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016 of 2011 - authorizing the filing of applications with the Federal Transit Administration (FTA) R 11-1 R 11-5 RESOLUTION NO. 16 OF 2011 Resolution authorizing the filing of applications with the Federal Transit Administration, an operating administration of the United States Department of Transportation, for Federal transportation assistance authorized by 49 U.S.C. chapter 53,title 23 United States Code, and other Federal statutes administered by the Federal Transit Administration. WHEREAS,the Federal Transportation Administrator has been delegated authority to award Federal financial assistance to Salt Lake City for a transportation project; WHEREAS,the grant or cooperative agreement for Federal financial assistance will impose certain obligations upon Salt Lake City, and may require Salt Lake City to provide the local share of the project cost; WHEREAS, Salt Lake City has or will provide all annual certifications and assurances to the Federal Transit Administration required for the project; NOW, THEREFORE, BE IT RESOLVED BY the City Council of Salt Lake City, Utah, as follows: 1. That the Director of the Department of Community and Economic Development is authorized to execute and file an application for Federal assistance on behalf of Salt Lake City with the Federal Transit Administration for Federal assistance authorized by 49 U.S.C. chapter 53, Title 23, United States Code, or other Federal statutes authorizing a project administered by the Federal Transit Administration. (If the Applicant is requesting Urbanized Area Formula Program assistance authorized by 49 U.S.C. § 5307, either alone or in addition other Federal assistance administered by the Federal Transit Administration),the resolution should state whether the Applicant is the Designated Recipient as defined by 49 U.S.C. § 5307(a)(2), or whether the Applicant has received authority from the Designated Recipient to apply for Urbanized Area Formula Program assistance. 2. That the Director of the Department of Community and Economic Development is authorized to execute and file with its applications the annual certifications and assurances and other documents the Federal Transportation Administration requires before awarding a Federal assistance grant or cooperative agreement. 3. That the Director of the Department of Community and Economic Development is authorized to execute grant and cooperative agreements with the Federal Transit Administration on behalf of Salt Lake City. Passed by the City Council of Salt Lake City, Utah,this 12th day of April , 2011. SALT LAKE CITY COUNCIL By: k�M— CHAIRPERS N ATTEST: a4TYCKO' R JSE OVED A "� FORM: '4Z W/--� IOR CIT ATTORNEY CERTIFICATION The undersigned duly qualified City Recorder, acting on behalf of Salt Lake City, certifies that the foregoing is a true and correct copy of a resolution adopted at a legally convened meeting of the City Council of Salt Lake City, Utah, held on April 12 , 2011. [Seal] ty Recorder (Date) A yw Aid,IMP Iwo Downtown Salt Lake City Streetcar Alternatives Analysis Program Application (49 u.s. c. 5339) July 12, 2010 4CdWiYS1t A. Description of Alternatives Analysis Salt Lake City(the City) is currently undergoing a radical transformation of its downtown, taking multiple measures to create a livable and sustainable city, including adding new opportunities for mobility and a varied housing stock. A city of approximately 180,000 residents, Salt Lake City serves as an urban seat of the Western United States, and is a concentrated job center for the Wasatch Front Region, which has a population of over one million residents. Salt Lake City is the capital city and commercial and industrial center for the State of Utah. In its efforts to become the preeminent sustainable capital city in the Intermountain West, Salt Lake City is actively engaged in providing a safe and efficient multi-modal transportation system for the movement of people and goods and for the vitality of the community as evidenced by the recent approval of its downtown transportation master plan by the city council. Mayor Ralph Becker of Salt Lake City has pledged support and resources to the development of a Downtown streetcar line. The Redevelopment Agency(RDA) of Salt Lake City has formed and led a Technical Advisory Committee comprised of representatives from Salt Lake City's Transportation,Engineering, Housing and Neighborhood Development(HAND),Planning, Sustainability and Environment(Sustainability), and Economic Development(ED) divisions, as Well as the"Utah Transit Authority(UTA), to plan this alignment.The Utah Transit Authority is an active partner in this project,providing technical and planning assistance. Their role as an ongoing partner to study downtown streetcar options has been assured in a letter dated July 9, 2010. The City has continuously reached out to major stakeholders in the Downtown area, and has received support for the concept from the Chamber of Commerce,the Downtown Alliance,the Church of Jesus Christ of Latter-day Saints, the University of Utah, and several Community Councils. A feasibility study of the streetcar is currently underway which includes a preliminary analysis of route options. The purpose of conducting an Alternatives Analysis(AA)is to further explore the alignments and operating concepts for a streetcar in downtown Salt Lake City.To complete the AA, Salt Lake City will: • Engage in a partnering session with UTA and the regional offices of the Federal Transit Administration(FTA)to promote open communication throughout the project. • Convene the Streetcar Technical Advisory Committee and continue to involve downtown stakeholders in all stages of the planning process. • Prepare a Purpose and Need and detailed evaluation criteria for the project. • Further explore and refine a range of logical alignment alternatives to promote mobility and redevelopment in a cost effective manner. • Develop ridership forecasts for each alternative, emphasizing the complementary nature of existing transit(bus and light rail)in downtown. • Develop an operating scenario for each alternative. • Understand and maximize the revenue generation associated with the predicted development surrounding the streetcar as a source of funding a local match. • Carry out a decision-malting process to determine a Locally Preferred Alternative(LPA). • Refine the alternative and prepare an implementation plan for success. Downtown Salt Lake City Streetcar 1 July 12,2010 B. Applicant Information Name: Salt Lake City Corporation Address: 451 South State Street, Room 404 P.O. Box 145518 Salt Lake City, UT 84114-5486 Congressional District: Utah,Congressional District 1 Contact Information Matt Dahl Project Manager 451 South State Street, RM 418 P.O. Box 145518 Salt Lake City, UT 84114 matthew.dahl a.slcgov.com (801) 535-7245 (Fax) (801) 535-7239 (Phone) Applicant Services: Salt Lake City Corporation is a municipal government that provides a wide range of services for the businesses and 181,743 residents within its city boundaries. Municipal services provided by the City include police, fire, recreational activities, libraries, water, sewer, storm water, airports,public improvements, highways and streets,planning and zoning, and general administrative services. Grant Amount Requested: $477,822 (Federal share) .N � ��I:fLAI�EiaT� gffl 3 C. Evaluation Criteria Description of Studv Area.Transportation Problems and 'M1 F,�z-nx�s•;:i177 iL.i $EYZL"JL 9rC�• Needs . =.