Transmittal - 3/24/2024ERIN MENDENHALL DEPARTMENT of COMMUNITY
Mayor and NEIGHBORHOODS
Blake Thomas
Director
SALT LAKE CITY CORPORATION
451 SOUTH STATE STREET, ROOM 404 WWW.SLC.GOV
P.O. BOX 145486, SALT LAKE CITY, UTAH 84114-5486 TEL 801.535.6230 FAX 801.535.6005
CITY COUNCIL TRANSMITTAL
________________________ Date Received: _________________
Rachel Otto, Chief of Staff Date sent to Council: _________________
______________________________________________________________________________
TO: Salt Lake City Council DATE: 3/19/2024
Victoria Petro, Chair
FROM: Blake Thomas, Director, Department of Community and Neighborhoods
__________________________
SUBJECT: Citywide Transportation Plan: Connect SLC
STAFF CONTACT: Joe Taylor, Transportation Planner IV, Joe.taylor@slcgov.com, or
(801) 535-6679
DOCUMENT TYPE: Ordinance
RECOMMENDATION: Adopt the Citywide Transportation Plan: Connect SLC
BUDGET IMPACT: None
BACKGROUND/DISCUSSION: The Administration has developed the Citywide
Transportation Plan: Connect SLC (the Plan) to replace the existing Transportation Master Plan.
The Salt Lake City Transportation Master Plan, while a remarkable and progressive document
for its time, was adopted in 1996. Much has changed since that time, including transportation
planning practices and the zeitgeist of how we think about public rights-of-way. Mobility of
goods and services is still of necessity, but it shares space with notions of safety, accessibility,
and concerns for the environment.
The policy landscape within Salt Lake City has also changed dramatically since the mid-1990s.
Plan Salt Lake (2015) laid out the City’s vision, aiming to prepare our city for growth while
simultaneously focusing on sustainability and livability. At the root of the vision is quality of life
for current and future generations. Specifically, in the realm of transportation, Salt Lake City has
adopted a Pedestrian and Bicycle Master Plan (2015) and a Transit Master Plan (2017). These
rachel otto (Mar 24, 2024 12:41 MDT)03/24/2024
03/24/2024
plans provide a list of projects that the City hopes to accomplish to bring transit and active
transportation into parity with our current autocentric landscape.
In this context, Connect SLC (formally the Transportation Master Plan) aims to take the values
espoused by the former plans, as well as those we heard from the community during
development of the Plan update, and to imbue all transportation projects, initiatives, and day-to-
day operations with those values. Much like Plan Salt Lake, Connect SLC is intended to function
as a Citywide plan that brings consistency not only to the Transportation Division’s work, but
also to the City as a whole, recognizing that many divisions and departments of the City touch
our transportation system in some way. According to the vision of Connect SLC “It is our plan,
envisioned by the community, to work toward a future where everyone enjoys equitable,
affordable, and reliable transportation choices. Connect SLC sets goals to improve health and
safety, expand access to opportunities, and improve air quality.”
KEY MOVES: The Plan lays out eight key moves to advance these values in our transportation
network:
1. Authentic and Intentional Engagement
• Build lasting relationships with community members to empower diverse voices
at the planning table.
2. Zero Traffic Deaths
• Implement a Vision Zero Strategy to improve safety for all.
3. Great Networks for Active Mobility
• Invest in our active transportation network to improve connections and health
outcomes.
4. Transit Friendly Neighborhoods
• Make transit a competitive and attractive mode of travel in Salt Lake City.
5. Healing the East-West Divide
• Heal past harms by building trust with the community and reinvesting in Westside
neighborhoods.
6. Low Emission Mobility Options
• Expand transportation options to meet our climate goals and efficiently manage
our streets.
7. Places for People
• Leverage community benefits from private investment to create welcoming
community gathering places.
8. Operationalize Complete Streets
• Design, build, operate, and maintain great streets through effective partnership.
PUBLIC PROCESS: Engagement began with the creation of a Community Advisory Council
(CAC). Through a formal application process, we identified nine individuals who would be
compensated hourly for their work on the project. The CAC gave ideas directly, helping shape
the broader community engagement plan. They also participated in events, edited documents
(including the final draft of the Plan), and perhaps most importantly, gave us access to their own
networks. With the help of the CAC, we launched a public engagement effort that asked the
community what they value most in their transportation system. Results from an online survey
and in-person events conducted at pop-up vaccine clinics were weighted to reflect city
demographics, in this case, adjusting for a lack of people 18 and under.
Individuals who live, work, and/or go to school in Salt Lake City identified safety from harm,
affordability, reliability, equity, and sustainability as their top transportation values. The project
team then took these values and created a large menu of policy options to address them. The
policy areas that received the most public support formed the basis of the second round of
engagement, detailed below.
A total of 879 (15 in Spanish, 864 in English) people responded to the City’s online survey and
approximately 60 people participated through in-person outreach. While demographic
information was not consistently collected for in-person participants, these events focused on
reaching communities who were under-represented in online survey responses, particularly
people who live in Salt Lake City’s Westside neighborhoods. The full report for the first round
of engagement, including geographic and demographic analysis of the respondents, is included in
Exhibit 4 of this document.
The second round of engagement took the values identified in the first round and created a menu
of policy options that could potentially advance those values. These policy options were
explained with both written explanations and visual representations. Participants could vote
online for the concepts that best addressed their desires and concerns. Participants were also able
to plot points on a map of the city and identify problems or highlight things that worked well.
This process was also conducted at several in-person events where participants could use stickers
and post-it notes to vote on the concepts. In-person engagement took place at the following
locations:
• Three Creeks Park Dedication
• Northwest Recreation Center (timed to coincide with a soccer tournament)
• Living Traditions Festival
• West High School
• Gail Miller Resource Center
• Spy Hop Block Party
• University Neighborhood Partners/Partners in the Park
• Salt Lake City Homeless Resource Fair (Madsen Park)
Since individuals could vote multiple times and demographic information was not collected, the
exact number of individuals responding to the second round of engagement was not collected.
However, we received thousands of responses during this round. We had a native Spanish
speaker present to help with engagement at some of these events, and the results were significant
enough to be highlighted in Key Move 1 of Connect SLC.
After the second round of engagement, staff took two additional internal engagement steps.
First, in order to address City representation, we presented the project to the Planning
Commission and the City Council for the first time. Recommendations from these entities
included focus on the following areas: safety, integration with land use policy, and continued
effort toward complete street programs for critical east-west corridors These comments were
integrated into the plan, specifically in Key Moves 2, 5, 7 and 8.
Second, the work was presented to a meeting of City department directors. This work session
allowed other departments and divisions to voice any concerns and create space for suggestions
on how the Plan could better integrate with other City efforts across departments.
The draft plan was presented to the Planning Commission on November 8, 2023. The
Commission unanimously recommended adoption by the City Council with the following text
amendment:
“Section 1.3 be amended to read, Strategy 1.3 facilitates long term dialogue between the City,
the local community, and other reginal partners. For Strategy 2.1 to establish a vision zero
action plan, to further engage with the community to raise pedestrian safety and awareness
about potential collision in the streets in Salt Lake City.”
Planning Commission (PC) Records
a) PC Agenda of November 8, 2023 (Click to Access)
b) PC Minutes of November 8, 2023 (Click to Access)
c) Planning Commission Staff Report of November 8, 2023 (Click to Access Report)
EXHIBITS:
1) Ordinance adopting Connect SLC: The 2023 Citywide Transportation Plan
2) 1996 Transportation Master Plan (Currently Adopted)
3) Draft Citywide Transportation Plan – Connect SLC
4) Survey Report (First round of public engagement)
5) 2015 Pedestrian and Bicycle Master Plan (Adopted)
6) 2017 Transit Master Plan (Adopted)
EXHIBIT 1:
Ordinance adopting Connect SLC: The 2023 Citywide Transportation Plan
SALT LAKE CITY ORDINANCE
NO. ___ OF 2024
(Ordinance adopting Connect SLC: The 2023 Citywide Transportation Plan)
WHEREAS, pursuant to Utah Code Chapter 10-9a, the Municipal Land Use,
Development, and Management Act (the “Act”), on December 7, 2015, the Salt Lake City
Council (“City Council”) passed Ordinance No. 63 of 2015 to adopt Plan Salt Lake as a general
plan; and
WHEREAS, as part of Salt Lake City Corporation’s (“City”) general plan, on July 19,
1996, the City Council passed Ordinance No. 19 of 1996 adopting the Transportation Master
Plan of 1996 (the “1996 Transportation Masterplan”) as a guiding document for transportation
policy; and
WHEREAS, since its adoption, significant changes in the state of transportation policy
and practice, as well as concerns regarding safety, sustainability, mobility preferences, and
equity considerations have rendered the adopted 1996 Transportation Master Plan valuable but
obsolete; and
WHEREAS, the Salt Lake City Planning Commission held a public hearing on
November 8, 2023 to consider recommending adoption of Connect SLC: The 2023 Citywide
Transportation Plan (the “2023 Transportation Plan”), as required by the Act; and
WHEREAS, at its November 8, 2023 meeting, the Salt Lake City Planning Commission
voted unanimously in favor of forwarding a positive recommendation to the City Council to
adopt the 2023 Transportation Plan as provided in Exhibit "A” attached hereto; and
WHEREAS, after holding a public hearing on this matter, the City Council has
determined that the adoption of 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 Connect SLC: The 2023 Citywide Transportation Plan. That Connect
SLC: The 2023 Citywide Transportation Plan attached hereto as Exhibit “A” is
hereby adopted to replace the 1996 Transportation Masterplan as part of City’s
general plan, pursuant to Utah Code Chapter 10-9a.
2. Jurisdiction. That Connect SLC: The 2023 Citywide Transportation Plan shall
apply within the City’s municipal boundaries to their full extent.
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.
Passed by the City Council of Salt Lake City, Utah, this _____ day of
___________________, 2024.
.2
SALT LAKE CITY COUNCIL
By: ______________________________
Victoria Petro, Chair
ATTEST AND COUNTERSIGN:
_______________________________
CITY RECORDER
Transmitted to Mayor on _______________________.
Mayor's Action: _______Approved. _______Vetoed.
MAYOR
___________________________
CITY RECORDER APPROVED AS TO FORM
(SEAL)Salt Lake City Attorney’s Office
Date: __________________________
Bill No. ________ of 2024
Published: ______________. _______________________________
Sara Montoya, Senior City Attorney
March 6, 2024
___________________________
: _____________________
Montoya, Senior City Attor
March 6, 2024
EXHIBIT 3:
Connect SLC :The 2023 Citywide Transportation Plan
HARDWARE
GROCERIES
A
P
T
S
PHARMACY RESTAURANT
CafeP
DOWNTOWN
Cafe
Salt Lake City · August 2023 DRAFT
As the capital city of Utah, it is important for
Salt Lake City to not only recognize the First
Nations peoples and the meaningful role they
play within our everyday urban fabric, but also
to lead out in true partnership with them.
The contributions of the Ute, Paiute, Goshute,
Dine’/Navajo, and Shoshoni are immeasurable
and we strive as a city to move forward in
consultation and true collaborative leadership
with our relatives.
—Mayor Mendenhall
Connect SLC Citywide Transportation Plan2
3
Acknowledgments
SALT LAKE CITY
Joe Taylor, Project Manager
Julianne Sabula
Lara McLellan
Becka Roolf
Amy Thompson
Michael McNamee
Roxanna Orellana
Ashley Cleveland
C.J. Johnson
UTAH TRANSIT
AUTHORITY
Alex Beim
Joey Alsop
WASATCH FRONT
REGIONAL COUNCIL
Nikki Navio
UTAH DEPARTMENT
OF TRANSPORTATION
Angelo Papastamos
Grant Farnsworth
CONSULTANT TEAM
Nelson\Nygaard
Avenue Consultants
Shiels Obletz Johnsen
SPECIAL THANKS
West High School
Gail Miller Resource Center
Salt Lake City Public Library
Neighborworks Salt Lake
Neighborhood House
Northwest Rec Center
Connect SLC Citywide Transportation Plan4
Contents
1. Our vision ...............................................................................................................................6
2. Getting around Salt Lake City ...........................................................................................16
3. Community engagement ...................................................................................................22
4. Aligning transportation with our values..........................................................................32
5. Key Moves ............................................................................................................................44
Authentic and Intentional Public Engagement ...........................................................................50
Zero Traffic Deaths .........................................................................................................................60
Great Networks for Active Mobility ..............................................................................................68
Transit-Friendly Neighborhoods ...................................................................................................76
Healing the East-West Divide ........................................................................................................84
Low Emissions Options ...............................................................................................................112
Places for People .........................................................................................................................126
Operationalize Complete Streets ..............................................................................................130
6. Achieving our vision .........................................................................................................140
5
Our vision
Connect SLC Citywide Transportation Plan6
1
Connect SLC is a 20-year vision for
transportation in Salt Lake City.
