005 of 2023 - Local Link Circulation PlanSALT LAKE CITY ORDINANCE
NO. OF 2023
(Ordinance adopting the 2020 Local Link Circulation Plan)
WHEREAS, on November 12, 2013, the Salt Lake City Council passed Ordinance No.
63 of 2013 adopting the Circulation and Streetscape Amenities Plan for the Sugar House
Business District (the "2013 Circulation Plan") as an addendum to the Sugar House Master Plan;
and
WHEREAS, in 2020, Salt Lake City, South Salt Lake, Millcreek, and Holladay
collaborated on the Local Link Circulation Study to evaluate and accommodate transportation
options and identify gaps and barriers that make it difficult for people to efficiently travel
through and around the Sugar House Business District; and
WHEREAS, the Local Link Circulation Study produced a set of final program and policy
recommendations based on the gaps and barriers identified in the study area (the "2020 Local
Link Circulation Plan"); and
WHEREAS, the Salt Lake City Planning Commission held a public hearing on July 27,
2022 to consider recommending adoption of the 2020 Local Link Circulation Plan as an
addendum to the 2013 Circulation Plan; and
WHEREAS, at its July 27, 2022 meeting, the Salt Lake City Planning Commission voted
in favor of recommending to the Salt Lake City Council that the City Council adopt the 2020
Local Link Circulation Plan as an addendum to the 2013 Circulation Plan; and
WHEREAS, after holding a public hearing on this matter, the City Council has
determined that adopting this ordinance is in the City's best interests.
NOW, THEREFORE, be it ordained by the City Council of Salt Lake City, Utah:
1.Adopting the 2020 Local Link Circulation Plan as an Addendum to the
Circulation and Streetscape Amenities Plan for the Sugar House Business District.
The 2020 Local Link Circulation Plan is hereby adopted as an addendum to the
Circulation and Streetscape Amenities Plan for the Sugar House Business District,
which itself is an addendum to the Sugar House Master Plan.
2.Jurisdiction. The 2020 Local Link Circulation Plan shall apply within the City's
municipal boundaries as identified in the 2020 Local Link Circulation Plan
attached hereto as Exhibit "A."
3.Effective Date. This ordinance shall take effect immediately after it has been
published in accordance with Utah Code 10-3-711 and recorded in accordance
with Utah Code 10-3-713.
05
Passed by the City Council of Salt Lake City, Utah, this __ day of
--------, 2023.
SALT LAKE CITY COUNCIL
By: ________
CHAIRPERSON
ATTEST AND COUNTERSIGN:
CITY RECORDER
Transmitted to Mayor on ----------
Mayor's Action: ___ Approved. ___ Vetoed.
CITY RECORDER
(SEAL)
Bill No. of 2023 ----Published: ------
.2
MAYOR
APPROVED AS TO FORM
Salt Lake City Attorney's Office
Date:
Sara Montoya, Senior City Attorney
05
21st
February
Mar 3, 2023
Mar 7, 2023
Erin Mendenhall (Mar 13, 2023 11:12 MDT)
4
March 15, 2023
Circulation Study 2020 25
Creative Placemaking
Sugar House BD, Highland Drive
Existing Conditions:
Program Extent:
Land Use:
Program Destinations:
Project Alignment:
Guiding Principles:
Planning Integration:
Program Description:
Potential Impacts:
Collaborations and
Partnerships:
Implementation Phasing:
Sugar House Business District, Highland Drive
Commercial District
Shopping centers, S-Line, Parley’s Trail, U of U
Health Clinic, Sugarhouse and Fairmont Parks
Safety, Sustainability, Choice, Connectivity,
Health, Collaboration
This recommendation supports the safety,
choice, health, and collaboration guiding
principles.
A creative placemaking program in the Sugar
House Business District would formalize
activities and small improvements that
encourage people to spend time outside on
the streets of the commercial areas. It would
include sta time and funding to encourage
public art installations, street furnishings, and
activities and events that boost social and
economic vibrancy.