� . The study area encompasses the downtown of Salt Lake City from 500 East to 600 West, and from South Temple Street to 900 South. The study area is shown in Figure 1. Founded as a pioneer settlement in 1847, and made diverse by the completion of the transcontinental railroad in 1869, many neighborhoods, originally I anchored by the city's extensive trolley network, shown here,have _ r';' # remained intact as a reflection of an historic era. Architecture in the city is diverse and ranges from carefully preserved tum of the century warehouses to sleek new high-rises. A collection of unique historic neighborhoods still exists: Old Greektown, Chinatown, the Granary District and the Depot District are all reflective of the rich history of the Downtown Salt Lake City Streetcar 2 July 12,2010 City, provide a unique canvas for redevelopment,and were once served by streetcar. As the Capital City, Salt Lake City is home to several unique attractors, shown on Figure 1. The combination of these unique attractors, Salt Lake City's function as a job center, and the continuous redevelopment taking place in the City indicate there is an evident need to study additional surface transportation options to enhance mobility between the neighborhoods within the City. Further detail about the study area and its problems and needs is provided below. • Morning and evening commute patterns to downtown Salt Lake City bring thousands of cars to the area every day. The resulting,congestion does not support the City goals for a livable, walkable, and sustainable city. Parking demand is high, and parking is often located in surface lots situated on premium downtown real estate. Downtown is the major job center in the state, with approximately 65,000 jobs housed within the study area. Ninety-five percent of workers traveling to downtown arrive from outside of the downtown area. In order to encourage transit travel to the downtown for work purposes, and to reduce the amount of parking needed to accommodate workers in the downtown, additional distribution is needed to transport those arriving by commuter rail to job-dense areas of the City. • Downtown Salt Lake City is one of the major tourist attractions in the state. With 3,000 hotel rooms in the downtown and a hotel occupancy rate of 75%,the downtown is a major tourist and convention destination. The Salt Palace Convention Center hosts numerous events, with over 300,000 room nights linked with conventions annually. Transit options that are easily accessible and easy to understand would encourage visitors to travel around the city without a car and to reduce congestion and parking demand in the downtown core. • Downtown is a major transfer point for travelers on commuter rail and light rail.The Salt Lake City Central Station, located at 300 South and 600 West, is an important transfer hub to commuter rail,light rail, and bus, as well as Greyhound and Amtrak. Although light rail service transports passengers from the commuter rail station or from the south to many areas of Downtown, the alignment is out of direction or too distant from their destination for some.Bus routes within the City are part of routes that serve longer distances or are express service that only operate in the peak direction during the peal-,hour. Short trips within the City on a bus are therefore not straightforward. As mass transit options improve to reach downtown,there must be a solution for travelers to circulate within Downtown. Fib cre 2 shows the existing transit service to, and within,Downtown. • Downtown is quickly redeveloping and rebalancing jobs and housing. Over the next five years, more than$1.5 billion will be invested in Salt Lake City's Central Business District (CBD). This investment includes the largest project ever developed in the CBD; City Creek Center,with over 750 residential units in five residential towers and over 730,000 square feet of new retail spread over 20 acres. Recently completed development projects in the downtown include 630,000 square feet of office space, over 450 new residential units, and 180 hotel rooms. Project Area Plans for the Granary and Depot Districts (shown in Figure 4) completed by the RDA demonstrate the intention to develop the west and southwest portions of the city. Downtown Salt Lake City Streetcar 3 July 12,2010 In the Granary District, the City owns eight acres property that will shortly be ready for redevelopment. This property sits just across the street from the LEED Platinum Certified Artspace development, which is located at 400 West 800 South within the Granary District. Ready for occupancy in summer 2010,Artspace will include 102 units of affordable housing, and 50,000 square feet of commercial and retail space devoted to supporting the arts industry. Artspace is more than a quarter mile from an existing light rail transit station, and is not served by bus. The City and its Redevelopment Agency are undertaking additional projects and plans to enhance the city's attraction as a cultural center. A plan for a Downtown Arts and Cultural District includes: a new 2,400 seat performing arts center; renovation of existing historic theaters with over 800 seats; approximately 1,000 new hotel rooms; 200 residential units; up to 1 million square feet of corporate office space; and extensive revitalization of ground floor retail space. Another significant project under consideration is the development of a Convention Center Hotel. Planned for Downtown Salt Lake City,this hotel will have more than 800 rooms to support the Convention Center. Adjacent to and east of the Salt Lake City Central Station,plans have been prepared to catalyze development in the Depot District of Downtown. The RDA has completed an innovative development strategy that includes the reconfiguration of the area's 10-acre blocks, dividing them into smaller blocks to create a more walkable and transit-oriented community.A mixed-use approach to development has been adopted, and enhanced transit is a key factor to making this area a success. • A downtown streetcar is included in Phase 3 of the Wasatch Front Regional Council's Long Range Plan. Downtown Salt Lake City Streetcar 4 July 12,2010 'TIM, rz:ri r� 7: zi ME el �71 14F I tlA 74 IMMI 'i mzs 44 p I Me.., SALT LAKE CITY STREETCAR Figitre 2Doicntoim Ti-ansit Service _ _ f � 'a;ac, '��i.Y:�ilL) . x ,..�'rtpwr4 ,;RS ^.:�,�yP:q?�^�,°.t%�,�2�s"".�.P-'•E� snil •p ^-rr, ,�(_ `Eo �,3' r a .�},[ L+.1. {f�23 C.L� .i ,L" jt'J�t.1 1"' `, i " 1.5icr-'1W,IIE �uft2':±6[s�w ?uri�r-u_�.:a ra3h� � 3o-MN 1t^q r�r��x, �••K( .� 'f�r�" E"NE-I �"lsT,�90r PIRTA 7 .., iu•" �Y3. 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'4�p�M9'*.t'•7^ 1����.'�`y'l t'� ' I:'Y'".!f,•?� ±r^.�+ i.r. �`y�� •,�':B'�['�?%:b�i.. ��'.� 1T "t � ?.::,�rj 'I: '�,,,•,. :��w-i r ^�•-.t�q�'�~'$Cufh• l'«, i{ _._..,�y-i S_ wc.