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Proposed Resolution - 10/30/2023 RESOLUTION _____ OF 2023 CERTIFYING THE DOWNTOWN PLAN’S COMPLIANCE WITH UTAH CODE REQUIREMENTS FOR STATION AREA PLANS FOR EACH TRANSIT STATION WHEREAS, Utah Code 10-9a-403.1 requires cities to adopt station area plans for each transit station that is located within the city or within ½ mile radius of the city; and WHEREAS, Utah Code Subsection 10.9a.403.1(2)(b)(1) provides a process for cities to certify that plans adopted prior to June 1, 2022 comply with the requirements of Section 10-9a- 403.1; and WHEREAS, the 900 South, 600 South, Courthouse, Gallivan, City Center, Temple Square, Arena, Planetarium, Old Greek Town, Salt Lake Central Trax, Salt Lake Central Frontrunner, North Temple Trax, and North Temple Frontrunner stations are located within or on the boundary of the area covered by the Downtown Plan; and WHEREAS, the Downtown Plan was recommended, after multiple public hearings, for adoption by the Salt Lake City Planning Commission on August 26, 2015; and WHEREAS, the Salt Lake City Council (“City Council”) adopted the Downtown Plan on May 24, 2016; and WHEREAS, the Utah Code Subsection 10-9a-403.1(2)(b)(2) allows a municipal legislative body to adopt a resolution that certifies that the objectives in Utah Code Subsection 10-9a-403.1(7)(a) have been promoted for plans the city adopted prior to June 1, 2022 instead of requiring the city to adopt new station area plans; and WHEREAS, the City Council finds that the objectives in Utah Code Subsection10-9a- 403.1(7)(a) have been and are promoted by the Downtown Plan for all of the transit stations identified in this resolution and that the city has taken appropriate actions that demonstrate that the Downtown Plan and subsequent actions to implement the plan as indicated in Attachment A are still relevant to making meaningful progress towards achieving the objectives in said section of Utah Code. WHEREAS, the requirement for a station area plan under Utah Code Section 10-9a-403.1 requires a station area plan to include all of the land within ½ mile radius of the transit station; and WHEREAS, the city has evaluated the station area plans adjacent to the Downtown Plan where the ½ mile radius extends beyond the boundaries of the Downtown Plan, that all of the adjacent plans were adopted prior to June 1, 2022, or are other station area plans that have already been certified by the Wasatch Front Regional Council, and has found that these plans and subsequent actions to implement these plans promote the objectives of Utah Code Subsection 10- 9a-403.1(7)(a). NOW, THEREFORE, be it resolved by the City Council of Salt Lake City, Utah that the City Council hereby certifies that the Downtown Plan and surrounding station area plans have substantially promoted and continue to substantially promote the objectives set forth in Utah Code Subsection 10-9a-403.1(7)(a). Passed by the City Council of Salt Lake City, Utah this ___ day of _____________, 2023. ______________________________________ DARIN MANO, CHAIR ATTEST: _________________________ CITY RECORDER APPROVED AS TO FORM Salt Lake City Attorney’s Office Date:__________________________________ By: ___________________________________ Paul C. Nielson, Senior City Attorney September 18, 2023 Attachment A 1 OCTOBER 17 Salt Lake City Planning Division Nick Norris, Planning Director nick.norris@slcgov.com Downtown Station Area Plan Certification Salt Lake City Corporation Dept. of Community and Neighborhoods 2 Introduction Salt Lake City is seeking certification of the Downtown Plan and the surrounding plans to satisfy the Station Area Plan requirements outlined in Utah Code 10-9a-403.1(2)(b)(i) for plans adopted prior to June 1, 2022. This proposal would essentially use these plans to satisfy the station area plan requirement for 13 different stations: • 900 South • 600 South • Courthouse • Gallivan Plaza • City Center • Temple Square • Arena • Planetarium • Old Greek Town • Salt Lake Central o Trax o Frontrunner • North Temple o Trax o Frontrunner The City respectfully asks you to accept this document as the required submission for certifying the plans for these stations. To address the entire ½ mile radius that a station area plan is required to consider under state code, the city must provide information from seven different community plans. The community plans collectively establish the City’s land use element of our general plan. Submitting the required information using the provided submission sheet is cumbersome and challenging due to the number of plans that are included, and the city has produced this document to demonstrate that the requirements have been fulfilled. 