Conicts with vehicles created by temporary
or permanent placemaking elements would
need to be mitigated.
Salt Lake City Arts Council, Sugar House
Chamber of Commerce, Utah Arts Alliance,
Salt Lake County Arts & Culture
Short- to mid-term
Circulation Study 2020 26
Green Conict Markings
on Regionally-Signicant
Bikeways
TYPICAL APPLICATION
Green conict markings are typically used within bikeways, especially at turning
conict areas, intersections, and driveways. These locations present areas where
typical vehicle movements frequently encroach into bicycle space, but where the
prevailing speed of turning trac is low enough that motorist yielding behavior
can be expected.
Benets of Green Conict Markings
Promotes the multi-modal nature of a corridor
Increases the visibility of bicyclists
Discourages illegal parking in the bike lane
When used in conict areas, raises motorist and bicyclist
awareness to potential areas of conict
Increases bicycle comfort through clearly delineated space
Increases motorist yielding behavior
Helps reduce bicycle conicts with turning motorizes
Existing Conditions:
Program Extent:
Description:
Project Alignment:
Guiding Principles:
Planning Integration:
Collaborations and
Partnerships:
Implementation
Phasing:
Potential
Recommended
Corridors:
Neighborhood centers within the study area
including the Sugar House Business District, South
Salt Lake Downtown, Brickyard, and Millcreek’s
City Center
Green conict markings on bikeways increase the
visibility of the facility, highlight potential areas
of conict, and reinforces priority to bicyclists in
conict areas. Historically, Salt Lake City has used
green conict markings near Downtown bikeways
where bikeway use is highest. As the neighborhood
centers within the study area, such as the Sugar
House Business District, continue to grow and
attract more trips, green conict markings should
be implemented on new and existing bikeways.
Color should always be applied consistently to
facilitate clear understanding for all roadway users.
Safety, Choice, Connectivity, Collaboration
Supports multimodal goals inherent in plans
including the Salt Lake City Pedestrian and Bicycle
Plan Update, the Millcreek City Center Master Plan,
and the South Salt Lake Downtown Master Plan.
Salt Lake City, South Salt Lake, Millcreek, Holladay
Short- to mid-term
Highland Drive
Parley’s Trail through the Sugar House
Business District
900 East
2700 South
The intersection of
Highland Drive and
2100 South is an area
that could benet from
green conict markings.
The intersection of
Highland Drive and
Wilmington Ave
Parley’s Trail) is an
area that sees large
volumes of bicycle
trac traveling along
the Parley’s Trail.
Dashed Color in Conict Area
Color should be applied in a dashed pattern within a dashed bicycle lane to
indicate conict area/merging area.
Dashed application of color pavement mimics typical trac striping layouts,
where dashed markings indicate areas where merging is permitted.
Colored surface should be skid resistant and retro-reective.
Normal white bike lane lines should be provided along the edges of the
colored lane to provide consistency with other facilities and to enhance
nighttime visibility.
A “Yield to Bikes” sign should be used at intersections or driveway crossings
to reinforce that bicyclists have the right-of-way at colored bike lane areas.
Maintenance costs vary depending on paint and material used.
900 East is a regionally-
signicant bikeway
and could benet from
green conict markings,
especially near high-
conict areas such as
Nibley Park Elementary.
Photos (top to bottom): Typical application of green conict markings (NACTO,
2019). Example of green conict markings on 200 W in Salt Lake City.
Circulation Study 2020 27
Waynding & Signage
Local Link Study Area
Existing Conditions:
Program Extent:
Project Alignment:
Guiding Principles:
Planning Integration:
Program Description:
Collaborations and
Partnerships:
Implementation Phasing:
Sugar House Business District, Downtown South Salt Lake, Millcreek City
Center, along major trails and bicycle corridors
Choice, Connectivity, Collaboration, Transparency & Engagement
Good waynding and signage is part of the Millcreek City Center and South
Salt Lake Strategic Mobility master plans.