It is our plan, envisioned by the community, to work toward a future where everyone enjoys
equitable, affordable, and reliable transportation choices. Connect SLC sets goals to improve
health and safety, expand access to opportunities, and improve air quality.
Connect SLC identifies how we move today, what we value, how we want to improve public
spaces, and what improvements would make it easier for us to move around Salt Lake City (SLC).
Through our transportation programs, policies, and investments, we can directly influence the
quality of life for people who live in, work in, and visit our city.
7
HARDWARE
GROCERIES
A
P
T
S
PHARMACY RESTAURANT
P
DOWNTOWN
Business people
meet on the street
to walk and talk. Residents gather on
the street to protest.
Tourists take a
stroll, enjoying a
street performance
while heading out
to dinner.
Kids learn about traffic safety
and how to navigate the world
while walking to school.
People take a
leisurely midday
bike ride.
Our streets are not just a means to move
people and goods. They provide space for public life, economic exchange, and community gathering.
Connect SLC Citywide Transportation Plan8
Plan Salt Lake
Specialized
Plans and
Studies
Area and
Community
Plans
SLC
Transit
Master Plan
SLC
Pedestrian
Master Plan
Street and
Intersection
Typologies
Design
Guide
Complete
Streets
Ordinance
C N N E C T
S
L
O
Project timeline
Select Community Advisory Committee
SUMMER
Set Community Values, Vision, and Framework
Phase 1 Engagement
FALL
Develop Key Policies and Programs
Phase 2 Engagement
WINTER - SUMMER
Developthe Key Moves
FALL
Compile the Plan
SPRING - SUMMER
Adopt the Plan
FALL
2021
2022
2023
TRANSPORTATION MASTER PLAN
C N N E C T
S
L
O
Project Timeline
How does Connect SLC
relate to other plans?
Connect SLC is rooted in the building blocks of Plan Salt Lake to
“Establish and articulate a citywide vision for Salt Lake City.” It focuses
specifically on the Plan Salt Lake guiding principles of Neighborhoods,
Growth, Transportation, Air Quality, Beautiful City, Equity, and Economy.
9
What has SLC accomplished since the 1996 Transportation Plan?
Salt Lake City’s last citywide transportation plan was completed in
1996. Since that time, our population has grown and our neighboring
communities whose residents work and go to school in SLC have
also expanded dramatically. We’ve taken many steps to improve the
transportation options available for our growing community.
The first TRAX light
rail line opens from
Downtown SLC to Sandy
SLC publishes its
Transportation Plan
The Complete Streets Executive
Order requires SLC streets to be
designed, operated, and maintained
for all modes of traffic, including for
people walking and biking, and for
travelers of all ages and abilities
The Complete Streets
Ordinance codifies the
prior Executive Order,
ensuring that the policy
remains in place
The Winter Olympics leads
to an expedited expansion
of I-15 that includes high-
occupancy vehicle (HOV) lanes
The Downtown in Motion
Master Plan presents a
vision for separated bike
lanes downtown
FrontRunner commuter
rail begins operating from
SLC to Ogden Bike corrals are first added
to SLC streets at the request
of local businesses, replacing a
single car parking space with a
10-bike rack
A western segment of the
9-Line Trail is constructed
along the old 900 South
railroad corridor
50 miles of new and
redesigned bikeways open
in SLC—the largest annual
expansion in the city’s history
The North Temple multimodal
corridor opens with bike
lanes, wider sidewalks, and the
Green Line TRAX serving SLC
airport, providing an important
multimodal east–west connection
20021996 2008 2011
1999 2007 2010
Connect SLC Citywide Transportation Plan10
Utah’s first bicycle traffic signal
is installed on 1300 South and
600 East at the south end of
Liberty Park Over 130 hybrid-electric
or all-electric vehicles are
included in the City’s fleet
The McClelland Trail and
the University to Downtown
Bikeway opens
GREENbike, Utah’s
non-profit bike share
program, launches in SLC
Streetcars return to
SLC with the opening
of the S-Line and the
passage of the Sugar
House Circulation Plan
The first dockless scooter
companies launch in SLC as
part of an 18-month Dockless
Shared Micro-Mobility pilot
University of Utah and Brigham
Young University sign deal with
the UTA and issue free transit
passes for all students
SLC constructs its first protected
bike lane, a 2-block segment
along 300 East
SLC’s first protected intersection for bikes opens, connecting protected lanes
on 300 South to 200 West—the second protected intersection in America and
the first one constructed using Federal funds
The 600 East Neighborhood Byway opens—the first
low-speed, low-volume street optimized for comfortable
bicycle and pedestrian travel in Utah
The Pedestrian and
Bicycle Master Plan
declares walking and
bicycling as integral to SLC’s
transportation system
Plan Salt Lake provides a
25-year vision to balance
growth, sustainability, and
livability
UTA pilots fare
free transit for one
month—“Free
Fare February”
SLC Council
approves updates
to residential
and off-street
parking
requirements to
support affordable
housing and help
meet climate goals
Utah Transit Authority (UTA)
establishes permanent
on-demand service to
Southern Salt Lake County
and SLC WestsideThe Transit Plan was
developed, prioritizing
the frequent transit
network, pilot programs
for shuttles, enhanced
bus corridors, and transit
access improvements
2015
2016 20222018
2013 2017
2012
2021
11
What key issues does Connect SLC address?
SLC is one of the fastest
growing urban areas in the
country.
In 2022, SLC was among the top ten fastest
growing cities in the country,1 growing by
14,000 residents or 7.5% since 2010. An
additional 30,000 residents are projected in the
next 20 years.2 The surrounding metropolitan
area, including Salt Lake and Tooele Counties,
are projected to grow even faster. A growing
population means more demand on our
streets, and more people traveling in,
around, and out of the city.
SLC must focus on housing
affordability and bringing
people closer to destinations.
Our transportation system supports a vibrant
downtown core and provides access to
businesses throughout SLC. Downtown in
Motion was developed to revitalize the core
and connect people to transit. Recent housing
policy changes also allow for more density by
permitting the construction of missing middle
housing. When more homes and destinations
are closer together, it is easier for people to
take transit, walk, and bike to meet their daily
needs. Effective transportation and land
use policy is a powerful tool in addressing
affordability by bringing residents closer
to essential services, healthy food options,
and jobs.
Transportation decisions
have divided SLC, hindering
Westside neighborhoods.
People living in Westside neighborhoods
are disconnected from jobs, recreation, and
essential services due to I-15, I-80, freight
rail tracks, and other large projects. While
investment occurs in the Westside, there has
been a lack of outreach to and collaboration
with historically marginalized communities,
leading to distrust and an inability to address
the needs of the community. Future
transportation investments must reflect
the voices and needs of people in the
Westside neighborhoods.
Connect SLC Citywide Transportation Plan12
There are limited
transportation options to
combat climate change.
The American Lung Association 2022 State of
the Air report card ranks SLC at 20th in the
nation for short-term particle pollution,3 and
the US Environmental Protection Agency (EPA)
has consistently spotlighted the city for its
dangerous levels of pollutants. Ozone pollution
is exceptionally high in the region, of which
50% is directly generated by motor vehicles.4
Transformational changes are needed to
reduce greenhouse gas emissions and improve
air quality. Promoting active transportation
and increasing use of public transit by
expanding transit options are essential to
meeting climate goals set forth in the SLC
Climate Positive 2040 Resolution.
Traffic deaths are on the rise.
During the COVID-19 pandemic, motor vehicle
traffic declined, but traffic deaths increased.
Pedestrian and bicycle traffic fatalities and
series injuries have gone up. Utah had a record
number of bicycle and vehicle fatalities in
2021.5 In 2023, SLC committed to eliminating
traffic fatalities by joining the Vision Zero
Network. Changes to policy and public
infrastructure are critical to protect and
ensure the safety of our most vulnerable
road users. Addressing safety encourages
residents to walk, bike, and roll.
Travel options are
needed for people traveling
at all times of day.
Traffic in the morning and evening commute
hours has decreased compared to pre-
pandemic levels. The COVID-19 pandemic
showed that travel for essential services
is spread throughout the day. Future
transportation decisions must be inclusive
of all travel patterns, not just those of
commuters during the typical peak hours.
13Chapter 1: Introduction
Vision
We envision a Salt Lake City where everyone
enjoys equitable, affordable, and reliable transportation choices that support safety, health, and sustainability.
Our commitment to a more equitable future
Connect SLC centers equity in our transportation planning process, focusing on those who have been
negatively impacted by past policies and investments, and highlighting the critical need to address the
accessibility, connectivity, and mobility challenges experienced by people and communities who have
historically been historically left out of the decision-making process.
14 Connect SLC Transportation Master Plan 2023
Goals
Our goals—articulated through public input and crafted by the project’s
Community Advisory Committee—inform the Key Moves and associated strategies
and actions to achieve them.
Equity
Our transportation
system is accessible and
welcoming to people with
diverse abilities, identities,
lived experiences,
and language skills.
Investments are made to
counteract historic and
current disparities.
Health and Safety
Our transportation
system keeps people
safe when they walk, use
a wheelchair or other
device, bicycle, take
transit, and drive. Streets
are designed to prevent
collisions and support
personal health.
Reliable Options
Salt Lake City residents,
employees, and visitors
have access to a variety
of travel options that
consistently get them
to the places they
want to go.
Affordability
People can easily access
transportation options
that fit their budget and
payment methods.
Sustainability
Our transportation
system incorporates a
range of design solutions,
technologies, and mobility
options to aggressively
reduce air pollution
and greenhouse gas
emissions caused by
vehicle use.
15Chapter 1: Introduction
Getting around Salt Lake City
Connect SLC Citywide Transportation Plan16
2
We envision a transportation system that is
safe and reliable for people walking, rolling,
biking, and taking transit. So safe and reliable,
in fact, that they are preferred travel options!
Currently, driving feels to many like the safest and most reliable way to get around, but not
everyone can drive and our climate and city can’t sustain the impacts of so many vehicle
trips. Our transportation system does not fully meet the diverse and varied needs of our
community. Whether it’s commuting to work, taking a walk to nearby parks, or biking to school,
more work is needed to overcome historical barriers for people who navigate the city without
personal vehicles.
17
(Other)
Getting to work
Most commutes are made by driving alone, putting stress on existing
roadways and slowing our progress towards cleaner air.
How do people get to work in SLC?
Source: 2021 ACS 5-Year Estimates
63%
drive alone to work
13%
typically work from home
(significant increase after
the COVID-19 pandemic)
6%
take transit, and fewer
walk (5%) and bike (3%)5%
3%
250K+
people work within SLC.
83%
live outside SLC city limits and
travel into SLC on a regular basis.
Providing convenient regional
transportation options is key to
meeting the needs of longer-
distance commuters.
Each person in this
graphic represents
10,000 commuters
Source: LEHD
Origin-Destination
Employment
Statistics, 2019
“Please do a better job of accounting for people who don’t
drive in cars everywhere they go. Streets seem designed only
for drivers, and everyone else seems like an afterthought.”
“The city has an overabundance of on-street parking… We should rethink our
use of that space for greater public benefit, like micro-parks, placemaking,
transit and pedestrian islands, and bicycle storage.”
ENGAGEMENT SPOTLIGHT
Connect SLC Citywide Transportation Plan18
Riding a bike
Addressing
safety
challenges
Pedestrian, bicyclist, and
motorcyclist casualties from road-
based collisions are rising.
Source: UDOTZeroFatalities
Year-to-Year Fatality Dashboard
SLC enjoys great access to mountains and nature, with extensive
trails outside the urban area. However, getting to these destinations
without a private vehicle is challenging.
Demand is rising for an all-ages-and-abilities bicycle network to make
bicycling a viable means of reliably getting around the city both for
commuters and for recreation.
138
miles of shared-use trails across SLC. While
this is an invaluable resource, many trails
still don’t connect safely to places where
people live or need to go.