3 Background The Downtown Plan was adopted prior to Utah Code 10-9a-403.1. There are 13 transit stations within the Downtown Plan area. A ½ mile radius extends beyond the boundary of the Downtown Plan. Seven additional plans have been adopted by the city, including policies supporting the objectives in 10-9a-403.1. This document provides land use policies from those other adopted plans to satisfy the intent and purpose of the station area plan requirements in the Utah Code. For certification, Salt Lake City views the downtown area as one large station area that includes each of the stations. The Downtown Plan and Surrounding Plans map provides a visual reference for context. The map shows the Downtown Plan Future Land Use Map in shades of red and includes five future land use designations: • High-Rise Core • Mid-Rise Transit Oriented • Mid-Rise Corridor • Mid-Rise Streetcar • Low-Rise Transit Oriented Each of these designations allows mixed-use development. Residential density is regulated by building height and setbacks and not by lot area. The primary difference between the designations is building height. On the low end, the Low-Rise Transit Oriented designation allows buildings up to 50 feet in height. This is primarily oriented around the 900 South Station. Form-based zoning has been adopted that is capable of producing densities of up to 45 dwelling units per acre. Buildings are currently under construction in the High-Rise Core, which will have densities that exceed 500 dwelling units per acre. The map shows the adjacent plans in shades of blue. The surrounding plans are shown because the ½ mile radius requirement in Utah Code 10-91-403.1 for a station area plan extends beyond the boundaries of the Downtown Plan. Salt Lake City seeks to certify the entire ½ mile radius area by providing descriptions from the surrounding plans that support the objectives for station area plans identified in Utah Code. This is done rather than seeking an exception of impracticability because these areas do support the objectives and have been planned and zoned to accomplish this. Three of the areas that are outside the downtown plan boundaries but within the ½ mile radius have existing station area plans that will be certified through a separate process. The plans, referred to as periphery plans in this document, include: • The Ballpark Station Area Plan (certified in 2023) to the south of 900 South. • Westside Plan, to the west. • The North Temple Boulevard Plan to the west and north. • Capitol Hill to the north. 4 • Avenues Community Plan to the north and northeast. • Central Community Plan to the east. The Station Area Map above shows the downtown future land use designations in shades of red and the surrounding community plans in shades of blue. 5 The below chart shows which plans apply to each station: Station Down- town Avenues Ballpark SAP Capitol Hill Central Community North Temple Boulevard Westside 900 South    600 South   Courthouse   Gallivan   City Center     Temple Square    Arena    Planetarium    Old Greek Town    SL Central (Trax)    SL Central (Frontrunner)    North Temple (Trax)    North Temple (Frontrunner)    There is not a single station in Downtown that falls completely within the boundaries of the Downtown Plan. This document provides information to certify existing, adopted plans that cover 13 of the transit stations within the city. Each of the plans listed in the table is referenced at the end of this document. The reference includes a list of policies related to each of the station area plan objectives listed in Utah Code 10-9a-403.1(7)(a). The future land use map for each plan is also provided. 6 Certifying Existing Plans and Actions Utah Code 10-9a-403.1(2)(b) outlines the requirements to certify plans that were adopted prior to June 1, 2022. The Downtown Plan and the surrounding plans were adopted prior to 2022 except for the Ballpark Station Area Plan, which was certified in 2023. This section of Utah Code is applicable to cities that have already adopted plans or ordinances, approved land use applications, approved agreements or financing, or investments that have been made prior to June 1, 2022. This section means that the city can use any, but doesn’t need to include all, of these actions listed that are still relevant to achieving the objectives outlined in Utah Code. To certify an existing plan, the city must demonstrate that the plan substantially promotes the objectives of Utah Code 10-9a-403.1(7)(a). The objectives listed in this section include: 1) Increasing the availability and affordability of housing, including