Successful signage and waynding projects include a comprehensive network
that develops a variety of sign types for dierent users. The signage is legible,
consistent, and demonstrates a hierarchy of information and sign types.
Identity and placemaking should be supported by signage and information in
the signage should be inclusive using symbols, icons, or multilingual text.
Waynding throughout the Local Link study area should create a consistent
visual language with a clear hierarchy of signage types including access signs
indicating primary gateways, fundamental and enhanced navigation, and
educational interpretive signage.
South Salt Lake, Salt Lake City, Millcreek, Salt Lake County, and WFRC
Short- to mid-term
Trail wayfinding and signage elements
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Access FUNDAMENTAL NAVIGATION Enhanced Navigation Interpretive
BIGDRY
CREEK
TRAIL
Rectangular shape
Standard symbols
Standard color
Three destinations
maximum, 2” text
minimum, standard
font and case
Arrow shape, order
and location
consistent
The Indianapolis Cultural Trail is very well dened an marked in a variety of ways that include pavement paint, art,
and consistent application of the trail logo.
ACCESS
Access signage may vary from a simple conrmation sign stating
the name of the route to a kiosk that has route name, map panel,
and additional destination information
ENHANCED NAVIGATION
Enhanced navigational elements provide additional
waynding information to trail users. They tend to vary in
content and formatting. They include pavement markings
such as trail logos or shared lane markings. Mile markers
and street/trail signs are also considered under enhanced
navigation.
FUNDAMENTAL NAVIGATION
Fundamental navigation signage can vary from decision
signs to turn signs to conrmation signs. These signs clarify
potentially ambiguous routes, a change in direction of a
route, or indicate the direction of a destination.
INTERPRETIVE
Interpretive signs illuminate the power of
place with content that informs, educates, and
entertains the public. More than just dates
and fact, interpretive panels inspire a feeling
of stewardship in site visitors, strengthening
awareness of cultural and natural resources.
Circulation Study 2020 28
WAYFINDING AND SIGNAGE PROGRAMS & POLICIES
Waynding & Signage
LOCAL LINK |CIRCULATION STUDY
CASE STUDIES
WalkYourCity.org - helps encorage
community walkability by connecting
people to city neighborhoods through
signs created and installed by community
members. It includes web-based
campaign management and data
collection that can provide maps and
directions for peoples smart phones.
Citizens, community development groups
and real estate companies are using
the program’s sign builder to design
and install campaigns that embrace
walkability on their communities.
Ledgible London - is a pedestrian focused
waynding eort that tries to coordinate
signage across multiple neighborhoods
in London. Prior to these eorts, an
inventory of pedestrian signage in the
city center identied 32 separate sign
systems. The myriad of sign types lacked
the consistency and confused citizens
and visitors. Since 2005 the campaign’s
ongoing eort boasts over 500 signs as
well as digital maps and smartphone apps
that aid pedestrian navigation.
Walk Your City and other focused
waynding eorts like Legible London
demonstrate the way clear signage
and citizen engagement can promote
more active transportation choices,
making communities healthier, safer, and
more vibrant. Ideas present in signage
campaigns like these are good case
studies and examples and elements
of them can be adopted within a
comprehensive signage and waynding
eort for the Local Link study area.
WAYFINDING PRINCIPLES
t Understand where they are with respect to other key locations
t Orient themselves in an appropriate direction with little misunderstanding or stress
t Discover new places and services
CONNECT PLACES
Waynding enables both residents and visitors to travel between destinations and to discover
new ones. Waynding connects neighborhoods and provides navigational assistance to both
local and regional destinations. Eective waynding is an extension to the bicycling and walking
network and provides a seamless travel experience for non-motorized users.
PROMOTE ACTIVE TRAVEL
A waynding network should encourage increased rates of active transportation by creating a
clear and attractive system that is easy to understand. The presence of waynding signs should
help to communicate that walking and bicycling to many destinations is possible. Waynding
helps overcome physical barriers that discourage the use of active transportation modes of travel.