322
94
12
traffic collisions
claimed 322 lives
in Utah in 2022 ...
... of which 94 fatalities
took place within
Salt Lake County ...
... representing an
increase of 12 fatalities
from 2021
14%
of streets in SLC have designated bikeway
infrastructure.6 The citywide bicycle network
is incomplete, with many gaps that prevent
access to existing trails.
3%
of people ride a bike to work,7 but many
others also bike to local stores, restaurants,
and services. New projects such as the 9 Line
and McClelland trails are helping to build out
the 2015 Pedestrian and Bicycle Plan.
19
A long walk
around the block
Standard blocks in SLC are twice as long as
in most major cities, making it challenging
to connect to transit and other destinations
without using a personal vehicle.
Ridership on the S-Line Streetcar
surpassed pre-pandemic levels in
summer 2022, as high-density residential
developments are completed along the
corridor. This is a testament to the benefit
of transit-oriented development.
UTA On Demand saw a 300% increase
in ridership in the first year of service,
with more than 1,000 rides provided in
December 2022.
Taking transit
Transit ridership on UTA buses, FrontRunner, and TRAX light rail is well below pre-
pandemic level, but people are coming back to transit.8
How much has ridership recovered since the pandemic?
There are new opportunities that inspire hope for transit in SLC:
81%
67%
59%
DOWNTOWN
Fe
b
2
0
2
0
r
i
d
e
r
s
h
i
p
Bus ridership
FrontRunner rail ridership
Light rail ridership
Cafe
A
P
T
S
STORE RESTAURANT
P
660ft
Salt Lake City
200ftblocks
660ftblocks
300ftblocks
Salt Lake City
San Francisco
Portland (OR)
Source: UTA Ridership, Feb. 2020 and Feb. 2023
Connect SLC Citywide Transportation Plan20
Innovative transportation solutions
are adapting to changes in the way we travel
REMOTE AND HYBRID WORK
A shift to remote and hybrid work has
transformed how and when we travel.
DEMAND AT ALL TIMES OF DAY
Where traditional transit services remain
scheduled to serve peak hour travel, the
success of UTA’s On Demand and S-Line
streetcar show how serving riders at
all times of day is more important than
ever before.
NEW COMPLEMENTARY OPTIONS
New mobility options will continue to play
an important role to complement bus and
rail services and provide more options for
people in SLC to move around.
DOWNTOWN
21
Community engagement
Connect SLC Citywide Transportation Plan22
3
Connect SLC is a community-driven plan.
It is grounded in ideas from families, youth, seniors, people of color, people with disabilities,
people who are unhoused, people who are not fluent in English, and other people who have
historically been left out of the conversation.
We connected with people in three ways:
• A community Advisory Committee
• Two online surveys
• In-person workshops and conversations with people at community events
The Connect SLC engagement process sought to understand community values around
transportation, identify what people saw as our biggest challenges and issues, and gain insight
into key moves that would help address our most pressing needs.
23
• Launch Project Webpage
• Invite applications for the
Community Advisory
Committee
Project Kickoff
• Identify community values
for transportation
Phase 1 Engagement
• Design big ideas and key
moves for transportation
• Host SLC Westside
Charrette Week
Phase 2 Engagement
•Unveil final Connect SLC Citywide Transportation Plan
Final Plan
2021
2022Community Outreach and Engagement
Timeline
2023
What was the community engagement timeline?
Connect SLC Citywide Transportation Plan24
Who is the Community Advisory Committee?
Connect SLC convened a Community Advisory Committee (CAC) to ensure diverse perspectives
of the community were represented in shaping the plan. We developed a framework for selecting
a representative group of residents, then put out an open call for membership applications.
Members were selected based on their diverse skills, experiences, community involvement, and
unique transportation perspectives, and were compensated for their time.
The CAC included nine members from the SLC community bringing diverse professional and lived
experiences of navigating the transportation network as people of color, people with disabilities,
and other underrepresented populations.
The CAC helped shape the plan through meetings and tours covering:
How to
effectively engage
the community
CAC members provided
feedback on the public
engagement plan for
Connect SLC
Goal setting
CAC members refined plan
goals and values, and defined
opportunities and challenges
facing our transportation
system
Key Moves
and strategies
The CAC informed solutions
and strategies to improve our
streets and transportation
network
Solutions for east–
west connectivity
The CAC walked parts of the
city where I-15 and rail tracks
divide our neighborhoods
and discussed future
solutions
City staff also met with CAC members in smaller groups to review plan goals, key moves for the
future of transportation, and other critical elements of the draft plan. Throughout the planning
process, CAC members played a key role in conducting in-person engagement and outreach
directly in their communities.
25
Phase 1: Transportation Values
Connect SLC engagement began with a focus on understanding what community members
valued and how systems for mobility and access influenced our collective ability to achieve
those values. Connect SLC vision and goals are drawn from these conversations.
What we did
We collected public feedback on transportation values online and in-person. This effort
coincided with the onset of the COVID-19 pandemic, forcing much of our in-person efforts to
pivot from their original design.
• An online survey was available in English and Spanish and asked respondents to rank
what they value in a transportation system.
• An interactive Community Values Tapestry activity asked community members to
prioritize values in a transportation system during in-person events.
Due to the pandemic, in-person events were limited to pop up vaccine clinics at Westside
elementary schools. While the number of responses was smaller than we might have hoped,
the people we heard from represent historically underrepresented communities.
community members
reached through in-person
events and online surveys939 The Community Values Tapestry was an interactive
activity asking the community to share their most
important values related to transportation.
Connect SLC Citywide Transportation Plan26
What we heard
Values
The community’s top
values were Reliability,
Air Quality and the
Environment, Safety,
and Affordability.
The CAC added Equity
as a value.
Outcomes
Community members
identified the following
important outcomes.
Improve zero- and low-emission
options (walking, bicycling, transit)
Improve road
pavement conditions
Increase transit
frequency and reliability
Enhance street lighting Ensure transit
is affordable
Reduce traffic speeds
Widen sidewalks
EQUITY SAFETYRELIABILITY AFFORDABILITYAIR QUALITY AND
THE ENVIRONMENT
DOWNTOWN
A B
DOWNTOWN
27
Phase 2: Big Ideas
The second phase of community engagement presented 14 potential
strategies to improve our transportation network and support the
Connect SLC vision and values. We called these strategies our “Big
Ideas” for transportation.
What we did
Pop-up events
The project team and the CAC conducted multiple in-person pop-up
events. These events were focused on reaching underrepresented
populations, such as unhoused people, youth, and residents of Westside
neighborhoods. We asked people to give feedback on the Big Ideas and
had a map available for participants to note specific improvements. At
least one Spanish-speaking staff member was present at each pop-up.
Pop-ups were organized at the following locations and events:
• Gail Miller Resource Center
• Art @ The Confluence
• West High School
• Living Traditions Festival
• Spy Hop
• University Neighborhood
Partners
• Northwest Recreation Center
Interactions
2,479
Events
7
These boards asked the public to weigh in on which ideas to improve
transportation in SLC were most important to them. The prevention of traffic
deaths, making transportation affordable, expanding transit, and creating public
spaces were the four highest rated suggestions of the 14 options shown.
Photo: Salt Lake City.
Connect SLC Citywide Transportation Plan28
StoryMap
A web-based StoryMap provided in English and Spanish was
distributed online to complement the Pop-Up events. The StoryMap
included a short description of each Big Idea and allowed people
to indicate their level of support. An interactive map allowed
participants to place points and draw lines in places where they saw
opportunity for transportation improvements.
Visits to
the StoryMap
800+
StoryMap
interactions
702
Points and lines
added to the map
120
Westside Connections Charrette Week
The Westside Connections Charrette Week brought together residents,
community-based organization leaders, city staff, and agency partner
staff to document gaps and identify ideas for transportation and public
space improvements between Westside and Eastside neighborhoods.
Activities included stakeholder interviews and a facilitated walking
tour, or “Walkshop.” The Walkshop, which included members of the
CAC, provided a first-hand experience of the persistent challenges of
Westside transportation infrastructure and barriers crossing I-15 and
the railroad tracks.
Local residents and city staff came together for a “walkshop” along major
divides between the Westside and Eastside neighborhoods to discuss challenges
and opportunities. Photo: Salt Lake City
Interactive online map survey from StoryMap engagement.
Photo: Connect SLC
29
What we heard
Participants in the Phase 2 online survey and
in-person events voiced the strongest support
for these five Big Ideas:
• Price options relative to people’s
income: Provide free transit, continue
Free Fare February, and expand the
existing Free Fare Zone.
• Grow the city’s tree canopy:
Increase the tree canopy in support
of climate adaptability.
• Create more safe places to cross the
street: Improve safety at intersections,
crosswalks, and on the streets in general.
Fast vehicle speeds and the width of streets
make it discouraging and dangerous for
people to walk.
• Support frequent, connected transit:
Provide frequent and connected transit
that is a reliable and sustainable alternative
to driving. Improve service in Westside
neighborhoods and expand transit to
run on evenings and weekends. Install
improved bus stops that provide shelter.
• Reconnect neighborhoods: Reconnect
neighborhoods that have been divided
by highways. Augment public space
and improve connections between
neighborhoods for people who walk, roll,
and bike.
People also shared their own Big Ideas
for transportation.
• Improve and add protected bike
lanes. Connect existing bike lanes
to form a network and separate
them from pedestrians and cars to
facilitate more bike trips.
• Enforce and educate for safety.
Enforce lower speed limits. Educate
drivers and transit operators to look
out for people walking and biking.
• Prioritize people, not cars.
Design for more density in the city.
Decrease dependency on cars
to improve air quality, especially
on high inversion days. Focus on
increasing foot traffic to support
local businesses. On wide streets,
reallocate space used for cars
to space for people—widen
sidewalks and add bike lanes.
Connect SLC Citywide Transportation Plan30
Internal engagement
The Connect SLC team engaged staff from many City departments that help deliver
and manage the City’s mobility options. These people bring an important perspective
and can represent input from the very many citizens they interact with in their work.
Presentations and check-ins
Progress on the plan was presented to the following internal organizations
throughout the process. Feedback was collected and incorporated at every stage.
• Bicycle Advisory Committee
• Accessibility and Disability Commission
• Transportation Advisory Board
• Salt Lake City Planning Commission
• Mayor’s Office of Equity and Inclusion
• Salt Lake City Council
Internal City workshops
A series of internal City workshops with staff and Division Directors were conducted
to help shape the plan. These workshops were critical to gain buy-in and allow the
various divisions that work in the right-of-way to provide critical input to ensure
successful implementation of the plan.
“I really enjoyed getting
to work with other people
in my community who
are passionate about
improving transportation
for everyone. Our
meetings were always
collaborative and focused
on making sure the most
underserved members
of our community had
a voice in the proposed
changes. With lots of
events and feedback, we
were able to create a
plan that aims to include
all of the diverse groups
within SLC.”
—Testimonial from CAC
member Tessa Nicolaides
31
Aligning transportation with our values
Connect SLC Citywide Transportation Plan32
4
Connect SLC is rooted in our community’s values and
collective desire to provide equitable access to jobs,
schools, housing, parks, and community resources.
Our community values affordable transportation options, clean air and reduced greenhouse gas emissions,
and streets that keep everyone—especially our most vulnerable travelers—safe.
Community values shape Connect SLC
From November 2021 through January 2022, Salt Lake City (SLC) conducted an online and in-person
citywide survey to understand the public’s priorities and values for transportation. This engagement was
the foundation for shaping the Connect SLC vision and goals. Five goals emerged, informed by the values
we heard from the community:
Equity: Our transportation system is accessible and welcoming to people with diverse abilities,
identities, lived experiences, and language skills. Investments are made to counteract historic and
current disparities.
Health and Safety: Our transportation system keeps people safe when they walk, use a
wheelchair or other device, bicycle, take transit, and drive. Streets are designed to prevent
collisions and support personal health.
Reliable Options: Salt Lake City residents, employees, and visitors have access to a variety
of travel options that consistently get them to the places they want to go.
Affordability: People can easily access transportation options that fit their budget and
payment methods.
Sustainability: Our transportation system incorporates a range of design solutions, technologies,
and mobility options to aggressively reduce air pollution and greenhouse gas emissions caused
by vehicle use.
33
Equity
Our transportation system is accessible and welcoming to people with diverse
abilities, identities, lived experiences, and language skills. Investments are made to
counteract historic and current disparities.