�•:{t.c 15-MINHUDWAYS i;L 1,. �L fT�,. t� ��. .'j�:it-- E ' c. �_. �k` ,�-m,F-�iisA�' cyst:'• E "� :,'i —L.. �3� ir,•�. .:r11 :h'r.` i'�"' �' fb00'SOuth REV M dA' 'tii•,.i7y; t kits?i - ia ;,... liic'" ri .�~. 4at �.' .1 ,� ti`z'�" ' og' l 15-MINHEADWAYS rii�'tt 7F,_ ` 4f•'J ".t^','�3ij','- "7FTTT! �� _•• �" .r r -'".: �,` .ysi.".�'. 9YP,•.t'• '•.y{ ' t L_' 'N t$.M .:I�T� KE+� � &:.;=2 +.: ;�;=-.✓'fir-�`%' ':; V'. ��•`'«''�jJ�'a��j,urc�� �Zfd`�n�''•�1��l i:�'jy �'7 � � ;N i� �y-,sy..�.-.P, -:s L ,, ._' ' '{jY' ,6sV,•��+FV •'ty^ ���-,Ts'.. -..`',l�• ,..•.� •v � R!�cUsm U,Zi � i?'j;�'�,.' r Wits" �K •v� ,:�w:,i i _V `r�t: '.t 3�n,{-?-- t• 0., ?r!�'r�a,<aP � p,a, to t ^�n�"'r..�r_4eri•`c'' -:rrt'R��'a.� � Q_''�'�a.^.•y�'L-Zis".Y.. _ 'e3tt^-"r����'tn.r�ii`...".I •�'"tC^.'�r �1N L� Commuter Raii 1101 Proposed 77L4X Ezpmss Bur ® TRa.YS=ons —F_,UW r MVf Local Bur Over the last two years, the concept of a downtown streetcar has been developed by City staff, with support from the Mayor and City Council. The goals of the project are to enhance and accelerate walkable, transit-oriented redevelopment and to provide non-automobile-oriented, local circulation for workers, residents, and visitors. Guiding principles behind this initiative include: • Advancing City land use goals • Catalyzing increased development and leveraging that development to pay for the project • Expandability beyond an initial project to a larger system serving more areas of the City Downtown Salt Lake City Streetcar 6 July 12,2010 • Building transit ridership in Salt Lake City, as well as in the larger UTA bus and rail network • Avoiding investment in temporary routing • Avoiding redundancy with light rail, spacing the projects appropriately for comfortable walking distances • Functioning as a circulator, as distinct from the"mid-range" and"long-haul" distances served by light rail and commuter rail lines • Assiuning that the light rail system downtown will be"built out"consistent with the Downtown in Motion plan with new track along 700 South,400 West and 400 South completing a downtown loop There are multiple possibilities within this Study Area for an initial project alignment that advances the goals and conforms to the guiding principles. Previous studies support this concept, including: the Downtown in Motion plan(adopted 2008);the Downtown Streetcar Analysis report prepared by the Salt Lake City Planning Division in 2009; and the goals and objectives of the Gateway Specific Master Plan. Supporting relationships are described below; • Downtown in Motion—Describes the completion of two loops of TRAX to provide a foundation of rail transit circulation in Downtown. The plan also describes the completion of an inner loop through Downtown. Lastly,the plan recommends further study of streetcar access to Downtown from surrounding neighborhoods not served directly by TRAM. • Planning Division—The 2009 study identifies priorities for Downtown streetcar development and provides a basis for analysis of two alignments in Downtown. The study recommends, as a first priority,the development of 400 West for streetcar development. • Gateway Specific Plan Goals and Objectives—States that the Gateway District, which is located within the Downtown, should include"... the development of a diverse mixture of uses that complement Downtown, encourage a variety of housing opportunities, and facilitate the enhancement and revitalization the neighborhood." Conceptual Alternatives This study is focused on identifying the single most viable initial circulator project for serving Downtown Salt Lake City. The initial segment should have "stand-alone"functionality,but also be positioned to grow outward into a larger network that would ultimately connect each of the city's neighborhoods with the downtown. Each conceptual alignment is shown on Figure 3. 200 South Option Beginning on its western end at the Salt Lake City Central Station,this line runs one block east on 300 South, then turns north on 500 West and runs one block north. Turning east again, the line runs east on 200 South to a terminus at 500 East.A number of engineering issues will need to be addressed in this alignment and will bear on its cost estimate. Potential issues include whether or not the streetcar shares track with light rail in the one block where they would be co- located, details of track location within the right-of-way, and location of the terminus. Downtown Salt Lake City Streetcar 7 July 12,2010 The focus of this alignment is to serve the existing built enviro rnent, while accessing a substantial amount or redevelopment potential. Connectivity between the existing Downtown core,nearby urban neighborhoods in City Center East and the Avenues, and the Central Station transit hub are the greatest strengths of this alignment. Granary Option Beginning on its northern end at the intersection of 400 West and 200 South, this line would proceed south until reaching 900 South, where it would twin east and connect, two blocks further, to the 900 South TRAX station. The predominant engineering issue for this alignment is the functional and physical coordination with the intended addition of light rail track on 400 West for the ultimate Downtown loop concept. Additionally,400 West, from 600 South to 900 South, is in poor condition and lacking basic infrastructure. The construction of the streetcar through this area would require significant improvements throughout the might-of-way. This alignment is focused on the large amount of redevelopment potential lying along this corridor. Much of this alignment travels through the Granary Redevelopment Area of the RDA (shown on Figure 4). City policies support fostering expansion through high-density development southward and westward from Downtown with this goal in mind.The City owns a significant amount of property in this corridor,which should help facilitate its policy of Downtown expansion. Hybrid Option Beginning at its southern end, this alignment would follow the same route as the Granary Option described above until reaching 300 South. At that point,this route turns east for three blocks, until reaching West Temple,where it turns north for two blocks. Upon reaching 100 South,the line turns east for three blocks,terminating at the intersection of 200 South and 200 East. Engineering issues include the light rail coordination question noted in the Granary Option and details in the locations of the terminus. The 200 South Option is fundamentally about serving the existing built environment and the Granary Option is principally a development catalyst, which results in this option serving both objectives. Its configuration also seeks to more directly serve the Salt Palace and the massive addition to the CBD now being built in the City Creek project, as well as aligning with the highly walkable environment that currently exists on 300 South. A shorter version of the hybrid alignment,terminating at 800 South and using a single ballasted track in the median of the street for the southern-most four blocks,is also being studied. Depot District Option The Depot District Option provides direct access into the planned redevelopment area within the Depot District. The benefit of this option is the support for the redevelopment plans created by the RDA for this district,as well as the City's master plans. Many of the parcels in this district are owned by the RDA. This conceptual alignment would connect with either the 200 South alignment, the Granary Alignment, or potentially serve as a link to both. This alternative would also provide the most direct access to the Intermodal Hub, and the daily trips that arrive at this station by all modes. Preliminary ridership analysis using the WFRC travel demand model has Downtown Salt Lake City Streetcar 8 July 12,2010 shown strong attraction between the Hub and areas along 200 South further east in the Study Area. SALT LAKE CITY STREETCAR Figtire 3 Alignntews - MM —ze Pm_ POOR NNONIFEERN-am Kul 3L i- emp :. . ,�South'Tfe LW In . ' 200 SOUP. � } *A& _ �RM 4005outh' `� f G L 600 sauth LE _ I In 0111 NO _ 4j u!