MAINTAIN MOTION
Bicycling and walking require physical eort. Frequent stopping and starting to check for
directions may lead to frustration and discourage use. Consistent, clear, and visible waynding
elements allow people walking and bicycling to navigate while maintaining their state of motion.
The waynding information needs to be presented in a manner that is quick to read and easy to
comprehend.
BE PREDICTABLE
Eective waynding networks are predictable. When information is predictable, patterns emerge
and users rely on the network. Predictability also helps user to understand new situations
quickly, whether it be navigating a new intersection or traveling to a destination for the rst time.
Predictability should relate to all aspects of waynding placement and design.
KEEP IT SIMPLE
For a waynding network to be eective, information needs to be presented clearly and logically.
The presentation of information needs to be balanced; too much information can be dicult to
understand; too little and decision-making becomes impossible. To be successful, waynding
information must be provided in advance of major changes in the path of travel and conrmed
when the maneuver is complete.
The Spanish city of Pontevedra implemented a drastic policy to promote pedestrian activity by
closing the city center to vehicular trac. The clear pedestrian signage campaign adopts colors,
symbols and styles frequently seen in rail and bus waynding.
Identifying key locations within the Local Link study area then analyzing distances and routes
between locations is the rst step in creating a comprehensive waynding eort. Clear signage
adapted for dierent users including bicyclists and pedestrians is crucial to activating streets across
the study area and creating connection throughout neighborhoods and cities.
Circulation Study 2020 29
Bicycle Parking
Sugar House Business District
Bicycle parking is an important component of the bicycle network. This study
recommends that the cities incorporate the Association of Bicycle and Pedestrian
Professionals’ Bicycle Parking Guidelines into its development codes, making sure
to specify proper rack placement and design.
RACK STYLES
When properly designed and installed, these rack styles typically
meet all performance criteria and are appropriate for use in nearly any
application.
INVERTED U POST & RING CORRAL
RACK PLACEMENT
The following minimum spacing requirements apply to common bike rack
installations, such as the inverted-U. Recommended clearances are given rst,
with minimums provided in parentheses. Note that the typical bicycle footprint is
approximately 6’ x 2’, but some bikes may extend to 10’ or longer.
SHORT TERM BICYCLE PARKING
Short term bicycle parking should be 1) close to the users’ destination
and 2) easy to use. It should be designed for people visiting businesses
and community activity centers, trips typically lasting around 2 hours.
In order to optimize use, short term bicycle parking should be easy to
nd and easy to use.
Racks should be less than 50’ from the entrance it serves.
Adequate lighting should be provided if the location is likely see
use outside of daylight hours.
Racks should be sturdy and well-anchored.
Racks should be located in a highly visible location, and ideally
visible from within the destination.
LONG TERM BICYCLE PARKING
Long term bicycle parking is designed for users that may need to
leave their bikes unattended for longer than 2 hours, such as transit
users, employees, and residents. These racks should value security and
weather over convenience and can be provided in a variety of forms,
such as a room within an oce or apartment, a locked area within a
parking garage, or bike lockers at a transit stop.
Racks should provide a secure and protected location for long
term users to park their bicycles.
Access to parked bicycles should be limited to the group of users
that will be using the long term parking through user-supplied
locks, keys, smart cards, and other technologies.
Racks should accommodate a variety of bicycles and
accessories, including recumbents, trailers, and children’s bikes.
SHORT TERM RACK STYLES
LONG TERM RACK STYLES
STAGGERED WHEEL-
WELL-SECURE
VERTICAL
Crosswalk
Crosswalk
When installing sidewalk racks, maintain
the pedestrian through zone. Racks should
be placed in line with existing sidewalk
obstructions to maintain a clear line of
travel for all sidewalk users.Sidewalk racks adjacent
to on-street auto
parking should be placed
between parking stalls
to avoid conicts with
opening car doors.