Our challenges
Salt Lake City’s Westside neighborhoods are home to the city’s greatest
concentration of people of color, people with low incomes, young
people, people with disabilities, and people who speak English as a
second language. Streets, sidewalks, and transportation infrastructure
and services in Westside neighborhoods have been shaped by historic
disinvestment and many of the most polluting, harmful transportation
uses have been located in this area. Westside neighborhoods have
more sidewalk gaps, fewer transit options, and fewer bike facilities than
other parts of the city. While Westside neighborhoods are some of
the most affordable places to live in SLC, residents are at a high risk of
displacement.9 The City must balance new investment with strategies to
prevent displacement.
What’s in motion?
Salt Lake City has made progress in improving transportation options
and facilities for Westside neighborhoods. The reconstruction of
900 South and the 300 North pedestrian and bicycle bridge provide
much-needed west-to-east connections. The Westside Transportation
Equity Study proposes many equity-driven engagement strategies
and transportation projects and the City was awarded a Reconnecting
Communities grant in 2023 to help foster east–west connectivity. The
City has also recently initiated complementary efforts for equitable food
access, housing, and gentrification mitigation.
“Me preocupa que el transporte público aumente
los precios de la renta y la vivienda. Me gustaría que
nuevos proyectos tomen en consideración el impacto
económico en las comunidades de bajos ingresos
porque no quiero que mi comunidad sea desplazada.”
“Everyone should
have equal access to
the transportation,
regardless of ability or
disability.”
“Equitable access to the community through
transportation, especially for marginalized communities,
should be the primary focus of any plan. Focus on
making transportation improvements in low-income
areas in ways that residents will use and appreciate.”
Connect SLC Citywide Transportation Plan34
This map presents the census tracts within Salt Lake City limits by equity score, which
represents the concentration of people of color, with low income, with disabilities, and
other factors within the tract. Areas with the highest concentration are on the west side
of I-15.
35
Health and Safety
Our transportation system keeps people safe when they walk, use a wheelchair
or other mobility device, bicycle, take transit, and drive. Streets are designed to
prevent collisions and support personal health.
Our challenges
SLC’s streets pose a challenge to safety. There were 400 severe and
fatal crashes in SLC from 2016-2020; 40% involved someone walking or
riding a bicycle. SLC’s block lengths and streets widths are twice as long
and wide as other major U.S. cities. People are more likely to drive faster
when streets are wide, and higher vehicle speeds in crashes involving
pedestrians mean a lower chance of survival. Wide streets also mean it
takes people longer to cross the street, and they are more exposed to
vehicles travelling at high speeds. This risk is even higher for people who
move slower due to age or disability.
What’s in motion?
Salt Lake City is committed to Vision Zero, the goal of eliminating traffic
fatalities and severe injuries. To meet this goal, the City will build on the work
of the multi-department Safe Streets Task Force to analyze crashes and
identify where future interventions are needed to prevent traffic injuries
and deaths. The City has also partnered with the Utah Department of
Transportation’s Zero Fatalities program for safety education.
Along with our partners at the Wasatch Front Regional Council (WFRC), SLC
is one of six communities to receive a Federal Safe Streets and Roads for
All (SS4A) Grant. The grant will allow WFRC to coordinate with the selected
communities on the creation of a regional traffic safety action plan. The work
will help SLC and its neighbors to generate new and useful ideas and policy
for safer streets regionwide.
“I often fear for my safety any time I’m not traveling in a car.
This is mostly due to wide roads and unsafe crossings. Cars
travel too fast and too close to the sidewalk in many places.”
“Zero
transportation
related deaths
should be the
#1 priority.”
“I would like to bike and walk
more; many streets and sidewalks
don’t make me feel safe.”
“I just want protection
from the drivers. I’d
like to see young and
old feel confident
moving around their
home city on their
feet or bicycle without
risking their lives.”
Connect SLC Citywide Transportation Plan36
This map shows the locations within SLC where fatal and severe injuries from traffic
collisions took place, with the highest concentration of collisions clustered in Downtown
and along Redwood Road and State Street.
37
25 30 50
chance of pedestrian fatality or severe injury
25%
mph mph mph
chance of pedestrian fatality or severe injury
50%
chance of pedestrian fatality or severe injury
90%
Vehicle speed and risk of pedestrian fatality
There is a strong correlation between vehicle speeds and the risk of pedestrian fatality or severe injury.10
Lower speeds are a key component of improving roadway safety for all.
Connect SLC Citywide Transportation Plan38
Reliable Options
Salt Lake City residents, employees, and visitors have access to a variety of travel
options that consistently get them to the places they want to go.
Our challenges
A reliable transportation system gets people where they need to go on
time and provides a smooth, comfortable experience. If transit comes
at unpredictable times, or sidewalks always need maintenance and are
covered in snow or debris, then people have a hard time depending on
taking transit or walking. In SLC, transit typically takes much longer than
driving, buses and trains don’t come often enough, and transit stops
aren’t always close enough to provide a seamless connection.
What’s in motion?
Salt Lake City has identified a Frequent Transit Network to target fast,
reliable bus service through infrastructure improvements like transit
lanes and signal improvements. The City is also working with UTA to
build multimodal mobility hubs to connect great walking and biking
options to transit service and concentrate amenities like bikeshare, bike
parking, and public space.
“Reliability is
important for
me because I
work full-time
at a hospital
and being on
time for work
is a priority.”
“People need
to be able
to trust their
transportation
when planning
for their day.”
“If I can’t count
on the system,
I’m not going
to use it.”
39
Affordability
People can easily access transportation options that fit their budget
and payment methods.
Our challenges
Housing and transportation are the biggest expenses for most
households. Affordability continues to be a primary concern
for residents in SLC.11 On average, housing and transportation
costs account for 39% of household spending, and the cost of
transportation increases as residents live further away from the
central area of SLC.12 People with low incomes typically cannot
afford to live near their workplaces and have longer commutes.13
For people who are unhoused or living in severe poverty, the costs
of car ownership or transit passes can be an obstacle to meeting
daily needs.
What’s in motion?
There are several programs in SLC to support transit affordability:
• UTA Reduced Fare FAREPAY Card provides a 50% discount
off the public fare to all qualifying seniors, youth, persons with
disabilities, and individuals who qualify based on income.
• Hive Pass Program is a half-price ($42/mo) pass available to SLC
residents.
• Student Pass Programs provide passes to students of all ages.
All students in the SLC school district and their parents receive free
passes. Students, staff, and faculty at the University of Utah and
Brigham Young University can access free transit by using their
campus ID cards, thanks to a partnership with UTA.
• Fare Free February was a pilot in February 2022 where UTA
provided free transit for one month to increase ridership and to
remove the cost burden of transportation for all Utahns.
Fare Free February was touted as a success with
noticeable increases in ridership during the fare
free month. The largest increases were observed on
Saturdays. Average Saturday ridership in February was up
58.1% over January. Weekday ridership was up 16.2% and
Sunday ridership was up 32.5%.14
Source: UTA Fare Free February Final Report (2022)
“I work with a lot
of underprivileged
folks in the
community and
wish it were easier
and cheaper to use
the bus and TRAX.”
“Affordability
means more
access to
more people.”
“Public
transportation
should be free
to people under
the poverty line.”
Connect SLC Citywide Transportation Plan40
This map illustrates the areas in SLC with households that spend the greatest proportion
of their income on housing and transportation costs. People living in the most
northeastern and southeastern parts of the city bear the highest transportation cost
burden, corresponding to the lack of transit access in those neighborhoods. The costs are
increasingly higher the farther one lives from Downtown.
41
Sustainability
The people of Salt Lake City can use convenient transportation options
that help to reduce carbon emissions and improve air quality.
Our challenges
Salt Lake City’s air quality is among the worst of any U.S. city.
Poor air quality is particularly harmful to children, the elderly, and
people with chronic conditions such as heart and lung disease,
and disproportionately affects people with lower incomes and
people of color. Researchers from the University of Utah found
that schools in SLC with predominantly low-income and non-white
students were disproportionately exposed to air pollution, even on
clean air days.
Motor vehicle emissions are a major contributor to climate
change, which has exacerbated the drought conditions that are
contributing to rapidly reduced water levels in the Great Salt Lake.
The drying lake poses the threat of toxic arsenic-laced dust being
blown into the city.
What’s in motion?
Salt Lake City’s Climate Positive 2040 aims to reduce greenhouse gas
emissions by 80% by 2040 and will focus on transportation emissions.
The Clean the Air Challenge and Idle Free Utah are two initiatives SLC
has in place to encourage more sustainable modes of transportation.
“Air quality is worsening in
Salt Lake City and I want
our children to inherit a
healthy city.”
“Climate change is our biggest
threat. I would love to see a
more expansive public transport
system across different areas in
the valley.”
Climate
Positive
2040
“The Department of Sustainability is an expression within local government of
broader values and priorities shared by our residents. Climate Positive 2040 is
a synthesis of these goals that not only conveys how to address climate change,
but also how to pursue system level change and create outcomes desired by local
individuals, families and businesses.”
Director of Sustainability, Vicki Bennett
CLIMATE POSITIVE + 2040
Salt Lake City is committed to protecting the public health and safety of its residents, including ensuring access
to clean air, clean water and a livable environment. Climate Positive 2040 highlights the transformational changes
needed for Salt Lake City to reach long-term climate and energy goals. Salt Lake City is prioritizing a near-term
transition to clean, renewable energy to remove carbon pollution from electricity generation that makes up over
half of the community carbon footprint.
This plan represents a holistic approach for Salt Lake City government, businesses and households to reduce
carbon pollution and build resiliency to impacts and vulnerabilities in a warming world. A high-level timeline
with key target dates is included below and complements strategic steps for energy, food and social systems
that are detailed in the following pages. Climate Positive is supported by more detailed, prescriptive action plans
already created or in development for Salt Lake City – hyperlinks to these reports are included in the online
version of Climate Positive.
DEFINING CLIMATE POSITIVE
EFFICIENT BUILDINGS
ZERO WASTE
RESILIENCY
SUSTAINABLE FOOD
RENEWABLE ENERGY
CLEAN TRANSPORTATION
80%
REDUCTION IN
GREENHOUSE
GAS EMISSIONS
100%
RENEWABLE ENERGY
FOR COMMUNITY
ELECTRICITY
204020322020
ENHANCED PREPAREDNESS & LIVABILITY
50%
RENEWABLES
FOR MUNICIPAL
ELECTRICITY
REDUCTION IN POLLUTION & CA
R
B
O
N
E
M
I
S
S
I
O
N
S
Source: Salt Lake City Climate Positive 2040 (2017)
Connect SLC Citywide Transportation Plan42
Salt Lake City’s air quality is
among the worst of any U.S. city
#8 for high ozone days
#17 for daily particle pollution
Ozone is high
in the summer
Particulates are high in the winter when
the Salt Lake Valley experiences inversions
Warm air high in the
atmosphere acts like a lid
Cold air and pollution are trapped
lower down between the mountains
�����
Motor vehicles account for
about half of all emissions
in Salt Lake City
Improvements in vehicle technology
have led to cleaner air
50%
Emissions
Bad air quality is bad for residents’ health
Parts of SLC have a higher rate of asthma than 95% of the nation
Kids and other vulnerable populations are especially impacted
Data Sources: American Lung Association, Utah Department of Environmental Quality, CDC Places
Why is air quality a major problem in Salt Lake City?
43
Key Moves
Connect SLC Citywide Transportation Plan44
5
Key Moves are how we move to action
and achieve our transportation goals
This section describes the eight Connect SLC Key Moves as well as their strategies, actions, and
evaluation metrics. The Key Moves are:
Authentic and
Intentional
Engagement
Healing the East-
West Divide
Zero Traffic Deaths
Low-Emissions
Mobility Options
Great Networks
for Active Mobility
Places for People
Transit Friendly
Neighborhoods
Operationalize
Complete Streets
DOWNTOWN
45
KEY MOVE 2
Zero Traffic Deaths
Implement a Vision Zero Strategy to improve safety for all.
2.1 Establish a Vision Zero Action Plan
Action: Convene a Vision Zero working group
Action: Embrace the Safe Systems approach to traffic safety
Action: Analyze crash history and create a plan for action
2.2 Create safer streets
Action: Take advantage of federal funding opportunities
Action: Focus on high-injury corridors and intersections
Action: Reduce vehicle speeds
KEY MOVE 1
Authentic and Intentional Engagement
Build lasting relationships with community members to empower
diverse voices at the planning table.