moderate-income housing; 2) Promoting sustainable environmental conditions; 3) Enhancing access to opportunities; and 4) Increasing transportation choices and connections. Each of these objectives is discussed below, with specific references to the location in the Downtown Plan where the objective is discussed, and has associated policies, or action items. The plans on the periphery of each station will also be cited under each objective. In addition to demonstrating that the objectives are promoted, the city shall also demonstrate that the plans, ordinances, approved land use applications, approved agreements or financing, or investments are still relevant to making meaningful progress towards achieving the objectives. It should be noted that Downtown Salt Lake City has been the epicenter in the state of Utah for housing, commerce, transportation, and sustainable building practices since it was founded and continues to be a leader in implementing these objectives. This has occurred over generations, dating to the Plat of Zion, the 1919 City Plan, the Second Century Plan, the 1995 Downtown Plan, and the current Downtown Plan, adopted in 2016. It is Salt Lake City’s position that Downtown Salt Lake City is the most significant example of urban planning in Utah and the Intermountain West and has a long track record of plan implementation. No other station area plan (or a plan by any other name) can demonstrate the objectives to the scale, extent, and long-term commitment in the same manner as Downtown Salt Lake City and we appreciate the plans being certified expeditiously. 7 Promotion of Objectives This section describes how the Downtown Plan, periphery plans, ordinances, and actions support and promote the objectives identified in Utah Code 10-9a.403.1(7)(a). Each of the objectives focuses on the Downtown Plan and then follows with a short explanation of the associated policies found in the periphery plans. The policies in the Downtown apply to all 13 stations seeking certification. Policies that relate to a specific station will be identified under each objective. Information about policies found in the periphery plans will identify which stations the policies apply to. Objective 1: Increasing the availability and affordability of housing, including moderate-income housing. (Utah Code Section 10-9a-403.1(7)(i) The Downtown Plan has a specific goal of 10,000 housing units downtown by 2040. This includes increasing the number of all housing types and sizes, with specific mention of dwellings with three or more bedrooms. As used in the plan “housing choice” incorporates housing at all levels of affordability and includes initiatives to incentivize housing needs. The plan includes initiatives related to providing supportive housing for the homeless population as well. Pages 39-41 of the plan are specific housing-related policies. The policies are also anchored into each district within Downtown. To implement this policy, the city has taken the following actions: • Established financing tools to help lower the cost of housing at various levels below the current market rate. The tools are funded through various financing tools available to the city, including tax increment financing through the city’s redevelopment agency, the “Funding our Future” program that allocates a % of property tax to affordable housing, and utilizing state and federal tax dollars allocated to the city and to affordable housing developers. • Adopted zoning amendments that: o Increase building heights to promote more housing in all the downtown zoning districts; o Removed minimum parking requirements in all the downtown zoning districts; o Allowed a variety of housing types throughout the downtown. • Zoning amendment policies that are in process: o Affordable Housing Incentives: increases development potential and reduces approval processes for proposals that include a certain level of affordable housing. It is anticipated that these actions will help achieve the goal of 10,000 housing units Downtown by 2040. As of the end of 2022, there are 9,076 housing units in the area covered by the Downtown Plan. The Downtown Plan and subsequent actions to implement the plan aligned with favorable market conditions to nearly complete a 25-year goal in 6 years. The success of achieving this goal demonstrates that the actions in the plan are still relevant towards achieving this objective because of the approved land use applications and building permits that have included dwelling units. 