96”
72” min)
96”
72” min)
60”
48” min)
60”72”48”
120” recommended
48” (36” min)
48” (36” min)
16’ min
96” recommended
24” (36” preferred when adjacent to auto parking)
24” min
36”
24”min)
36”
36”
24” min)
The following minimum spacing requirements apply to
some common installations of xtures like inverted-U or
post-and-ring racks that park one bicycle roughly centered
on each side of the rack. Recommended clearances
are given rst, with minimums in parentheses where
appropriate. In areas with tight clearances, consider
wheelwell-secure racks (page 6), which can be placed
closer to walls and constrain the bicycle footprint more
reliably than inverted-U and post-and-ring racks.
The footprint of a typical bicycle is approximately 6’ x 2’.
Cargo bikes and bikes with trailers can extend to 10’
or longer.
Source:Essentials of Bike Parking: Selecting and installing bicycle parking that works. Association of Pedes-
trian and Bicycle Professionals, 2015.
Corral
CORRAL
Two points of
ground contact
Can be installed in
series on rails to
create free standing
bicycle parking in
variable quantities.
One point of ground
contact
Less likely to
have bikes parked
perpendicular.
Easy to convert
from unused
parking meters
Work well in areas
that have limited
sidewalk space
Use on-street areas
that are unsuitable
for car parking
One parking space
can t 8-12 bicycles
Used for high density
indoor parking
Includes lift assist for
upper-tier parking
Can create safety
concern
Used for high density
indoor parking
Not accessible to all
types of bikes
Can create safety
concern
TWO-TIER
Variation of
wheelwell-secure
rack
Fits more parking in
constrained spaces
Can reduce usability
Existing Conditions:
Program Extent:
Project Alignment:
Guiding Principles:
Planning Integration:
Collaborations and
Partnerships:
Implementation
Phasing:
Sugar House Business District
Safety, Sustainability, Choice, Connectivity, Health
This recommendation supports the safety,
equity, choice, health, and collaboration guiding
principles.
Salt Lake City, Utah Transit Authority, and WFRC.
Short- to mid-term
Circulation Study 2020 30
500
Feet
2100 SOUTH
H
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WILMINGTON AVE
90
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Sugar House Business District
Bike Parking Analysis
Existing bike rack
0.25
Miles
Areas underserved by
bike parking
Existing Shared Use Path
Proposed Bike Lane
Proposed Neighborhood
Byway
WHERE ARE RACKS NEEDED IN SUGAR HOUSE?
Short-term bicycle parking is needed near many of the
businesses and community activity centers in the Sugar House
business District, including:
The new apartment complex on Sugarmont Dr and
McClelland St
In the Sugar House Commons Development
Within Fairmont Park and at the Fairmont Aquatic Center
Near the Olive Garden and Sugar House Shopping Center
At the Premier Plaza
Long-term bicycle parking is needed in all apartment buildings,
near transit centers, and near major employment centers, such
as the Sugar House Plaza.
Photo 1: Existing inverted U rack near SLC Med Spa, Sport Clips, and Paw Paw.
Photo 2: Existing inverted U rack near bus stop on 2100 South.
Circulation Study 2020 31
Trail Oriented Development
Local Link Study Area
Existing Conditions:
Program Extent:
Land Use:
Project Alignment:
Guiding Principles:
Planning Integration:
Program Description:
Collaborations and
Partnerships:
Implementation Phasing:
Primarily along urban or urbanizing areas
of established trails such as Parley’s and the
McClelland Trail.
Mixed use, commercial, residential
Safety, Sustainability, Choice, Connectivity,
Health, Collaboration
This form of development is compatible with
the development patterns and proposed
urban forms espoused in the Sugar House,
South Salt Lake Downtown, and Millcreek City
Center master plans.
Trail oriented development is an evolution
of urban development from auto-centeric
to people-friendly design. Similar to transit
oriented development, trail oriented
development leverages infrastructure that
supports active ways of getting around in
urbanized areas.
Trail oriented development creates a safe
and inviting environment for pedestrians
and cyclists around active transportation
paths connecting key destinations to activate
districts and increase sense of place.