�ere]�.TceCa-• 77 0 ,p�yyp� 1Now ff F53E,�'_'-`•'--.y,.: Yl� l':! �`vy�]n.:'^nNWHEN ®200SouthAgpiment®HybridAligvnent -====-1 Depo14F_V tuion ®Grm=yAlign mev ®Hybrid Short Alignment Downtown Salt Lake City Streetcar 9 July 12,2010 SALT LAKE CITY STREETCAR Figure 4 Relationship qfAlignrnents to RD.4 Districts Z�=�JHWAAE t le '59i EPA 9901 HIM -9 Or W - WIN 7" IVAO R MUN E It (g �-'T ME P 4- South-Timp_1c DEPOT. .......... 0'73- 5 -T . . IMM 1W 'F ,.t! '74 • .6 1 k"---.-� tot W zm—: Ut 0, =0 ; ---RPM— MET I M I 1 5- fit ' M W 1- ESTTEMPL `b'l DONE F M'- t- 'y. h Y. u 00 t Egg B Eli V...... . 7 r -Wiv.10- NMM 'A 9 .7; 1 -�"6 C �MW'0111; ; P '7M - Mr:L Mq s it .1 ta�Wu Yom V:-LC 7;0' 4=M=-!OOSou1hABgnmeM4mE'X�- HybridAfig=eid C-�=:�DOPOIEXtendon A�GrzwwyAbLenmeie �HybildShonAflgnmeyaf=RDA MrDistywis Preliminary Evaluation Criteria To address the transportation problems and needs of the study area, Salt Lake City selected a set of criteria by which to assess the alternative alignments.being considered for the Downtown 1-1 C. Streetcar. The following criteria are intended to guide the selection of an optimum streetcar 0 alignment, ensure a positive outcome for the project, and address the FTA's six livability principles. Downtown Salt Lake City Streetcar 10 July 12,2010 Access to Employment Centers The Downtown Streetcar should enhance the reliable and timely access to employment centers, educational opportunities, services, and other basic needs, as well as expand business access to workers, tourists, and residents that live within Downtown Salt Lake City(Downtown) and the Larger regional transit network. To achieve this outcome, it is important that the streetcar alignment be within close proximity to existing and future job centers.The Alternatives Analysis will quantify the number of workers within %mile of each alternative being considered. The total number of employees counted within this geographic area will be the basis for ranking alternatives using this criterion. Applying the Employment criterion will ensure that the final outcome of the Alternative Analysis addresses the following Livability Outcomes: 1) Provide More Transportation Choices: The Streetcar should provide greater transportation choices for commuters and reduce the vehicle miles accrued by Downtown workers. 2) Enhance Economic Competitiveness: The Downtown Streetcar should enhance workers' reliable and timely access to employment centers, educational opportunities, services, and other basic needs. 3) Value Communities and Neighborhoods: By serving Salt Lake City's Downtown workers, the optimum alignment will also assist Downtown's existing businesses attract employees and shoppers interested in the pedestrian-friendly environment that streetcars have been shown to create in other communities. Access to Major Destinations The Downtown Streetcar should enhance the unique characteristics of Downtown Salt Lake City by improving access to major destinations and attractors in the Downtown. To achieve this outcome, the selected alternative should circulate pedestrians among Downtown's major destinations. The AA will identify and quantify the number of major destinations, such as shopping malls, convention centers, and college campuses within close proximity to the alternative alignments. The basis for ranking the alternatives will be each alternative's proximity to Downtown's major destinations, and the impact this access has on ridership potential.The Access to Major Destinations criterion will ensure that the final outcome of the AA addresses the following Livability Principles: 1) Provide More Transportation Choices: The Streetcar will act as a Downtown circulator that increases the area's walkability and decreases the need to make multiple trips with an automobile. This will reduce oil consumption and greenhouse gases,while promoting healthy lifestyles. 2) Enhance Economic Competitiveness: The final alignment will be more likely to act as a circulator that connects workers,residents, and visitors with reliable and timely access to employment centers, educational opportunities, services, and other basic needs. This connectivity should result in more pedestrians in Downtown. 3) Value Communities and Neighborhoods: By acting as a circulator and connection to the regional transit network for people who utilize Downtown Salt Lake City's major Downtown Salt Lake City Streetcar i l July 12,2010 destinations,the Downtown Streetcar will promote a healthier, safer, and more walkable community. Activation of Developable Land The Downtown Streetcar should catalyze development and redevelopment of blighted or underutilized land in Downtown. This should be accomplished by the streetcar's ability to generate demand for transit-oriented development along its alignment. To effectively serve the anticipated demand,the selected alternative should be in close proximity to land that has potential to be developed or redeveloped. The basis for ranking the alternatives will be the number of developable acres within two blocks of each alignment. Using the Developable Land criterion will ensure that the final outcome of the AA addresses the following Livability Principles: 1) Promote Equitable,Affordable Housing: Downtown Salt Lake City allows for the construction of multi-family housing throughout most of its geography. By encouraging infill development along the streetcar line, there is a significant likelihood that the variety of housing choices in Downtown Salt Lake City will be expanded. By the nature of being next to the streetcar, these households will have increased mobility and the option to use the streetcar in lieu of a car. 2) Support Existing Communities: The Downtown Streetcar is anticipated to catalyze development and redevelopment of blighted or underutilized land in Downtown Salt Lake City; this is verified through a series of workshops and focus groups held with the local development community. Close proximity to available land is pivotal to capitalizing on the anticipated demand for new development. 