8 The following is a discussion of the periphery plans that address land use policies for areas that are within ½ mile of each station but fall outside the boundaries of the Downtown Plan. 900 South Station: • Ballpark Station Area Plan: BSAP was certified in 2023 and covers the area that is within ½ mile radius of the 900 South Station. That plan includes land use policies to support increased housing supply and affordable housing in the area. Zoning amendments to implement the plan are underway and expected to be adopted in 2024. • Central Community: Approximately 2 acres of the land on the east side of State Street is located within ½ mile radius of the station but outside of the boundaries of the Downtown Plan. The Central Community Plan identifies this land as “Medium Density Mixed Use” with a recommended residential density of up to 50 dwelling units per acre. This policy aligns with the goal of increasing residential densities within the station area. This area is zoned a combination of two different zones, which allows residential without density limitations and building heights between 45 and 125 feet in height. 600 South, Courthouse, Gallivan Station • The area between 200 East and 300 East and 700 South and 100 South is within the Central Community Plan. This area is identified as “Residential High Mixed Use,” “High Density Residential,” “Medium Density Mixed Use,” or Institutional uses. The recommended residential density is at least 50 dwelling units per acre in the High Mixed use and High-Density categories. These densities support the objective of expanding housing options within ½ mile of the identified stations. City Center: • Central Community Plan: the same land use designations that apply to the 600 South, Courthouse, and Gallivan Station apply to this station. • Avenues: A small portion of the Avenues neighborhood is located within ½ mile of this station. The Avenues Plan designates the area as “High Density” and defines that as 20 dwellings per acre or more. This area is also a local historic district with very little opportunity for redevelopment. One surface parking lot has been approved for redevelopment with more than 50 dwelling units per acre. This area of the Avenues has an existing density that ranges from 18-70 dwelling units per acre, which promotes this objective. • Capitol Hill: Most of the land within 1/2 mile of the City Center station that is located on Capitol Hill is institutional or open space. North of the institutional land is a historic district with a high concentration of historic buildings. This area is dense, with densities ranging between 18 dwellings per acre on some blocks up to smaller areas with densities over 50 dwellings per acre. Temple Square and Arena Stations: 9 • Capitol Hill: about 30% of the land within ½ mile of the station is in the Capitol Hill Plan. Most of the land north of South Temple is Institutional and owned by the LDS Church and contains ecclesiastical land uses. The future land use designations on the land north of North Temple are Density or High-Density Mixed Use, both of which recommend residential densities that exceed 50 dwelling units per acre. • North Temple Boulevard Plan: this plan was adopted as a series of station area plans prior to the opening of the light rail line to the airport. The area of the plan that is within ½ mile of the Temple Square station calls for dense development. A lot of the land is owned by the Salt Lake City School District or by the LDS church. However, land that is developable for other uses has a recommended density of over 50 dwelling units per acre and nearly 1,700 housing units have been built. Some of these housing units are in the Arena and North Temple station areas as well. Transit-oriented zoning is in place. Planetarium • North Temple Boulevard Plan: Some of the area north of North Temple is within ½ mile of the Planetarium Station. All the area is located within the North Temple Boulevard Plan. That plan has land use policies that support densities over 50 dwelling units per acre. Transit-oriented zoning is in place. The zoning in this area supports high density and approximately 15 residential or mixed-use buildings have been constructed within this station area. Old Greek Town • North Temple Boulevard Plan: Some of the area north of North Temple and west of I-15 is within ½ mile of the Old Greek Town Station. All the area is located within the North Temple Boulevard Plan. That plan has land use policies that support densities over 50 dwelling units per acre. Recent construction within this station area has demonstrated that the zoning is still valid and supports this objective. Salt Lake Central (this includes a Trax station and a Frontrunner Station) • North Temple Boulevard Plan: Some of the area south of North Temple and west