Furthermore, trails add economic
development value. The value of properties
within a block of the Indianapolis Cultural
Trail have soared nearly 150 percent since the
trail’s opening in 2008. In both Salt Lake City
and San Francisco, the replacement of some
street parking with protected bike lanes along
specic corridors resulted in higher retail sales
in those areas. (Source: ULI)
PRATT, Salt Lake City, South Salt Lake,
Millcreek City, private developers and
property owners
Mid-term to long-term; can and should
happen as redevelopment occurs along these
routes.
ACTIVE FRONTAGES
SIGNAGE
WAYFINDING
SITE AMENITIES
MATERIALS
LANDSCAPE BUFFERS
TRAILLANDSCAPE
BUFFER
STORE FRONTCIRCULATIONBUILDING BUFFER PARKING
Circulation Study 2020 32
Trail Oriented Development
Local Link Study Area
ACTIVE FRONTAGE AND ACCESS - Buildings should provide direct access from the trail and
provide pedestrian-scale, high-quality frontages that provide a “front door” experience to
adjacent development. Active uses such as patios or outdoor dining should be oriented
towards the trail
APPROPRIATE LANDSCAPING AND BUFFERS - Landscaping along the trail should meet
CPTED (Crime Prevention Through Environmnetal Design) principles while helping to
shade the trail, reduce urban heat island eects, sepparate trail from adjacent uses, and
provide opportunites to manage stormwater runo.
SITE AMENITIES & MATERIAL CONSISTENCY - Adjacent development should include
supporting site furnishings like benches, trash receptacles, bike parking and repair stands.
Urban design of adjacent exterior spaces should include high quality materials and
amenities that contribute to a rich pedestrian environment.
WAYFINDING & SIGNAGE - Path material should have consistency to aid in waynding
and placemaking. SIgnage typograpghy, colors and visual style should be consistant
throughout the trail. Trac crossing becons at intersections, protective bollards and
landscape buers should work together to provide pedestrian safety and encourage trail
use for a variety of users.
Circulation Study 2020 33
Coordinated Trac Calming
Strategy
FUNCTIONAL REQUIREMENTS
All trac calming operates on the principle of deecting the direction of motor
vehicles and interfering with the ability to travel a straight, level path. Vertical
deection such as speed humps, maintains a vehicles straight path, but requires
a brief elevation change. Horizontal shifts, such as chicanes, require vehicles to
travel a meandering path and narrow the visual eld to reduce travel speeds.
WHY TRAFFIC CALMING MATTERS
The speed and frequency with which bicyclists and pedestrians are passed
directly impact their sense of comfort and safety. Slower vehicular speeds reduce
the likelihood of collisions by improving motorists’ ability to see and react to
pedestrians and cyclists and minimize conicts at driveways and other turning
locations. Slower speeds also reduce the severity of injury and property damage
when collisions do occur.
A well-designed trac calming program results in individual corridors or
a network of streets that feel safe, promote active travel, and enhance
neighborhoods’ sense of place and livability.
APPLICATION
Successful trac calming programs consider both exibility and structure, striking
a balance between analytical decision making and deploying solutions quickly.
Salt Lake City, South Salt Lake, Millcreek, and Holladay should seek to implement
trac calming programs that are consistent across jurisdictional boundaries but
easily adaptable to the local context. To guide the implementation process, each
city should dene and develop a data-driven priority rating system that scores
streets and districts based on identied prioritization factors, such as:
Trac volumes and speeds
The presence of existing or planned neighborhood byways
Crash statistics
Sidewalk availability
Residential density
Latent demand for walking and biking
Equity
It is important to note that Salt Lake City is currently developing a trac calming
prioritization program; lessons learned from this eort can be shared and adapted
to each city’s unique context to promote consistency in the region.
WHAT IS TRAFFIC CALMING?