3) Value Communities and Neighborhoods: By encouraging infill development,blight removal, and development of underutilized land, the streetcar will improve the Downtown Area and increase the walkability of the neighborhood. Access To Redevelopment Agency of Salt Lake City Owned Property The RDA owns several parcels throughout Downtown that are either blighted or underutilized, and thus prime for development. The RDA works with private sector developers to develop its property holdings in accordance with the Master Plans of Salt Lake City and RDA project area plans and goals. The RDA views the Downtown Streetcar as a positive tool for encouraging the development of transit-oriented projects that incorporate good urban design. To achieve this outcome, the selected alternative should be in close proximity to RDA owned property. The basis for ranking the alternatives will be the amount of RDA owned property within two blocks of the alignments.Using the Access to RDA Owned Property Criterion will ensure that the final outcome of the AA addresses the following Livability Outcomes: 1) Provide More Transportation Choices: The streetcar will act as both a catalyst for development and an expansion of the transportation options available to the workers, tourists, and residents interested in accessing the newly developed property. Downtown Salt Lake City Streetcar 12 July 12,2010 2) Promote Equitable, Affordable Housing: The RDA will encourage a mix of uses in the development of its properties, including moderate-to high-density residential buildings. Additionally, in executing the City's Master Plans, the development of the RDA-owned land will require a mix of home-ownership and income requirements. By nature of being next to the streetcar,these mixed ownership and income level households will have increased mobility and the option to use the streetcar in lieu of a car. 3) Support Existing Communities: The Downtown Streetcar should catalyze redevelopment of blighted or underutilized land owned by the RDA and located in close proximity to the selected alignment. This should be accomplished by the streetcar's ability to generate demand for transit-oriented development along its alignment. 4) Value Communities and Neighborhoods: By encouraging in-fill development,blight removal, and development of underutilized land,the streetcar will improve the Downtown Area and increase the walkability of the neighborhood. Private Sector/P3 Potential It.is important that the selected streetcar.alignment.have a high likelihood to.leverage•significant private sector investment in the project. The AA will look into the potential for private developer participation in the streetcar project,in connection with the development of specific properties. Such participation may include direct financial contributions or improvements that enhance the pedestrian environment along the alignment. Also being considered is the willingness and ability of the benefitting neighborhoods to contribute to the project through an assessment district. The basis for ranking the alternatives using this criterion will be an assessment of the potential private sector investment. Using the Private Sector/P3 Potential criterion will ensure that the final outcome of the AA addresses the following Livability Principle: 1) Coordinate Policies and Leverage Investment: If Federal funding is utilized to construct the downtown streetcar,this criterion will ensure the funding leverages the greatest amount private and locally generated income. Potential Yield from Tax Increment Financing and Other Locally Generated Funds Locally generated funding will be critical to the successful design and construction of the Downtown Streetcar. The AA will look into the potential that each alignment has to generate public funding. While all options will be considered,the analysis will particularly focus on the funding that can be generated through tax increment financing in RDA project areas,parking revenue, and special assessments. The basis for ranking the alternatives using this criterion will be an evaluation of the potential to access the largest amount of locally generated funds, weighted against the potential that the funding will be realized. Using the Potential Yield from Tax Increment Financing and Other Locally Generated Funds criterion will ensure that the final outcome of the AA addresses the following Livability Principles: 1) Coordinate Policies and Leverage Investment: If Federal funding is utilized to construct the Downtown streetcar,this criterion will ensure the funding leverages the greatest amount of locally generated public revenue for the project. Downtown Salt Lake City Streetcar 13 July 12,2010 Compatibility with Existiniz Plans The selected alternative will need to be compatible with the City's Downtown Transportation Plan, Community Plans and other City Plans. The basis for ranking the alternatives using this criterion will be to identify how or whether each alternative alignment detracts,implements, or augments the Downtown in Motion Plan, the Downtown Master Plan, Gateway Specific Plan, and the Central Community Master Plan. The selected alternative will not detract from the plan and, optimally,would augment or enhance the plan. Using the Compatability with Existing Plans criterion will ensure that the final outcome of the AA addresses the following Livability Principles: 1) Provide More Transportation Choices: The relevant master plans call for well-coordinated and varied modes of transportation to serve the populations within their specific geographies. Provided the selected alternative implements or augments the Downtown in Motion Plan, the inevitable result would be an increase in the number of safe,reliable, economical transportation choices for the workers,residents, and tourists in Downtown. 2) Enhance Economic Competiveness: One of the objectives of the Downtown In Motion plan,the Downtown Master Plan and The Gateway Specific Plan is to support regional commerce downtown. If the Streetcar implements or augments these plans,it will also support regional commerce, expanding business access to wider markets. 3) Support Existing Communities: A goal of the Downtown in Motion plan is to, "be supportive and compatible with Salt Lake City's vision of Downtown and Downtown land uses, activities,and businesses. Provided the selected alternative implements or augments the Downtown in Motion plan, it will also likely support the existing Downtown community. 