of I-15 is within ½ mile of the Salt Lake Central Station. Most of the area north of this station is included in other station areas discussed above. All the area is located within the North Temple Boulevard Plan. That plan has land use policies that support densities over 50 dwelling units per acre. Transit-oriented zoning is in place. • Westside Plan: The Westside Plan is located west of I-15 and south of I-80. Although relatively close to these stations, it is separated from each station by I-15 and the freight rail corridor that runs along 600 West. The only connections to the stations are 400 South over the bridge to 500 West and then back towards the station. Even though the area is within a ½ mile radius of the station, it is nearly a one mile walk to get to the station. However, the area that is within ½ mile of the station is identified as a neighborhood node in the Westside plan, which recommends densities of at least 20 dwelling units per acre with a mix of uses. The 10 zoning to support these policies has been adopted. The city is currently working through a federal grant to study options for improving connectivity in this area. North Temple (this includes a Trax Station and a Frontrunner Station) • North Temple Boulevard Plan: About half of the land within ½ mile of this station is in the North Temple Boulevard plan. This includes all the land north of North Temple. The plan supports intense development near this station, with densities above 50 dwelling units per acre and taller buildings. This transitions down towards the edge of the ½ mile radius. The blocks within ½ mile of the station contain some of the areas north of North Temple and west of I-15 within ½ mile of the Old Greek Town Station, which have been discussed above. All the area is located within the North Temple Boulevard Plan. That plan has land use policies that support densities over 50 dwelling units per acre. There are nearly 2,000 dwellings that have been constructed since this plan was adopted, with hundreds more under construction or entitled. This plan clearly supports this objective. Objective 2: Promoting sustainable environmental conditions. (Utah Code Section 10-9a-403.1(7)(ii) The Downtown Plan supports this objective by supporting housing, jobs, daily needs, culture, and entertainment near transit and bike paths to reduce the need to drive. There are multiple policies that relate to this, including an entire section on livability and urban design to facilitate a sustainable living environment downtown (pages 16-21). The Downtown Plan also includes specific sections that are related to this objective. Goal 2 on page 40 lists six different initiatives that promote sustainable living. Uniting City and Nature, found on pages 71-77, includes sustainability-related goals and action items. The development of the Green Loop, a linear park that surrounds downtown, is identified as a catalytic project to increase green space, reduce the heat island effect, and help manage stormwater in the downtown area (pages 86-87). The city has also adopted citywide policies promoting sustainable environmental conditions that apply to all the community and station area plans. The City’s vision plan, Plan Salt Lake, addresses sustainable issues with guiding principles related to water quality and conservation, air quality, sensitive land preservation, and smart growth. These principles include: • Placemaking; • Diverse mix of uses within neighborhoods; • Connectivity and circulation; • Density; • Compatibility; 11 • Maximizing public investments; • Responsive and resilient infrastructure; and • Green Building. Since the adoption of Plan Salt Lake, the city has updated zoning to align with these principles including: • Capping the amount of water any single land use can use per day to conserve water; • Updating landscaping requirements to promote water-wise approaches, including limiting the amount of non-functional turf grass citywide; • Eliminating parking requirements in Downtown and near transit while reducing parking requirements in the rest of the city; • A demolition and construction waste recycling program to reduce the amount of waste from redevelopment going to landfills; • Removing or drastically reducing minimum lot widths and lot sizes in the downtown area; and • Requiring midblock walkways throughout the downtown. These policies and zoning changes include the areas covered by the periphery plans and all the land within ½ mile of the transit stations listed in this report. Salt Lake City is also investing in improvements to outdoor space for the growing population. The city has allocated money to improve Pioneer Park