Trac calming involves physical measures to reduce motor vehicle speeds and/
or cut-through trac volumes in the interest of promoting street safety and
livability. Education and enforcement strategies can also be used in addition to
engineered infrastructure, although engineering strategies are often found to be
most eective in inuencing slower speeds and desired volumes.
HORIZONTAL DEFLECTION
VERTICAL DEFLECTION
Curb Extensions are extended
sidewalk or landscaped areas on one
or both sides of the road to reduce
the roadway width. By reducing
crossing distances, curb extensions
also facilitate easier and safer
pedestrian movement.
Chicanes are raised curbs that create
a horizontal shifting of the travel
lanes along a road. The shifting lanes
reduce speeds by eliminating long
stretches of straight roadway where
motorists can pick up speed.
Mini Trac Circles are a type of
horizontal trac calming that can be
used at minor street intersections to
reduce conict potential and severity
at intersections and to reduce trac
speeds along a street.
Raised Intersections can eliminate
grade changes from the pedestrian
path and give pedestrians greater
prominence as they cross the street.
Speed Humps are raised areas,
typically 3-4” high, in the roadway
pavement surface extending across
the roadway. Speed humps can be
round or at-topped.
TRAFFIC
CALMING
EDUCATION
ENFORCEMENT ENGINEERING
Existing Conditions:
Program Extent:
Project Alignment:
Guiding Principles:
Planning Integration:
Collaborations and
Partnerships:
Implementation
Phasing:
Applicable to local streets within and around the
Sugar House Business District
Safety, Sustainability, Choice, Connectivity, Health
Collaboration
Salt Lake City is currently exploring development
of a city-wide trac calming program. This
recommendation seeks to provide a framework to
support neighboring jurisdictions near the Sugar
House Business District to develop their own
trac calming strategies to provide a consistent
approach across jurisdictional boundaries.
Salt Lake City, South Salt Lake, Millcreek
Short- to mid-term
3300 SOUTH
2100 SOUTH
I-80
13
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Millcreek
City Center
Brickyard
90
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llcr
Sugar House
Business District
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2700 SOUTH
70
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Existing Pain Points / Trac
Calming Recommendations
0.5
Miles ¯
Corridors that could
benet from trac
calming strategies
ST
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Circulation Study 2020 34
Micromobility Infrastructure
and Mobility Hubs
Various Locations
Transportation is undergoing a rapid evolution in Salt Lake County. Technology-
enabled services have expanded the suite of options available for getting from
point A to B. Urban transportation systems now need to reect:
ON-DEMAND SERVICES
In addition to biking, walking, driving, and taking transit, many people
have access to on-demand services from private companies (taxis, Uber,
Lyft), scooter share, bike share, car-sharing, and micro-transit shuttles.
ROLE OF PRIVATE SECTOR
New business models have increased the role of the private sector in
transportation and changed the nature of services operating in the
public right-of-way.
TRIP PLANNING
Trip-planning services are changing the way people make decisions
about routes, mode, and cost to travel.
ELECTRIC VEHICLES
Global trends toward electric vehicles, combined with the locally-
adopted goals for reduced greenhouse gas emissions, has increased
demand for electric charging options as part of public infrastructure.
E-COMMERCE
E-commerce is reducing personal trips to retail stores and restaurants
and increasing the volume of urban delivery and courier trips occurring.
CURB SPACE DEMAND
There is increasing demand for curb space for transit services, ride-
share, pick-up and drop o, wal kways, bikeways, and freight delivery.
As a result, cities and transit agencies around the country are identifying new
ways to connect the expanded suite of mobility options to one another and to
manage use of the right-of-way. By creating a physical platform for integrating
public and private, shared and individual, transportation services, mobility hubs
oer one such strategy.