3rLorLtL]e XQGerserYeG SoSXOatLoQs aQG ParJLQaOL]eGbYoLces
Action ΖPSroYe sta XnGerstanGinJ oI the local coPPXnit\ b\ PeetinJ
people where they are
Action: Partner with Community-Based Organizations in equity areas and
bXilG caSacit\ Ior SXblic enJaJePent
Action &enter coPPXnit\ inSXt anG neeGs in GirectinJ IXtXre
inYestPents Ior the :estsiGe
5eGeȴQe eQJaJePeQt as aQ oSSortXQLt\ Ior cocreatLoQ
Action: Give communities agency in planning contexts and empower
neiJhborhooG Yoices in leaGinJ oXtreach eorts
Action: Compensate community participants to value their time and
contributions
)acLOLtate OoQJterP oQJoLQJ GLaOoJXe EetZeeQ the &Lt\ aQG the
OocaO coPPXQLt\
Action Establish ePbeGGeG coPPXnit\ IocXs JroXSs or aGYisor\ Sanels
Action ActiYel\ GePonstrate the oXtcoPes oI coPPXnit\ inSXt
Action 8SGate the enJaJePent JXiGe Zith a ZorNSlan Ior recXrrinJ
collaborative co-creation
Overview of Key Moves, strategies, and actions
Connect SLC Citywide Transportation Plan46
KEY MOVE 3
Great Networks for Active Mobility
Invest in our active transportation network to improve
connections and health outcomes.
3.1 Improve pedestrian safety and connectivity
Action: Designate a Pedestrian Priority Network
Action: Adopt crossing guidelines
Action: Identify the greatest needs for improving active mobility
3.2 Expand low-stress bicycling networks and micromobility options
Action: Implement low-stress facility design
Action: Adopt an equitable shared mobility policy
Action: Improve work zone standards
3.3 Create active spaces
Action: Create slow, shared, and car-free streets
Action: Activate alleys
KEY MOVE 4
Transit Friendly Neighborhoods
Make transit a competitive and attractive mode of travel
iQ 6alt /ake &ity
. 0ake transit convenient and reliable
ActioQ ΖQstitXtioQali]e 6/& aQG 87A SartQersKiS witK a MoiQt taskforce oQ
advancing transit
ActioQ ([SaQG tKe cityȇs bXs laQe aQG traQsit siJQal Sriority 763 Qetwork
. Nurture inclusive and welcoming transit spaces
ActioQ ([SaQG 6/&ȇs 'owQtowQ APbassaGors SroJraP to sXSSort aQG
sta traQsit facilities
ActioQ :ork witK 87A to XSJraGe bXs stoSs iQ 6/& witK
SasseQJer aPeQities
ActioQ +arQess tecKQoloJy to PoGerQi]e PaMor traQsit facilities
aQG waitiQJ areas
. (nhance the urban conte[t to make transit an attractive option
ActioQ (stablisK PXltiPoGal Pobility KXbs iQ local areas
of iPSortaQce aQG fXtXre JrowtK
Action: Improve access-to-transit infrastructure to complete
tKe cityȇs street Qetwork
ActioQ 8se 6Pall Area aQG &ircXlatioQ SlaQs to eQcoXraJe
GeQse GeveloSPeQt aroXQG statioQ areas
47
KEY MOVE 5
Healing the East-West Divide
Heal past harms by building trust with the community and reinvesting
in Westside neighborhoods.
5.1 Develop a community-driven east–west transportation strategy
Action: Elevate voices of communities on the Westside and those most
impacted by transportation infrastructure
Action: Center human safety, health, and experience
Action: Craft a community-centric East-West Transportation Strategy that
addresses immediate needs and inspires bold action
5.2 Provide safe and reliable connections across the freeway
and railroad tracks
Action: Develop fast implementation projects that stitch the east–west divide
Action: Develop bold concepts to repair and build community
Action: Improve transportation options that support safe, affordable
east–west travel
5.3 Reclaim spaces to serve community and function
at a human scale
Action: Create a program to bring life and community identity to “below
the freeway” spaces
Action: Foster local and grassroots efforts to envision remedies and uses
for “in between” spaces
Action: Rethink freeway ramps
5.4 Develop equitable, connected neighborhoods
where prosperity is shared
Action: Develop complete, inclusive, transit-oriented neighborhoods
Action: Use grade and elevation to create great experiences
KEY MOVE 6
Low-Emissions Mobility Options
Expand transportation options to meet our climate goals
and eɝciently manage our streets
6.1 Build awareness and use of transportation options
Action: Hire a transportation options program manager to enhance
employer outreach
Action: Expand student and education pass programs
Action: Implement a transportation wallet
Action: Incentivize developers to incorporate transportation demand
management TD0 into the development process
6.2 Manage existing parking supply
Action: Consolidate parking functions under a new parking program
Action: Understand parking utilization and performance
Action: Optimize a single mobile parking application
&ommunicate a uniȴed parkinJ strateJy and Erand
Action: Create an updated parking brand and communications plan
Action: 3rioriti]e clear and consistent wayȴnding and signage
Action: Pilot a park-once-and-walk district in Downtown SLC
'eYelop a curE manaJement strateJy
Action: Conduct a survey for existing curb uses across Salt /ake City
Action: Implement a project to pilot innovative and shared curb uses
Action: Develop Curb Management Guidelines
Connect SLC Citywide Transportation Plan48
KEY MOVE 7
Places for People
Leverage community benefits from private investment
to create welcoming community gathering places.
7.1 Leverage private investment in high growth areas
Action: Create public realm action plans
Action: Incentivize developers to implement adopted street concept plans
Action: Establish a green street network
7.2 Promote connectivity at the block level to create
walkable districts
Action: Value street and alley vacations
Action: Require midblock pathways
KEY MOVE 8
Operationalize Complete Streets
Design, build, operate, and maintain great streets
through eective partnership.
8.1 Develop shared goals and accountability for Complete Streets design
and management
Action: Integrate Complete 6treets into the full proMect development lifecycle
Action: 6tructure proMect development teams to ensure accountability
Action: Establish a Complete 6treets 6teering Committee
8.2 Develop tools to guide decision-making
Action: 8pdate the 4uality 7ransportation Improvement 3rogram screening
tool to align with Connect 6LC
Action: 'evelop datadriven storytelling tools to support Complete 6treets
assessments
Action: Align capital proMects with policies and best practice
8.3 Use street typologies to guide Complete Streets development
Action: )ormalize use of the 6treet and Intersection 7ypologies 'esign *uide
in proMect development
Action: Require compliance with the 6treet and Intersection 7ypologies
'esign *uide in the Complete 6treets assessment
49
Authentic and Intentional Public Engagement
Build lasting relationships and empower diverse
community voices to shape transportation decisions.
Centering equity and community voices in decision-making rejuvenates public enthusiasm and
trust in the transportation planning process. We continue to build on the active and inclusive
engagement started during Connect SLC to shape a future informed by community.
Supporting our values
KEY MOVE 1
Equity: Salt Lakers are informed and involved participants in the planning process.
Equity: Solutions for transportation are co-created with the community,
not just for the community.
Equity: Salt Lake City residents have trust in the planning process, feel that their voices
are actively being heard by decision-makers, and see the results.
Photo source:
Salt Lake City
Our strategies
1.1 Prioritize underserved populations and marginalized voices
1.2 Redefine engagement as an opportunity for co-creation
1.3 Facilitate long-term, ongoing dialogue between the City and local community
Connect SLC Citywide Transportation Plan50
What’s happening in SLC?
WHAT WE HEARD
• A lack of trust and relationships has opened a chasm between the
community and the agencies that are making transportation decisions.
• SLC has identified best practices for existing engagement practices,
but more still needs to be done. The community is looking for
more transformative, participatory means of direct engagement
with transportation planning.
• Historically underserved communities, particularly those living in
Westside neighborhoods, are skeptical that top-down planning
decisions will serve their needs.
“Transformation in our approach
[to public engagement], rather than
more techniques.” —SLC Westside
Transportation Equity Study
“Our historic and personal biases are far from just.
In this process, as in all our work, the goal is to take
ownership of the past and strive to do better in the
future.”—SLC Westside Transportation Equity Study
WHAT WE’RE DOING NOW
• Salt Lake City’s Civic Engagement Team has an established
Engagement Guide that details best practices, tactics, and checklists
on the technical aspects of engagement.
• The Westside Transportation Equity Study is a landmark report
that calls out the disparity in transportation infrastructure across
different neighborhoods in SLC, highlighting the need for a
transformative approach to reengage the Westside.
• The State of Transportation Equity in Utah (Utah Division of
Multicultural Affairs) is a 2022 report conducted by the state of Utah,
outlining the disparities that exist in transportation access in the state.
• Connect SLC established a process to pay community members to
serve on the Community Advisory Committee.
“Meet people on the street, at bus stops,
at grocery stores, and other gathering
places to ask for their input.” —Community
Advisory Committee, Connect SLC
Engagement Spotlight
5151
Case Study: NYCDOT Street
Ambassador Program (New York,
NY)
NYC Department of Transportation’s Street
Ambassador program engages residents in their
communities. The program was launched in 2015
to engage residents around upcoming projects and
establish long-term, ongoing connections with the
community to increase their understanding of planning
concepts and the changes that are possible on city
streets.
Best Practice Takeaways:
• Be intentional about seeking out and hearing from
marginalized groups.
• Assemble a multi-lingual team ready to engage
with residents regardless of English language
proficiency.
• Think creatively about where to engage with
residents. As well as places like senior centers and
libraries, Street Ambassador teams canvass at
malls, public beaches, and movie theaters.
• Design the engagement strategy as an entry point
into the planning profession, creating pathways to
leadership and future opportunities for community
members.
Strategy 1.1: Prioritize
underserved populations and
marginalized voices
Amplify the voices of communities that have been
historically disenfranchised by planning processes
and level the playing field in civic participation.
ACTION
Improve staff understanding of the local
community by meeting people where they
are
Formal public meetings can be a barrier to many people, since they traditionally take place
during the evenings when white-collar workers (including planners) are available, while
those with varying shift jobs are not. This skews engagement toward those who work
during the day and have the time, energy, and resources to attend, while often missing the
voices of those directly impacted by changes.
To truly meet our residents where they are means beginning with an understanding of
who they are and what challenges they face. Strategies include:
• Tabling at shopping centers, community centers, and places of worship at all hours
and on all days of the week.
• Recognizing that not all of our residents speak English well or at all, and won’t engage
unless they feel confident they will be understood.
• Compensating participants and providing childcare services, recognizing that not
everyone has the time and ability to engage meaningfully.
NYCDOT
Street
Ambassadors
tabling and
meeting
community
members
at a public
event booth.
Source:
NYCDOT
Connect SLC Citywide Transportation Plan52
ACTION
Partner with Community-Based
Organizations in equity areas
and build capacity for public
engagement
Partnering with community-based organizations (CBOs) helps to
achieve robust community participation and understanding of
community needs. SLC should partner with–and pay – a diverse
group of CBOs, representing a range of community interests.
Planning staff and CBOs should also jointly establish clear roles,
goals, and expectations for successful partnerships.
Partnerships with organizations should include a commitment to
build capacity. This includes training planning staff to work with
CBOs and understand their unique skillsets and ensuring that CBO
members have access to resources that explain planning concepts
and best practices for partnering with agencies (for example,
understanding procurement or how to write a proposal).
Case Study: Los Angeles Metro Equity Platform
& Community Based Organization Partnering
Strategy (Los Angeles, CA)
LA Metro (the regional transit provider in Los Angeles, CA), adopted an equity
platform in 2018 to define equity for the agency and outline its approach to
centering equity in internal and external processes. A key component of the
platform is developing and investing in an engagement program oriented to
community-based organizations (CBOs). In 2021 the agency released its CBO
Partnering Strategy that includes a set of recommendations to improve LA
Metro’s growing partnerships with community organizations.
Best Practice Takeaways:
• Create accountability and set clear and consistent parameters for
partnering with CBOs. Mutually agreed upon scope of work and timeline
should be revisited throughout the duration of a project.
• Make room to acknowledge and address any preexisting agency-CBO
tensions that may impact collaboration.
• Establish an internal resource library, including sample contracting
templates for CBOs.