to expand the recreation opportunities. The city is also in the middle of creating an implementation plan for the Green Loop, which will add dozens of acres of park space within the existing rights of way that surround downtown. The City’s RDA is going through a consultant-driven process to develop Station Center which will include public, outdoor space. Objective 3: Enhancing access to opportunity. (Utah Code Section 10-9a- 403.1(7)(iii) This section of the state code lists several ways that this objective can be achieved: • maintaining and improving the connections between housing, transit, employment, education, recreation, and commerce; • encouraging mixed-use development; • enabling employment and educational opportunities within the station area; • encouraging and promoting enhanced broadband connectivity; or • any other similar action that promotes the objective described in Subsection (7)(a)(iii) The entire Downtown Plan includes land use policies related to encouraging mixed-use development and the connections between them. Pages 13-14 of the plan provide the intent of the Downtown Plan as it directs growth and development. The plan defines livability on page 16. The plan establishes 10 values for downtown, all of which relate to enhancing access to opportunity. Pg 37 outlines the values, and each value has a series of goals, initiatives, and metrics. The detailed goals, initiatives, and metrics can be found on pages 38-77. The 12 Downtown is divided into districts, and these values are also reflected in district-specific goals found on pages 90-131. In addition to the policies in the Downtown Plan, Plan Salt Lake lists city-wide goals related to access to opportunity. Both documents have led to numerous implementation actions related to this objective: • requirements for including midblock walkways that connect through the 10-acre blocks downtown; • updating land use regulations for tech-related land uses to ensure these uses, particularly biotech have options to locate throughout the city; • Increasing building heights to support more mixed-use neighborhoods in the downtown area; • Removing zoning barriers to support the reuse of office space for other uses, including eliminating parking requirements. Some of these zoning changes also relate to the other periphery plans that cover some of the lands within ½ mile radius of the stations Downtown. 900 South Station: (Ballpark Station Area Plan) • Certified in 2022 and covers this objective. • The 900 South Station includes land subject to the Ballpark Station Area Plan. 600 South, Courthouse, Gallivan, and City Center Stations: (Central Community Plan) • The area between 200 East and 300 East and 700 South and South Temple is within the Central Community Plan. This area is identified as “Residential High Mixed Use,” “High-Density Residential,” “Medium Density Mixed Use,” or Institutional uses. The recommended residential density is at least 50 dwelling units per acre in the High Mixed use and High-Density categories. These densities support the objective of expanding access to opportunity by encouraging mixed-use development and enabling access to job opportunities. The City’s Transit Plan and Pedestrian and Bicycle Plan establish future improvements to this area through enhanced bus access (demonstrated by the improvements under construction on 200 South) and building cycling infrastructure on 900 South with the 9Line, 800 South, 500 South, 300 South, and 200 South as well as Main Street, 200 East, and 300 East. City Center Station: (Avenues Plan) • The primary role that the area within ½ mile of the City Center station that is located within the Avenues Plan is to provide density to link housing close to the central business district. The blocks in the southwest corner of the Avenues are some of the densest in the city. The Avenues also provide connections to Memory Grove Park and City Creek Canyon, which are important recreation opportunities for the northern part of Downtown and one of the few car-free areas in the city. The Avenues plan supports the preservation of the open space in Memory Grove and City Creek Canyon. 