbis, Jr.
Susie McHugh
Prescott Muir
Kathy Scott
Matthew Wirthlin
Mary Woodhead
DRAFT PLAN DOWNTOWN IN MOTION 61
Steer
SALT LAKE CITY COUNCIL
Carlton Christensen, Council District 1
Van Turner, Chair, Council District 2
Eric Jergensen, Council District 3
Nancy Saxton, Council District 4
Jill Remington Love, Council District 5
David Buhler, Council District 6
Soren Simonsen, Council District 7
UTAH TRANSPORTATION COMMISSION
Glen Brown, Chair
Stephen Bodily
Jerry Lewis
Kent Millington
Ken Warnick
Jan Wells
Bevan Wilson
UTAH TRANSIT AUTHORITY BOARD OF TRUSTEES (APRIL 2007)
Orrin T. Colby, Jr., President
Michelle Facer Baguley
Keith Bartholomew
Judy Ann Buffmire
Necia Christensen
Terry Diehl
Larry Ellertson
Gregory Hughes
Robert Hunter
DeMar Mitchell
Frederick Oates
Steven Randall
Michael Romero
Gregory Simonsen
Walter Talbot
Jan Wells
DOWNTOWN ALLIANCE: PARKING AND TRANSPORTATION COMMITTEE
Kent Gibson, Chair
DOWNTOWN ALLIANCE: DOWNTOWN DEVELOPMENT COMMITTEE
Bruce Bingham, Chair
DRAFT PLAN DOWNTOWN IN MOTION 62
COMPARABLE CITIES EXPERTS
Charles Hales, HDR, Portland, Oregon
Mark Johnson, Civitas, Denver, Colorado
Gordon Price, Simon Fraser University, Vancouver, British Columbia
DRAFT PLAN DOWNTOWN IN MOTION 63