ACTION
Center community input and
needs in directing future
investments for the Westside
The Westside of SLC—segregated from the Eastside by I-15 and at-
grade freight rail—has long been disproportionately impacted by
inequitable transportation investment, causing long-standing frustration
and distrust towards City planning processes.
In 2023, SLC received a federal Reconnecting Communities grant to study
options for healing the East-West divide. This is a landmark opportunity
to correct and remedy past harms by practicing authentic and intentional
community partnerships. Some example strategies include:
• Convening focus
groups with people
of diverse lived
experiences and
personal histories.
• Using visual
communication and
visual preference
surveys over text-
based information
and surveys.
• Allocating sufficient
staff time to be
responsive to
community questions
and concerns.
53
Local Spotlight: Salt Lake City Westside
Transportation Equity Study (2021)
The Westside is home to the highest concentrations of minority
populations in SLC and the wider Wasatch Front region. Yet one’s
transportation options and access in the Westside neighborhoods
differ drastically from those in Downtown, the University of Utah, or
other neighborhoods to the east of I-15. In a joint effort, SLC, UDOT,
and UTA conducted the Westside Transportation Equity Study
to identify strategies to engage with and invest in the historically
underserved Westside neighborhoods.
Some opportunities from the study include:
• Improve community engagement and direct infrastructure
improvements to the Westside.
• Build trust in engagement processes. 48% of residents in Districts 1 and
2 (Westside) are Latinx, but only comprised 7% of respondents to past
project surveys.
• Involve the community in actual design processes to improve public
confidence in future investments. Opportunities for community co-
creation of ideas, projects, and programs hold the most promise for
meaningful change and relationship building. Examples of this include bus
stop design workshops that took place in the Rose Park neighborhood,
where local CBOs worked hand-in-hand with agency staff.
Community members and city staff paint road surfacing as part of a community workshop. Source: Salt Lake City
Connect SLC Citywide Transportation Plan54
Strategy 1.2: Redefine engagement
as an opportunity for co-creation
Weave community members’ participation into the process
to collaboratively develop solutions with planning staff.
ACTION
Give communities agency in
planning contexts and empower
neighborhood voices in leading
outreach efforts
A proactive and inclusive approach to community engagement
creates opportunities for co-creation. This strategy empowers
both government and the public to collaborate in decision-making,
jointly designing, planning, and executing project work. A key
component of co-creation is centering events designed and led by
residents, including bike rides, walk audits, charrettes, and healing
spaces. These events cement residents’ ownership of the narrative
surrounding their communities and the changes they wish to see.
City staff should be trained to support and empower local voices to
lead in these contexts.
ACTION
Establish a compensation
program for direct payment
to citizen and community
organization participants
Community-based organizations and residents bring valuable
time and irreplicable insight to the planning table and should
be compensated for their work. Compensation for community
member participation is becoming a standard practice nationally,
but procurement and contracting procedures can add complicated
barriers. SLC should establish clear internal practices around
compensation. Partnering with umbrella organizations will help to
ensure that organizations and community members are paid fairly
and with ease.
55
Case Study: LADOT Vision Zero dignity-infused
community engagement strategy (Los Angeles, CA)
LADOT’s Vision Zero Dignity-Infused Community Engagement model
takes an expansive and restorative approach to engagement. The model
seeks to atone for the negative impacts of past planning practices and
to incorporate a wide range of lived experience and perspective in
the technical planning process. A Vision Zero project on LA’s Avalon
Boulevard created an inclusive experience for residents by training
them as street team leaders, working with local street vendors to spread
awareness and increase participation in neighborhood Vision Zero
events, and providing support for community led bike rides.
Best Practice Takeaways:
• Partner with local CBO to stand up a street team that created
employment opportunities for residents along the project corridor.
• Meet with local street vendors and residents to disseminate project
information in culturally relevant ways.
• Build capacity for residents to lead engagement
by hosting bi-weekly trainings.
• Collaborate with neighborhood residents to create
culturally relevant programming.
LADOT Livable Streets South LA Vision Zero Community Healing Space. Source: LADOT and VisionZeroLA
Connect SLC Citywide Transportation Plan56
Strategy 1.3: Facilitate long-term, ongoing dialogue between the City, the local community and other regional partners
Rebuild community trust by establishing a forum for lasting conversations.
ACTION
Establish embedded
community focus
groups or advisory
panels
The establishment of standing equity
cabinets or working groups will help
elevate issues and perspectives lived
by underserved populations to the
planning table.
ACTION
Actively demonstrate
the outcomes of
community input
Transparent communication is key to
rebuilding trust between communities and
planning staff. Building this transparency
includes reporting back to community
members after engagement to make it
clear that their insights were valued and
thoughtfully considered.
A plan for reporting on outcomes should
be included at the outset. This means
working with partners to determine
an appropriate and feasible reporting
timeline, as well as the best mechanisms
for sharing decisions – e.g., through social
media, a formal report, or a series of
community meetings.
SLC’s Civic Engagement team already
makes “closing the loop” a key part of their
engagement practice.
ACTION
Update the
engagement guide
with a workplan for
recurring, collaborative
co-creation
Salt Lake City’s Civic Engagement Team
currently maintains an official Engagement
Guide, which documents specific tools and
best practices for engagement activities.
As the authoritative document on public
engagement for the City, the Engagement
Guide should be expanded to include a
wider range of strategies as proposed in this
Key Move, including long-term engagement
and compensation practices. Codifying how
agency staff should identify opportunities for
engagement at community locations, walk
shops, and other co-creation-based activities
will help ensure implementation.
“Improve the City’s public
progress reporting to support
public accountability and support
transportation investments.”
—Salt Lake City Staff Survey,
December 2021
57
Case Study: SDOT Transportation Equity
Workgroup (Seattle, WA)
The Seattle Department of Transportation first convened the Transportation Equity
Workgroup in April 2019 with the goal of building trust and accountability between
SDOT and historically underinvested communities. The Workgroup is composed of
members with expertise in community work, and affiliation with CBOs that represent
populations of interest. The Workgroup serves as a steward for the Department’s
Equity Framework, which seeks to level the playing field and guide equitable decision-
making for transportation programs and projects across Seattle.
Workgroup members serve two-year terms, with a 3-month onboarding process
and commitment to two meetings per month. Members who complete on-boarding
are compensated at $75 per hour for their time, up to 100 hours per year, and are
required to sign a memorandum of agreement with the Department.
Best Practice Takeaways:
• Create standing committees that co-create with agency staff to impact official policy.
• Foster capacity building and civic engagement for community members who work
at the grassroots level.
• Identify actionable steps for the agency to move forward with.
Metrics
• Dollars paid to community-based
organizations and community members.
• Comparison of demographic data for
survey and in-person outreach events
compared to city-wide demographics.
• Geographical distribution of in-person
events and survey responses.
Source: Barbara Mendez, SDOT
Connect SLC Citywide Transportation Plan58
Photo source: Salt Lake City 59
Zero Traffic Deaths
Implement a Vision Zero Strategy
to improve safety for all.
Every member of our community is safe on our streets and has access
to safe, healthy, equitable mobility.
Supporting our values
KEY MOVE 2
Equity: We design our transportation system to protect the most vulnerable people.
Health and Safety: Traffic deaths and debilitating injuries are eliminated by 2035.
Sustainability: People can choose transportation options that reduce air pollution and
greenhouse gas emissions without fear of losing their lives.
Photo source: Salt Lake City
Our strategies
2.1 Establish a Vision Zero Action Plan
2.2 Create safer streets
Connect SLC Citywide Transportation Plan60
People enjoy a protected bicycle lane in SLC. Source: Salt Lake City.
What’s happening in SLC?
WHAT WE HEARD
• Streets in SLC are not designed to protect people who walk,
use wheelchairs, or bicycle.
• High motor vehicle speeds are a major factor in people’s
perception of safety.
• Additional funding and partnerships are needed to implement
key safety improvements.
Key Stats
From 2017-2020 there were 46
fatal crashes and 236 serious
injury crashes in SLC, an average
of 1.5 per week
95 fatal or serious injury crashes
involved people walking and 30
involved someone riding a bicycle,
over 40% of the total
WHAT WE’RE DOING NOW
• In 2023, SLC announced its commitment to becoming the first Vision
Zero city in Utah. A proclamation by the Mayor set a goal to achieve
zero traffic fatalities and serious traffic injuries by 2035.
• The Street and Intersection Typologies Design Guide provides a
framework for multimodal street design that considers land use
context and mobility needs.
• SLC staff analyze crash history when deciding where to make
transportation improvements.
• The City regularly implements proven safety improvements such as:
–Reducing the number of travel lanes to reduce the ‘multiple-
threat’ problem faced by pedestrians who have to cross multiple
lanes of traffic moving in both directions
–Adding center medians
–Enhancing pedestrian crossings at unsignalized, signalized, and
stop controlled locations
6161
Strategy 2.1: Establish a Vision Zero Action Plan to further engage with the community to raise pedestrian safety and awareness about potential collision in the streets in Salt Lake City
Build a strong foundation to eliminate traffic deaths
by 2035.
ACTION
Convene a Vision Zero
working group
Traffic safety is influenced by many systems,
including transportation, law enforcement,
land use policy, public health, technology, and
communication. To reduce or eliminate traffic
deaths and debilitating injuries, communities
need to ensure meaningful interagency
collaboration. The existing Safe Streets
Task Force may be the appropriate place to
continue this work; the City should address
whether a broader coalition of partners is
needed. The Vision Zero Working Group
should meet regularly and support consistent
communication, coordination, and revisions to
the Action Plan over time.
ACTION
Embrace the Safe
Systems approach
to traffic safety
The Safe Systems approach to preventing
traffic deaths and serious injuries
represents a shift from a reactive focus on
individual behavior to proactively designing
systems that accommodate human error.
Adopting this approach often requires a
culture change within agencies and in the
community. Through the Vision Zero Working
Group, community engagement, and other
venues, policymakers, City staff, and Salt
Lakers should be educated to create a culture
of shared responsibility.
Engaging with
impacted communities
People who are unhoused, older adults,
and people who rely on walking are
more likely to be killed or seriously
injured in crashes.
SLC should seek to understand who is
most impacted by crashes locally and
engage with community groups and
advocates about potential solutions.
Connect SLC Citywide Transportation Plan62
How do the Safe Systems approach and Vision Zero
work together?
The Safe Systems approach is a distinct departure from the current paradigm of
transportation planning. It recognizes that people will sometimes make mistakes, so the
road system and related policies should be designed to ensure those inevitable mistakes
do not result in severe injuries or fatalities. Safe Systems is a multidisciplinary approach,
bringing together diverse and necessary stakeholders to address this complex problem.
Vision Zero is a strategy to eliminate traffic fatalities and severe injuries on SLC
roadways. It is informed by the Safe Systems approach, recognizing that traffic deaths
are preventable even if human error is not. It factors in human limitations as part of
infrastructural, policy, and planning designs to make streets safe for all ages and abilities.
This means that transportation designers and policymakers are expected to improve the
roadway environment, policies (such as speed management), and other related systems
to lessen the severity of crashes.
ACTION
Analyze crash history
and create a plan
for action
A Vision Zero Action Plan should analyze
historic crash trends and input collected
from the public to identify safety needs and
priorities. Crash analysis should include
the most recent five years of available data
and answer the following questions, with a
focus on crashes that result in a fatality or
serious injury:
• Where do crashes take place?
• Who is most likely to be involved in
crashes?
• When do crashes occur?
• Why do crashes occur?
• What types of crashes are most common?
The plan should lay out actionable strategies,
assign responsibility, provide an estimate of
budget and other resource needs, and provide
a framework for monitoring outcomes.
Prevent Crashes
Safe System Approach
Traditional Approach
Improve Human
Behavior
Control Speeding Individuals are
Responsible
React Based on
Crash History
Prevent Death
and Serious
Injury
Design for Human
Mistakes and
Limitations
Reduce System
Kinetic Energy
Shared
Responsibility
Proactively
Identify and
Address Risks
63
Case Study: Vision Zero
(Denver, CO)
In 2017, Denver introduced its Vision Zero
Action Plan (VZAP) in its commitment to
zero traffic-related deaths and serious
injuries by 2030. It has five goals: Process
& Collaboration, Safe Streets, Safe Speeds,
Culture of Safety, and Data & Transparency.