4) Value Communities and Neighborhoods: The relevant master plans are intended to guide the development of their respective geographies.While in the case of the Gateway District, the plan was intended to take the area from brownfields to a downtown support district,the Downtown and Central Community Master Plans are intended to capitalize on the areas' strengths and improve in areas where needed. If the streetcar acts as a catalyst for developing the available properties and improving the transportation options in accordance with the Master plans, it will in effect enhance the unique characteristics of the community that the neighborhood chose to support in the drafting of the master plans. Ridership While all of the criteria are important in determining which alignment should be selected, ridership is the key to the success of accomplishing all of the streetcar project's objectives.To determine the current and future ridership, an in depth ridership analysis will be conducted.The determining factor in ranking the alternatives utilizing this criterion is the number of potential riders each alignment is anticipated to generate. The alignment with the highest projected ridership will be a strong contender for the Locally Preferred Alternative. Using the Ridership criterion will ensure that the final outcome of the AA addresses the following Livability Principles: Downtown Salt Lake City Streetcar 14 JuIy 12,2010 1) Provide More Transportation Choices: The alternative with the highest number of riders will effectively be the route that gives the most people a new mode of transportation. The rider's choice to utilize the streetcar means that they have determined that it is the safest, most reliable, and/or most economic option available to them. Cost and Cost Effectiveness Salt Lake City will consider the cost of each alternative relative to the ridership developed above. Using this criterion will address the following Livability Principles: 1) Coordinate Policies and Leverage Investment: If Federal funding is utilized to construct the Downtown streetcar, this criterion will ensure that financial resources are being used wisely,possibly reducing the amount of capital that could be required for leveraging of investments. 2) Enhance Economic Competiveness: A lower cost project could reduce the total amount of tax increment needed to support this project thereby improving the economic gains of local businesses and landowners within the TIF districts. Public Support Salt Lake City will include an extensive public involvement process as part of the AA: The public involvement process will include meeting with City staff, elected officials, and community stakeholders, as well as holding public meetings and open houses. The Public involvement will culminate with the Salt Lake City Council adopting a Locally Preferred Alternative. In addition to being prudent to consider public input,using public support as a criterion for selecting an alignment increases the likelihood that the alignment will result in enhancing the health, safety, and walkability of Downtown. Using the Public Support criterion will ensure that the final outcome of the AA addresses the following Livability Principle: 1) Support Existing Communities: One of the best ways to support existing communities is to incorporate the opinions of its residents into selecting the optimum alignment. Through the public involvement portion of the AA,the alignment that enhances the unique characteristics of the community, if the community values those characteristics, should rise to the top. Technical Capacity of the Applicant to Carry Out the Proposed.Work Successfully Salt Lake City's role as the capital,commercial center, and regional transportation hub for Utah has required the Cityto develop an experienced and specialized staff, which has successfiilly completed a variety of complex projects,including alternatives analysis and corridor studies. Representatives from Salt Lake City's Community and Economic Development Department and Transportation, Engineering; Planning, HAND, and Sustainability Divisions, as well as the Redevelopment Agency of Salt Lake City and the Utah Transit Authority, will participate in the management and oversight of the AA through the Technical Advisory Committee. The RDA will Downtown Salt Lake City Streetcar :5 July 12,2010 manage this study with oversight from the Technical Advisory Committee. This Committee has met for nearly two years as the primary planning body for the anticipated Downtown Streetcar. Most recently, the Technical Advisory Committee has overseen the preparation of a Downtown Streetcar Feasibility Study. This work has allowed the specialized City staff members to familiarize themselves with streetcars generally and their potential benefits in Downtown Salt Lake City specifically. This expertise will make the Committee well prepared to oversee the work of a qualified consultant. The City has performed this role for several transit investments, including light rail, commuter rail, and station improvements. the actual work of the AA. Salt Lake City's Technical Advisory Committee will consist of individuals from various City Departments with experience executing projects that address the FTA's six Livability Principles. 1) Salt Lake City Transportation: Salt Lake City Transportation will have two representatives on the Alternatives Analysis Technical Committee (AATC). These representatives will include the Transportation Division Director and the Transportation Planning Engineer. Salt Lake City Transportation has participated in the AA for the Sugar House Streetcar, a transit project in its early design stage. Additionally, Transportation staff worked with the residents and business owners in Salt Lake City to develop the Downtown in Motion plan. 2) Redevelopment Agency of Salt Lake City: The RDA has a long history of participating in transportation projects that benefit its redevelopment project areas.The RDA has contributed to the planning and construction of one light rail station on an existing track and the construction of several extensions of the UTA's Light Rail System. In addition to working on transportation projects,the RDA has managed a variety of commercial and housing projects, as well as the installation of utilities and other infrastructure. The RDA will be represented on the Technical Advisory Committee by its Executive Director and a Project Manager. 3) Salt Lake City Planning Division: Planning is responsible for development of the Master Plans that govern the land use and zoning along the alignments being considered. A Senior Planner who has overseen the development of one or more of the Downtown Master plans and is thoroughly familiar with the goals and objectives outlined in the plans will represent Planning on the Technical Advisory Committee. Planning's involvement will ensure that selected Streetcar alignment will be compatibility with the City's master plans. 4) Salt Lake City Housing and Neighborhood Development Division: Housing and Neighborhood Development(HAND) oversees the City's affordable housing programs, including low-interest housing rehabilitation loans, first-time home-buyer programs, housing development gap financing for affordable and special needs projects, and federal grants programs. HAND's representative on the Technical Advisory Committee will help ensure that expertise in the promotion of equitable and affordable housing is available to assist in the execution of the AA. 5) Salt Lake City Sustainability and Environment Division: A representative of the Sustainability Division will participate on the Technical Advisory Committee and will provide input on sustainability, environmental, and energy conservation issues. Downtown Salt Lake City Streetcar 16 July 12,2010 6) Salt Lake City Community and Economic Development Department: The Community and Economic Development Department(CED) is the administrative section of City government that manages the Transportation,Economic Development, Planning, Engineering, and HAND Divisions. Representation on the Technical Advisory Committee by CED's Deputy Director will ensure a holistic view is taken when utilizing the Selection Criteria during the AA. The Deputy Director has extensive experience working with the public to get input on capital projects or to address community issues. 