Micro-
transit pick
up & drop
o area
Carshare
parking
and
access
points
Long
term bike
parking
Safe
bicycle and
pedestrian
crossings
Real time
transit
information
other
shared mode
information
Short
term bike
parking
Prioritized
bike and
micro-
mobility
access
Transit
ticket and
integrated
payment
kiosks
Bikeshare &
scootershare
parking
Electric
vehicle
charging
Prioritized
walkways
Freight
loading/
unloading
area
Bus,
shuttle, or
light rail
stop
Community
space
Retail Activated
furnishing
zone with
appropriate
support
infrastructure
TRANSIT AND TRIP-MAKING SERVICES
PARKING AND CHARGING SERVICES
PRIORITY ACCESS AMENITIES
MOBILITY HUB ELEMENTS
In practice, mobility hubs are the sum of their parts. The services and amenities
commonly considered in mobility hub planning include the following:
WHY MOBILITY HUBS MATTER
Current trends related to new and emerging transportation technology, suggest
that the site programming and available amenities of a mobility hub can aid the
City in:
MAKING TRAVEL CHOICES BETTER FOR EVERYONE
EXPANDING COVERAGE OF TRANSPORTATION SERVICES
MANAGING PRIVATE MOBILITY SERVICES
The S-Line Streetcar is part of Salt Lake City’s Frequent Transit Network (FTN) for
those traveling to or from the Sugar House Business District.
Program Extent:
Project Alignment:
Guiding Principles:
Planning Integration:
Collaborations and
Partnerships:
Implementation
Phasing:
Neighborhood centers and near high ridership
transit routes
Choice, Connectivity, Collaboration
This recommendation supports the equity, choice,
health, and connectivity guiding principles.
Salt Lake City, South Salt Lake, Millcreek, Salt Lake
County, Utah Transit Authority, WFRC, and the Salt
Lake City Redevelopment Agency.
Mid- to long-term
Circulation Study 2020 35
Recommended May be included
LARGE
HUB
SMALL
HUB
MICRO
HUB
Bus and/or shuttle stop
Fixed guideway transit stop (BRT or LRT)
Transit ticket kiosks
Seating
Shelter/Shade Structure
Indoor waiting area
Bikeshare and scootershare parking
Short term bike parking
Long term bike parking
Personal vehicle parking*
Carshare
Electric vehicle charging*
TNC pick-up/drop-o
Waynding
Real-time information
Wi hub*
Water fountains
Restrooms*
Sidewalks
Safe pedestrian crossings
Dedicated bike infrastructure
Active public space*
Convenience retail**
0.35
Miles ¯
Potential Mobility Hub Locations
Small Hub
LargeHub
0.5
Miles
Micro Hub
SSL Creative Industries
2100 SOUTH
H
I
G
H
L
A
N
D
D
R
I
V
E
90
0
E
A
S
T
70
0
E
A
S
T
2700 SOUTH
ST
A
T
E
S
T
R
E
E
T
3300 SOUTH
13
0
0
E
A
S
T
1700 SOUTH
I-80
I-15
Lightrail
Bus
Millcreek City Center
Brickyard
South Salt Lake Downtown
Sugar House Business District
Sugar House
Business District
Millcreek City
Center
Brickyard
SSL Creative
Industries
South Salt Lake
Downtown
May require coordination with adjacent private development
Convenience retail could include uses such as gyms/showers, convenience day
care, package delivery, etc.
Ordinances 05 of 2023 Local Link Circulation
Plan
Final Audit Report 2023-03-14
Created:2023-03-03
By:Thais Stewart (thais.stewart@slcgov.com)
Status:Signed
Transaction ID:CBJCHBCAABAAk82A1_WTuFKDFSTa5Ooy6aTSUPtL-v4Q
"Ordinances 05 of 2023 Local Link Circulation Plan" History
Document created by Thais Stewart (thais.stewart@slcgov.com)
2023-03-03 - 5:16:50 PM GMT
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2023-03-03 - 5:26:36 PM GMT
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2023-03-12 - 5:56:03 AM GMT
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Signature Date: 2023-03-13 - 5:12:17 PM GMT - Time Source: server
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Signature Date: 2023-03-14 - 9:56:12 PM GMT - Time Source: server
Agreement completed.
2023-03-14 - 9:56:12 PM GMT