The VZAP is effective because it is supported
by data for compelling communication to
policy makers and the public. It also maps out
a High Injury Network (HIN) with Communities
of Concern (CoC) to equitably target Vision
Zero actions. The VZAP is a collaboration effort
between Denver and partners from multiple
disciplines, including the Denver Vision Zero
Coalition, Denver Health & Hospital Authority
and many others.
Source: Vision Zero Action Plan,
City and County of Denver
High Injury Network
All Modes
The HIN includes
all types of Denver
streets, but is mostly
multi-lane arterials.
It is comprised of the
following types of
streets:
• 96% arterial streets
• 1% collector streets
• 3% local streets
Source: DPW; DPD
HIN: City of Denver Street
HIN: State Highway
DENVER VISION ZERO ACTION PLAN
8
Connect SLC Citywide Transportation Plan64
Strategy 2.2: Build and operate safer streets
Implement proven strategies to make streets safer.
ACTION
Take advantage
of federal funding
opportunities
With a Vision Zero Action Plan in place,
SLC will be able to take advantage of
funding opportunities such as the federal
Safe Streets 4 All grant program to make
infrastructure improvements. Wasatch
Front Regional Council is developing a
regional safety plan and will be a key
partner for funding and implementation.
ACTION
Focus on high-
injury corridors and
intersections
A large proportion of traffic deaths take
place on a relatively small number of
streets. SLC will see the greatest safety
benefit by focusing improvements on
the streets and intersections (including
rail crossings) where most traffic deaths
and serious injuries occur. The Federal
Highway Administration collects research
and provides guidance on safety
measures that are effective in reducing
fatalities and serious injuries. SLC should
use this resource to select measures that
are tailored to the types of crashes that
take place at high-injury locations.
ACTION
Reduce
vehicle speeds
Higher motor vehicle speeds increase the
likelihood that someone will die or suffer
a life-altering injury in a crash, particularly
when people walking or bicycling are
involved. A driver moving at greater speed
has reduced peripheral vision and must
react more quickly to prevent a crash. For
this reason, safe speed is one of the core
elements of the safe systems approach to
achieving Vision Zero.
65
Road diets reallocate the available
pavement between curbs to slow
speeds by reducing the number
of general-purpose motor vehicle
lanes, which also allows for bicycle
lanes, pedestrian refuge islands,
exclusive transit lanes, transit stops,
or parking.
Speed humps are an elongated
mound in the roadway pavement
surface extending across the travel
way at a right angle to the traffic
flow. Typically 3 inches in height
and 12 feet in length, the vertical
deflection causes a reduction in
prevailing speed along a roadway.
Chicanes are extensions of the
curb arranged in an alternating
pattern that require cars to oscillate
between sides of a roadway.
Curb extensions improve safety
because they increase visibility,
reduce speed of turning vehicles,
encourage pedestrians to cross
at designated locations, shorten
the crossing distance, and prevent
vehicles from parking at corners.
Rectangular Rapid Flashing
Beacons combined with pedestrian
and/or bicycle warning signs are
used at mid-block crossings and
at intersections of minor streets
with major streets to enhance
marked crosswalks.
Bicycle signal phases provide
separate control of bicycle
movements at intersections.
These separate phases reduce
the number of conflicts between
turning vehicles and bicycles
traveling through the intersection.
Examples of our
tools for safer streets
Connect SLC Citywide Transportation Plan66
Why speed matters
Reducing vehicle speeds is not just a matter of changing the posted speed limit. The
way streets are designed has a big impact on how fast people drive. Wider lanes and
greater distances between intersections make people feel comfortable driving faster.
Narrower lanes and streets with a diversity of uses like sidewalks, bicycle facilities,
parked cars, and transit lanes and stops encourage people to slow down. Signals can
also be timed to set the pace of traffic.
SLC has seen success with the Livable Streets traffic calming program for
neighborhood streets, but a different approach is needed for the high-speed, high-
volume arterials where most traffic deaths occur. The Street Typology Design Guide
and a review of City engineering design standards are tools to achieve this.
Metrics
• Change in rate of traffic deaths and serious
injuries (all modes) per capita (citywide and
at high-injury locations).
• Change in number of traffic deaths
and serious injuries for people walking,
bicycling, and using personal devices
(wheelchairs, skateboards, etc.).
• Change in prevailing vehicle speeds on key
corridors representing each of the City’s
street typologies.
63 ft
Thinking Braking
119 ft
164 ft
20
MPH
30
MPH
40
MPH
67
Great Networks for Active Mobility
Invest in our active transportation network
to improve connections and health outcomes.
Active transportation is the mode of choice for shorter trips in Salt Lake City.
Supporting our values
KEY MOVE 3
Reliable Options: Connected walking, rolling, and bicycling networks get people to their
destinations, whether they travel within their neighborhoods or across town.
Health and Safety: Walkways and bikeways are designed to provide a safe, low-stress
experience for all ages and abilities, including older adults, children, and people with
disabilities.
Sustainability: More trips are made using zero-emissions transportation modes.
Photo source: Salt Lake City
Our strategies
3.1 Improve pedestrian safety and connectivity
3.2 Expand low-stress bicycling networks and micromobility options
3.3 Create active spaces
Connect SLC Citywide Transportation Plan68
What’s happening in SLC?
WHAT WE HEARD
• Crossing the street is challenging due to long blocks, wide streets,
and a lack of pedestrian improvements.
• People walking and bicycling are often forced to go out of their
way to find a safe and comfortable route – there is a need to both
improve existing facilities and create new connections.
• Emerging mobility, such as shared e-scooters and e-bikes, should be
explored to provide more transportation options to more people.
Key Stats
166 miles of designated on-street
bicycle lanes and routes, including
3 miles of protected lanes
The share of Salt Lakers using
active transportation to get to
work has decreased, from 3.0%
in 2010 to 2.7% in 2020
WHAT WE’RE DOING NOW
• Salt Lake City adopted a Pedestrian and Bicycle Master Plan in 2015,
which is guiding ongoing projects such as the 9-Line Trail and 300
West reconstruction.
• City staff follow guidelines for pedestrian crossing design based on
the speed and width of the road.
• Through the Livable Streets Program, SLC has identified 400 miles of
streets for safety improvements, and planning efforts have begun for
the top four priority zones, two of which are on the Westside.
• In May 2022, the City Council voted to reduce neighborhood speed
limits from 25 mph to 20 mph.
• The City is rebuilding streets like 900 S and 2100 S to be safer and
more comfortable for pedestrians and bicyclists.
• The Alleyway Pilot program is rejuvenating alleys for community use.
6969
What are pedestrian centers and corridors?
Pedestrian centers and corridors are places where safety and comfort for people walking
and rolling in wheelchairs are enhanced by applying more robust design standards and
guidelines, such as wider sidewalks, pedestrian-scale lighting requirements, and crossing
spacing maximums (see Crossing Guidelines Action below).
• Pedestrian centers are neighborhoods and districts with a high density of residents
and/or jobs and a mix of existing and planned land uses that enable short trips between
homes and destinations.
• Pedestrian corridors provide connections to important destinations such as schools,
parks, shopping centers, and transit stops. Corridors can be designated in multiple tiers
based on the roadway classification, level of demand, and land use.
In 2023, SLC began construction of the 9-Line Trail that will provide an important east–west
connection, linking neighborhoods, business districts, and cultural destinations.
Strategy 3.1: Improve pedestrian safety and connectivity
Create guidelines and networks that help people in Salt Lake City connect
to key destinations safely.
ACTION
Designate a
Pedestrian Priority
Network
Salt Lake City should build on the pedestrian
priority corridors and neighborhood byways
identified in the 2015 Pedestrian and
Bicycle Master Plan to designate a citywide
network of pedestrian centers and corridors.
Designated pedestrian centers and corridors
also guide the City in the development of
capital improvement projects that make
infrastructure improvements where demand
for walking and bicycling is greatest.
The 9-Line Trail will provide an important east–west connection for people walking and biking. Source: Salt
Lake City
Connect SLC Citywide Transportation Plan70
Case Study: Uncontrolled Pedestrian Crossing
Guidelines (Denver, CO)
Denver’s Uncontrolled Pedestrian Crossing Guidelines provide guidance for
installing new marked crossings at locations that do not have a traffic signal or
stop sign. When deciding where to locate crossings, staff consider: the distance to
the nearest existing marked crossing; the traffic volume of the street; whether the
crossing will serve a school, park, or shared-use path; latent pedestrian demand;
the volume of pedestrian activity in the area; and design considerations such as
ability to install curb ramps and sight distance.
Considering latent demand—where more people would walk and roll if conditions
were safer—is an important aspect of the analysis. By looking at population and
employment density and connections to destinations (including transit stops),
the latent demand analysis elevates locations where people are likely to walk
more after an improvement is made. The Guidelines also provide recommended
treatments for crossings based on the size, speed, and volume of the roadway.
Source: Uncontrolled Pedestrian Crossing Guidelines, City and County of Denver
ACTION
Adopt crossing
guidelines
Pedestrian Crossing Guidelines are policy
documents that guide City staff in determining
where and how to make crossing improvements.
SLC should build on the Downtown Master Plan
Mid-Block Walkway Design Guide and the Street
and Intersection Typologies Design Guide to create
a citywide policy that addresses the location and
design of marked crossings. The Guidelines may
include:
• A desired crossing spacing maximum for major
corridors and centers to ensure that people do
not have to go too far out of their way to find a
place to cross the street (e.g., marked crossings
should be no more than 800 feet apart).
• A decision-making process for determining the
exact location for new crossings.
• A toolbox of crossing treatments for both
controlled and uncontrolled crossing locations.
• A standardized guide that helps determine the
most appropriate pedestrian crossing designs
and improvements.
Guidance for locating new marked crossings and
selecting the appropriate design treatments is
complemented by engineering design standards for
crossing elements such as pedestrian refuge islands.
CITY AND COUNTY OF DENVER UNCONTROLLED PEDESTRIAN CROSSING GUIDELINES15
Table 4: Recommended treatment at marked crosswalks
Roadway Type Vehicle ADT ≤9,000 Vehicle ADT >9,000 to 15,000 Vehicle ADT ≥15,000
≤30 mph 35 mph 40 mph ≤30 mph 35 mph 40 mph ≤30 mph 35 mph 40 mph
2 Lanes
(1 lane in each direction)
A
1 2 4 6
A
4 6
B
4 6
A
4 6
A
4 6
C
4 6
B
4 6
B
4 6
C
4 6
3 lanes with raised median / Single lane one-ways
(1 lane in each direction)
A
1 2 3 6
A
3 6
B
3 6
B
2 3 6
B
3 6
B
3 6
B
2 3 6
B
3 6
C
3 6
3 lanes w/o raised median
(1 lane in each direction with a
left-turn lane)
A
1 2 3 4 6
A
3 4 6
C
3 4 6
B
3 4 6
B
3 4 6
C
3 4 6
C
3 4 6
C
3 4 6
C
3 4 6
4+ lanes with raised median
(2 or more lanes in each direction)
A
3 5 6
A
3 5 6
C
3 5 6
B
3 5 6
B
3 5 6
C
3 5 6
C
3 5 6
C
3 5 6
C
3 5 6
4+ lanes w/o raised median/ Multilane one-ways
(2 or more lanes in each direction)
A
3 4 5 6
B
3 4 5 6
C
3 4 5 6
B
3 4 5 6
B
3 4 5 6
C
3 4 5 6
C
3 4 5 6
C
3 4 5 6
C
3 4 5 6
Notes:
Refer to the table instructions on the previous page for more information on how to use
this table, such as when exceptions may be required or permitted. Explore geometric enhancements prior to the implementation of the treatment identified in the table.
The recommendations in this table were updated based off of research summarized in the
Federal Highway Administration’s Guide for Improving Pedestrian Safety at Uncontrolled Crossing Locations (FHWA-SA-17-072).
When applying this table at an uncontrolled intersection leg on a signalized corridor, Level A
may be upgraded to B with approval of the City Traffic Engineer. Level A may also be upgraded to B if a gap study reveals insufficient gaps to safely cross.
Geometric Enhancements:
1. Raised Crosswalk
2. In-street pedestrian sign
3. Advanced “yield here to”
markings & signage
4. Pedestrian refuge island
5. Road diet
6. Curb Extensions
Level Treatment
A Markings & Signing
B RRFB
C PHB or Signal
71
ACTION
Identify the greatest
needs for improving
active mobility
Salt Lake City should carry out a citywide
assessment to determine where sidewalks and
curb ramps need to be installed or improved.