7) Salt Lake City Engineering Division:. Salt Lake City Engineering is responsible for developing the City's capital projects and managing the City's rights-of-way. Engineering has partnered with UTA to manage the construction of segments of the regional light rail system that have passed through Salt Lake City. Engineering staff will provide expertise in the engineering, capital costs, and right-of-way related to each alignment. 8) Utah Transit Authority: UTA and Salt Lake City have had a long and successful-history of partnering on rail transit projects in Salt Lake City. Over the past 15 years;UTA and the City-have partnered to design and-construct-light rail, commuter rail,-and streetcar-projects within the City through a series of successful Interlocal Agreements. As the regional transit agency providing various modes of transit in and around Salt Lake City,UTA's representatives will have extensive experience in the development and execution of transportation related alternatives analyses and the construction of capital projects. Potential impact on Decision Making Salt Lake City's Mayor, City Council, and RDA Board of Directors have been very supportive of building a streetcar in Downtown Salt Lake City. The City and the RDA have devoted over $430,000 for current planning and future design, construction, and operation of the Downtown Streetcar. Current activity includes hiring a transit consultant to perform a streetcar feasibility study for Downtown,the results of which are due in early fall 2010. Demonstrating that the City and region are working together to pursue a Downtown Streetcar, the AA will provide valuable direction for how to proceed with the development of the Streetcar. As a sign of the value the RDA has given to completing the AA, its 2010-2011 Budget includes the necessary funding to cover the City's portion of the AA if the FTA approves this grant application. Furthermore, varied representation on the Technical Advisory Committee will provide the means for translating the findings of the AA into action items for the City. Implementation items may include: the Planning Division reviewing and revising the zoning along the selected alignment to ensure compatibility and transit orientation; the RDA working with private developers to develop RDA-owned land along the alignment and form assessment districts to support construction and operations of the streetcar; and HAND working with non-profit developers to build affordable housing along the alignment. Downtown Salt Lake City Streetcar 17 July 12,2010 D. Work Plan for Alternatives Analysis The following work plan will be performed to complete an Alternatives Analysis and select a Locally Preferred Alternative. Task 1 —Project Management/ Study Initiation Clear communication and a transparent process will guide the project management task. At the outset, significant time will be devoted to establishing communication protocols that last throughout the project. The following sub-tasks will be completed: • Develop a Project Management Plan, which will include a refined work scope, schedules, budgets, quality control, and invoicing. • Prepare a draft table of contents to utilize as a guide for subsequent deliverables. • Conduct bi-monthly Streetcar Committee meetings. • Facilitate a partnering session between the City, UTA, and FTA to ensure open communication. • Administrative record Task 2—Data Collection and Proi ect Understanding Since documenting existing conditions is critical to the Purpose and Need Statement, quantitative and qualitative documentation of the existing and future conditions of the Study Area is given considerable focus and effort at this phase of the work program. A substantial amount of a land use and transportation analysis has been conducted for downtown Salt Lake City. This study's data will form part of the base of information to be used for alternatives development and analysis. Using input from the AA Study Area's existing and future condition analyses, information from the review of past studies, and discussions with the City Committee members,the Consultant will define and recommend the Study Area boundaries.New Starts criteria define the study area to be a% mile buffer around corridors and station areas. The Consultant will formalize the definition of the study area and present it to FTA-Headquarters staff for concurrence at the proposed FTA project progress meeting. The Consultant, with City approval, will prepare a GIS- based study area map for presentation and for ongoing AA demographic and land use analyses. GIS will be used to produce high quality communication graphics showing the existing and future conditions throughout the study area. Data gathered in completion of the Downtown in Motion Plan,previous studies,and in previous subtasks in this analysis will be utilized to develop an understanding of existing and future transportation conditions in the study area. The evaluation of existing conditions will include, but not be limited to: an analysis of roadway characteristics; traffic volumes; existing and planned public transportation routes; sei vice levels and headways; ridership; support facilities; parking utilization and supply; and demographics. The results of this analysis establish the existing condition against which the alternatives can be compared. Identifying programmed and planned improvements is a key element in forecasting future study area conditions and potential circulator conflicts. The Consultant will obtain this information Downtown Salt Lake City Streetcar 18 July 12,2010 from City, regional and local agencies. Street and intersection improvements will be mapped using various local data sources. The agencies will be asked to identify any planned improvements that should be included in the 2040 baseline system--those that are virtually certain of completion by 2040 will be included in the baseline, others will be included in the list of potential improvements to be considered for the corridor. Task 3 -Public Involvement The AA will continue the public involvement efforts that have been initiated during the Feasibility Study. Sub-tasks will include: • Develop a thorough public involvement plan individualized for each neighborhood in the project area. • Provide education to the Technical Committee and policy groups as well as to the public at key milestones, including the verification of purpose and need, explanation of criteria and methodology, and extensive discussion about the federal livability initiatives. • Hold focus group meetings with stakeholders, some as a follow-up to previous meetings during the feasibility study stage. Task 4—Purpose &Need Statement&Draft Project Criteria This task is critical to each subsequent task because it outlines the reason for studying a transportation improvement and the measures