13 Temple Square, North Temple Trax, and Frontrunner Stations: (Capitol Hill Plan) • The land use policies of the Capitol Hill plan are like those of the Avenues, but the plan also supports the large institutional uses and cultural facilities that dominate North Temple. Capitol Hill is also home to schools for students who live in the Downtown area. The plan supports improving connections to both schools along 200 West and 400 West as well as an under-construction pedestrian and bicycle bridge over the freight rail lines and Frontrunner rail line. North Temple Trax, North Temple Frontrunner, Arena, Old Greek Town, Planetarium, Central Station Trax, Central Station Frontrunner, and Temple Square Stations: (North Temple Boulevard Plan) • The land use policies in the North Temple Boulevard Plan support a mix of uses. The plan also includes a connectivity map that recommends improved connections through the neighborhood to access transit. These connections also improve mobility throughout the neighborhood, whether it is the mentioned bridge, cycling infrastructure on 600 West, or the improved sidewalks leading from Frontrunner to 400 West and south to 500 West. Additionally, the plan recognizes establishing the Folsom Corridor Trail, which has recently been constructed, linking the stations to the neighborhoods to the west. Central Station Trax and Central Station Frontrunner Stations: (Westside Plan) • There is a small amount of land that is within ½ mile of the Central Station Trax and Front Runner Stations. This land is identified as a community node, which promotes mixed-use development. Objective 4: Increasing transportation choices and connections. (Utah Code Section 10-9a-403.1(7)(iv) The Downtown Plan includes specific sections related to transportation choice and connection: • The “Is Connected” section of the plan (pages 59-61) and the “Is Walkable” section of the plan (pages 62-65) establish specific policies related to how people move around through downtown. • The plan includes several key moves related to mobility: Downtown Streetcar, Trax Extension, and Green Loop (pages 79-87) including specific actions related to this objective. • The Mid-Block Walkway map on page 99 shows the location of all future midblock connections. As with the other objectives, connectivity and mobility are mostly guided by citywide plans related to transit, pedestrian, and bicycling infrastructure. These plans are intended to connect where people live to where they work, shop, recreate, and attend to other daily needs. These plans include specific actions related to improved connections to and through the periphery plans, including: • Expanding the frequency of bus lines; 14 • The improvements to 200 South; • The Green Loop; • the 300 South and 200 West protected bicycle lanes; • The completion of the 9 Line and the Folsom Corridor trails; and • The trails that connect Memory Grove to the foothills. Many of these features connect multiple planning communities and are therefore more appropriately placed in city-wide plans. These plans include the Salt Lake City Transportation Plan, which is currently being updated. The Salt Lake City Transit Plan and the Salt Lake City Bicycle and Pedestrian Plan include policies that connect all neighborhoods within the city through transit, cycling, and walking infrastructure. As a result, the reference provided herein is to those plans instead of repeating each item associated with each of the periphery plans and within each station area. The city is working on a long-term plan to reallocate space on Main Street to convert it into a pedestrian and bicycling street with limited access to daily deliveries, service, and public safety. In addition, the city is working with a Reconnecting Communities Grant to improve connections from Downtown to the neighborhoods west of I-15. Links and References Downtown Plan: http://www.slcdocs.com/Planning/MasterPlansMaps/Downtown.pdf Avenues Plan http://www.slcdocs.com/Planning/MasterPlansMaps/Aves.pdf • Objective 1: Future Land Use Map: Page 7 (includes density descriptions) • Objective 2: See Plan Salt Lake pages 9-10 and Guiding Principles 5, 6, and 7. • Objective 3: See Plan Salt Lake pages 9-10 and Guiding Principles 1-4 and 10-13. • Objective 4: See the Transit Master Pan and Pedestrian and Bicycle Master Plan Ballpark Station Area Plan: http://www.slcdocs.com/Planning/Master%20Plans/Central%20Community/22-10- 27_Ballpark.pdf • Certified in 2023 • See certification for references for how the plan satisfies objectives. Capitol Hill Plan http://www.slcdocs.com/Planning/MasterPlansMaps/Cap.pdf • Objective 1: Future Land Use Map: Page 2 (includes density descriptions) • Objective 2: See Plan Salt Lake pages 9-10 and Guiding Principles 5, 6, and 7. • Objective 3: See Plan Salt Lake pages 9-10 and Guiding Principles 1-4 and 10-13. • Objective 4: See the Transit Master Pan and Pedestrian and Bicycle Master Plan Central Community Plan http://www.slcdocs.com/Planning/MasterPlansMaps/cent.pdf • Objective 1: Future Land Use Map: Page 2 (includes density descriptions) • Objective 2: See Plan Salt Lake pages 9-10 and Guiding Principles 5, 6, and 7. • Objective 3: See Plan Salt Lake pages 9-10 and Guiding Principles 1-4 and 10-13. 