by which to analyze the effectiveness of alternatives to meet the needs of the communities. Sub-tasks will include: • Understanding the market demand for travel and transit to and within downtown Salt Lake City. The team will use the traditional four-step model in the Wasatch Front Regional Council (WFRC)Travel Demand Model to answer the following questions and determine the strongest markets for travel and transit: Who will be traveling where in the 2040 planning horizon?How strong is the attraction between origins and destinations? What mode will travelers choose in 2040?What are the attitudinal factors that drive decision- making?What market and environmental factors drive decision-making? • Drafting a Purpose and Need statement based on the definition of transportation problems associated with future conditions as well as community input on what is needed.This statement will guide decision-making through the life of the project. , • Devoting adequate time to developing draft project criteria. Using the criteria described in the previous section of this document, the criteria will also incorporate elements from the federal process,the Regional Transportation Planning process and the Transportation Project Prioritization Process for Salt Lake County. The graphic below shows a sample approach to screening criteria. • Preparing an initiation package for FTA that summarizes the Purpose and Need for the project and the evaluation criteria. Downtown Salt Lake City Streetcar 19 July 12,2010 Screening Criteria Level I Screening A, Universe of Alternadves Community it -Level 2 Screening Comext A.; P191- Tedmalugy _q Ust Alternatives e Lon �evel I l� IN ght-of-Way-Land Use Connectivity Level 3 Screening 4iF Public Support Lcirally 1—Origins and Destinations I Preferred Level 2 Allemative COS Ridesslip-1101alOiky ?r Roadway Nnction-TfafftcOper3tions, Land Use Benefits.Public Support Ability to Meet Purpose and Need Level 3 Task 5—Alternatives Identification Alternatives will be developed to meet the purpose and need for the project, and will be screened based on the previously established criteria. At this middle level of screening,the long list of alternatives will be narrowed to final alternatives for detailed analysis and evaluation.The conceptual alternatives described above will serve as the basis for the further development of alternatives for consideration. Operational concepts will be developed for each alternative.At this stage, a long list of alignments will be judged against the purpose and need and criteria above to select final alternatives for evaluation. Task 6—Alternatives Screening and LPA Selection The team will narrow alternatives through the screening process to a short list of transit alternatives that may vary in operational characteristics and alignment. At this level of analysis, the team will prepare detailed information about each alternative, including: • Task 6A: Analysis of potential station locations and potential for positive land use effects at these locations. In addition to using the WFRC accepted travel demand forecasting model, Salt Lake City will also use off-modeling techniques to evaluate the relationship between changes in land use and its effect on ridership. This model considers density, design, distance and diversity(D-factors) to assess ridership at a station level. • Task 6B: Analysis of transit and traffic integration, and roadway issues associated with the alternatives working with UDOT, the County, and the City to consider the traffic impacts of the proposed alternatives. • Task 6C: Conceptual Engineering-Advance the engineering, design to a conceptual (5- 10%) level of design. The design work developed for the downtown route during the initial streetcar feasibility study will be utilized as a base for the refinement of the alignment alternatives. Elements of the engineering design will include track, roadway, structural,utility, drainage, and systems elements, as well as the following: • Determination of alignment and configuration, including termini layout, crossover locations and station/platform locations. • Generate typical sections for each alignment segment. • Identify associated changes to traffic circulation,lane assignments and pedestrian movements. Downtown Salt Lake City Streetcar 20 July 12,2010 o Identify anticipated impacts to adjacent properties,relocation of loading zones and accesses. o Identification of potential impacts to existing private and public utilities. o Identification of two or more viable sites for a maintenance facility. o Identification of all right-of-way needs • Task 6D: The Consultant will develop a detailed construction cost estimate(capital and operating)using the standard Federal Transit Administration cost categories for each of the alternatives. Under this task a preliminary environmental screenind,will also be completed. A preliminary screening of potential environmental impacts,particularly noise and air quality, will be completed. Impacts that will be studied include air quality,noise, vibrations, traffic, energy consumption, cultural and historic resources, storm water management, environmental justice, land use, and other significant environmental, social and/or economic impacts. In addition, anticipated areas of concern to residents and businesses along the corridor will be identified and addressed through the public involvement process. The identification of cultural resources and the evaluation of impacts on historically significant structures will also be an important consideration and a Level 1 screening will be completed during the Alternatives Analysis. Task 7—Evaluation and Selection Salt Lake City will work collaboratively to select a Preferred Alternative and advance this Alternative through the City's adoption process. Task 8 -Funding and Operational Plans In recognition that local funding will be necessary, advance the discussion and development of the overall funding strategy for the project. Develop the finance options considered in the feasibility study to potential scenarios for funding the local portion of capital and operating costs. In concert with funding is the determination of the operational entity of the system and the business model associated with it. _ Task 9—Documentation Salt Lake City will document the process and outcomes of the study in a draft and final Alternatives Analysis report, following the FTA guidance on preparation of such documents. Downtown Salt Lake City Streetcar 2t July 12,2010 Preliminary_Budge Task Cost 1. Project Initiation $ 20,400 2. Data Collection $ 23,800 3. Public Outreach $ 44,200 4. Pu ose and Need and Criteria Development $ 81,600 5. Development of Alternatives $ 68,000 6. Screening of Alternatives Included in sub-tasks below 6A.Ridership $ 85,000 6B. Operations $ 34,000 6C. Conceptual Engineering $ 68,000 6D. Cost Estimating $ 81,600 7. Evaluation and Selection $ 27,200 8. Funding and Operational Plans $ 30,600 9. Documentation $ 27,200 10. Grant Administration $ 5,679 Total-Project Cost $ 597,279 Salt Lake Ca Matcbin Funds(20%) $ 119,457 MEUNIER.` MINIMUM-MEN IN UNW-11,14, Downtown Salt Lake City Streetcar 22 July 12,2010