15 • Objective 4: See the Transit Master Pan and Pedestrian and Bicycle Master Plan North Temple Boulevard Plan http://www.slcdocs.com/Planning/MasterPlansMaps/NTMP.pdf • Objective 1: Future Land Use Map: Pages 28-29 for North Temple Trax and Frontrunner Station; pages 51-53 for 800 West Station Area (includes density descriptions). • Objective 2: See Plan Salt Lake pages 9-10 and Guiding Principles 5, 6, and 7. • Objective 3: See Plan Salt Lake pages 9-10 and Guiding Principles 1-4 and 10-13. • Objective 4: See the Transit Master Pan and Pedestrian and Bicycle Master Plan Westside Plan http://www.slcdocs.com/Planning/MasterPlansMaps/WSLMPA.pdf • Objective 1: Future Land Use Map: Page 37 (community node designation); page 48 for description and future density. • Objective 2: See Plan Salt Lake pages 9-10 and Guiding Principles 5, 6, and 7. • Objective 3: See Plan Salt Lake pages 9-10 and Guiding Principles 1-4 and 10-13. • Objective 4: See the Transit Master Pan and Pedestrian and Bicycle Master Plan Transit Master Plan: https://www.slc.gov/transportation/wp- content/uploads/sites/11/2021/07/SLC_TMP_FULL_FINAL.pdf • Objective 3: See Plan Salt Lake pages 9-10 and Guiding Principles 1-4 and 10-13. • Objective 4: See the Transit Master Pan and Pedestrian and Bicycle Master Plan Bicycle and Pedestrian Master Plan: https://www.slc.gov/transportation/plans- studies/pbmp/ • Objective 4: See the Transit Master Pan and Pedestrian and Bicycle Master Plan Plan Salt Lake: http://www.slcdocs.com/Planning/Projects/PlanSaltLake/final.pdf • Objective 1: Guiding Principle 1 and 2 • Objective 2: pages 9-10 and Guiding Principles 5, 6, and 7. • Objective 3: pages 9-10 and Guiding Principles 1-4 and 10-13. • Objective 4: Guiding Principal 1, 2, and 4 Next Steps Salt Lake City has 34 stations that are either within the city boundary or within ½ mile of a station located outside the city boundary. This would be a hard barrier for any city to accomplish and has required decades of commitment, resources, and partnerships to build. Capturing those efforts and justifying the actions is best realized by simply looking at the downtown area. Putting that history into a document for the purpose of complying with a recently adopted state statute should be as easy as possible and require little effort. In putting together this document, the city hopes to demonstrate to others that this work is bigger than what can be captured by state statute. Putting together a plan is the easy part. Building 16 partnerships, committing to goals through actions, dedicating resources, and doing that consistently over time is much more difficult. Fortunately, Salt Lake City has a long history of planning for density, affordable housing, sustainability, transportation, and expanding access to opportunity. As this document demonstrates, the city has been doing this type of work under different names for decades, if not longer. The city will be seeking certification of existing plans for the 400 South corridor east of downtown as well as the North Temple corridor within the next 18 months. This document demonstrates the complexity of reviewing station areas that often include multiple plans and doing so does not align with the one-size-fits-all approach outlined in Utah Code. Similar documents should be expected for certifying those plans and associated actions. The city will be seeking an exception due to the impracticability of development for stations located at the Salt Lake City International Airport, five stations on the campus of the University of Utah, and one station in West Valley City where a small portion of the land is within SLC but separated by SR-201, where it is a limited access highway and creates a major barrier between the station and the land within Salt Lake City boundaries. This is anticipated to be forwarded to the Wasatch Front Regional Council soon. One station is going through the process of developing a station area plan for the Centerpointe station. That is expected to be completed in 2024. In all, the city should have station area plans for 28 of the 34 stations (certified as existing plans or new plans) or an exception granted in the next 18 months. The only remaining stations that would need to be addressed are the stations along the S Line, some of which are outside the city boundary. The city has not yet determined how to approach these stations and is likely to take a break from certifying station area plans so that resources can be directed towards updating other plans that need updates and updating zoning regulations to implement existing plans.