This assessment could help support an
Americans with Disabilities Act (ADA) transition
plan, with the goal of making all sidewalks
and crossings accessible for people with
disabilities. To guide where improvements are
made first, the City should develop a set of
criteria that uses data on equity, safety, and
access to destinations. Improvement projects
can be organized into implementation phases
based on the result of the analysis. Additional
funding will likely be needed to support this
work.
Case Study: PedPDX Marked Crossing Guidelines
(Portland, OR)
PedPDX, the City of
Portland’s Pedestrian Plan,
establishes a desired spacing
between marked pedestrian
crossings.
The desired spacing varies
depending on the type
of street and nearby land
use. Areas with a higher
level of pedestrian activity
and demand should
have marked crossings
approximately every 530 feet
(every other block based on
Portland’s standard block
length), while other major
streets should have marked
crossings about every 800
feet, at minimum. Transit
stops should always have a
marked crossing within 100
feet, regardless of street
classification. Source: PedPDX Marked Crossing Guidelines, PBOT
Connect SLC Citywide Transportation Plan72
Strategy 3.2: Expand low-stress bicycling networks
and micromobility options
Provide comfortable facilities for people to bike, scoot, and roll.
ACTION
Implement low-
stress facility design
Salt Lake City should continue to implement
the recommended low-stress bikeway network
using facility selection and design guidance
from the NACTO Urban Bikeways Design Guide
and develop locally-specific neighborhood
byway design guidelines, including traffic
calming elements and design options for
major street crossings. City engineering design
standards should be consistent with bike
facility design best practices.
ACTION
Adopt an equitable
shared mobility policy
Salt Lake City should continue to work
with private shared mobility operators to
ensure bikes and scooters are deployed
in neighborhoods with more low-income
residents and people who depend on
transit, walking, and biking. Given how
quickly offerings are changing, shared
mobility agreements and deployment
should be reviewed frequently and adapted
as new devices and new reservation and
payment technologies become available.
ACTION
Improve work
zone standards
Temporary or intermittent closures due to
construction make travel less safe, reliable, and
convenient for people walking and bicycling.
Construction that impacts the public right-of-
way in SLC is required to have a traffic control
plan that includes an ADA-compliant pedestrian
path. Requirements for bicycle accommodation
in work zones are less clear. SLC should adopt
more robust standards and guidelines, putting
more resources toward enforcement, and
providing training on updated standards to
help make sure people have a seamless travel
experience during construction.
Case Study: Washington DC Work Zone Policy (Washington DC)
Washington DC’s Pedestrian Safety and Work Zone Standard provides preferred methods for safely routing pedestrians and bicyclists
through work zones that occupy the public right-of-way. Standards for walkways in work zones include dimensions for flooring and roofs,
and ensures walkways have lighting, transit access, and signage, and are ADA compliant. Prioritization of preferred methods for pedestrian
protection are based on phase of construction, and generally prioritize the method that is most convenient for pedestrians to use. The
standards describe how pedestrian accommodations around work zones may impact the bicycle right-of-way and should be considered in
traffic control plans. Training is an essential part of implementing these standards in a traffic control plan.73
Case Study: Los Angeles People St Program (Los Angeles, CA)
The Los Angeles People St Program transforms streets into public spaces. The program was created
in collaboration with the City of Los Angeles departments of Public Works and City Planning, the Office
of Mayor Eric Garcetti, and the Los Angeles County Metropolitan Transportation Authority (Metro).
Community groups apply to participate and work with LADOT to design their own projects, choosing
from a menu of low-cost materials to create plazas, parklets, and bicycle corrals. Non-profits, business
improvement districts, and groups of property owners are examples of eligible community partners.
Community partners are responsible for the installation, operation, management, and maintenance of
parklets. Projects are permitted for one year with the option to renew the permit.
A new parklet with herbs and community garden plots installed on Motor Avenue in Los Angeles, as part
of the People St program. Source: LADOT Livable Streets
Strategy 3.3: Create active spaces
Bring our streets to life through street programs and activated alleyways.
ACTION
Create slow,
shared, and
car-free streets
Salt Lake City should expand
the Livable Streets Program to
identify candidates for shared
curbless or car-free street
design and add appropriate
design features to the Livable
Streets Toolkit. Features could
include low-cost, easy-to-
implement materials like paint,
benches, and planters. Streets
should be prioritized based
on the City’s equity goals and
community input.
Connect SLC Citywide Transportation Plan74
ACTION
Activate alleys
The Alleyway Pilot Program partners with neighbors and
community councils to improve and maintain alleys. SLC
should identify long-term funding to make the program
permanent and consider including it as part of an
expanded Livable Streets Program. Candidate locations for
improvements could be identified in two categories: alleys
with potential to be better connections for people walking
and bicycling, and alleys with potential to be redesigned as
public space. Pursuing and supporting partnerships with
neighborhood-based groups to implement and maintain
alleys will be crucial to success.
Prioritization criteria should be established, and funding
sources identified that align with the functional objectives
of a specific alley project (for instance, a green alley could
be funded through stormwater management funds
whereas active alleys for pedestrians and bicyclists could
be funded by non-motorized transportation grants or
capital funds).
Metrics
• Change in walking and bicycling mode share.
• Number of new or enhanced pedestrian crossings.
• Change in access to all-ages-and-abilities bicycle facilities (e.g.,
population within ¼ mile).
75
Transit-Friendly Neighborhoods
Make transit a competitive and attractive
mode of travel in Salt Lake City.
To face the environmental and mobility challenges of the next 20 years, SLC will support the Utah
Transit Authority (UTA) in promoting a safe, reliable, and convenient transit experience.
Supporting our values
KEY MOVE 4
Photo source: Salt Lake City
Our strategies
4.1 Make transit convenient and reliable
4.2 Nurture inclusive and welcoming transit spaces
4.3 Enhance the urban context to make transit an attractive option
Sustainability: Public transit is the preferred way to travel to school and work.
Health and Safety: All people can reliably and affordably get where they need
to go by transit.
Sustainability: Station areas are lively urban spaces, designed for people
and the communities they belong to.
Reliable Options: People can depend on transit, and the experience of
transferring between modes of travel is seamless, safe, and convenient.
Connect SLC Citywide Transportation Plan76
What’s happening in SLC?
WHAT WE HEARD
• Negative perceptions of public transit remain the largest barrier
to transit use. Safety, convenience, and reliability of service need
to be improved.
• Longer distance commutes and trips into SLC with multiple transfers
are difficult to navigate.
• More attractive, inviting urban spaces near transit are needed to
support transit ridership.
Key stats
5% of commuters
in SLC travel by
public transit
(US Census,
2021 ACS)
Only 17% of
existing bus stops
in SLC have a
bench or shelter
33% of UTA survey
respondents live near
TRAX stations, but a third
of them don’t take transit
32% of UTA survey
respondents say
“inconvenience” is their
biggest barrier to riding
transit
WHAT WE’RE DOING NOW
• Salt Lake City adopted a Transit Master Plan in 2017, which
presents a blueprint for addressing some of the community’s
greatest concerns around transit.
• The Wasatch Front Regional Council (WFRC) is updating its
2023-2050 Regional Transportation Plan (RTP), which identifies
inter-county connectivity and air quality as major transportation
priorities. The previous RTP (2019) set aside $5.3 billion for transit-
related investments over the next 27 years.
• Utah Transit Authority (UTA) is in the process of updating its 30-year
Long-Range Transit Plan (LRTP), which will assess the long-term
needs and implementation strategies for systemwide improvements.
• Community led initiatives such as the Rio Grande Plan reflect public
desire for transformative transit-oriented spaces.
• Other projects such as the Future of Light Rail Study and the
development of high-capacity transit corridors across SLC are
underway.
77
Speed and reliability
investments make
transit faster
• San Francisco, CA: dedicated bus
lanes have reduced travel times on
local buses by up to 32%. Source:
SFMTA Van Ness Blvd project website
• Austin, TX: new half-mile bus lane
reduced PM peak travel time by
52% across 6 bus routes. Source:
CapMetro Streets for Transit Report
Strategy 4.1: Make transit convenient and reliable
Support UTA in making transit a viable and competitive alternative to driving
by investing in transit-priority streets.
ACTION
Institutionalize
the SLC and UTA
partnership with a
joint taskforce on
advancing transit
SLC and UTA priorities are deeply
intertwined. Going beyond an interlocal
agreement, a bilateral taskforce can take
initiative to establish a transit-centered vision
for the city where plans can be accelerated
and processes can be coordinated.
ACTION
Expand the City’s
bus lane and transit
signal priority (TSP)
network
Across North America, transit priority
treatments such as dedicated bus lanes
and optimized and prioritized traffic
signals have proven to be effective at
reducing travel times on transit. The
speed and on-time reliability of transit are
significant factors that influence a person’s
travel decisions. Investing in transit
priority corridors will help make transit
more competitive with driving. SLC can
play an innovative role in helping deliver
the Frequent Transit Network identified in
the SLC Transit Master Plan.
“Work with UTA so that TRAX doesn’t
have to stop at every intersection.
That really slows it down and makes
it somewhat frustrating to ride.”
—Connect SLC community input
Connect SLC Citywide Transportation Plan78
Down
t
o
w
n
.
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.
3
m
i
n
Down
t
o
w
n
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.
.
6
m
i
n
A bus-only lane in downtown saves the bus
time and keeps it running on schedule...
...which means the
bus saves time along
the entire route.
People outside of
downtown benefit
from an on-time
departure too.
As transit travel times
become more competitive
with driving, more people
take the bus, relieving traffic
congestion and improving
air quality citywide.
Who benefits from transit priority investments?
Source: Nelson\Nygaard
ACTION
Explore regional
transit connections
and fill gaps in
the external and
intercity travel
market
As the region’s largest urban center,
83% of people employed in SLC commute
from outside the city limits on a regular
basis. Given the prevalence of these trips,
improving the quality of regional transit
connections and exploring opportunities
for intercity bus services will ensure critical
connections are served and regional auto
travel is reduced.
79
Strategy 4.2: Nurture inclusive and welcoming
transit spaces
Design transit spaces and experiences that are comfortable, accessible,
and human-centered.
ACTION
Expand SLC’s
Downtown
Ambassadors
program to support
and staff transit
facilities
Since its inception in 2018, the SLC
Downtown Street Ambassadors program
has been successful in supporting
local residents and businesses as a
community safety and wayfinding
resource. Ambassadors provide
directions, coordinate resources with local
agencies, and serve as visible faces of
the community. Expanding the program
and meeting the needs of transit riders
can help alleviate ongoing concerns over
safety at bus stops and station areas.
Local Spotlight: Salt Lake City
Downtown Ambassador Program
“In 2020, Downtown Ambassadors performed 6,591 wellness checks on individuals in the
downtown area, referred 1,448 individuals to shelter and services, and responded 2,859
times to merchants who needed assistance.” —SLC City Blog
While UTA is in the process of procuring transit ambassadors for TRAX light rail, coordinating
resources between the City and transit agency can provide better coverage and support to
riders waiting for buses and trains, and otherwise interacting with transit spaces.
Source: Downtown AllianceConnect SLC Citywide Transportation Plan80
ACTION
Harness technology
to modernize major
transit facilities
and waiting areas
Real-time bus information screens can
help alleviate uncertainty and provide
accessible information to those without
access to an online smartphone app.
Solar powered e-paper displays are
being trialed across the world as the
energy-efficient, all-weather readable
solution to expensive LED screens. Major
transit facilities such as rail stations and
mobility hubs can benefit from interactive
kiosks, electric charging stations, digital
bike lockers, and bikeshare stations to
maximize convenience.
Example elements of
a major transit facilityACTION
Work with UTA
to upgrade
bus stops in SLC
with passenger
amenities
Bus stop amenities are not only
investments for transit riders. Shelters,
benches, street lighting, greenery,
and wayfinding signage help to liven
the streetscape and public space for
everyone. Transit riders depend on a
comfortable place to wait and plan their
trips, and citywide upgrades at major
transit stops can help make riding transit
a valued way of life. Stops and stations
are the access points where people enter,
exit, and interact with the transit system.
First impressions matter.
“Upgrade transit facilities—bus stop
shelters would be nice.”
—Connect SLC community input
Dow
n
t
o
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n
.
.
.
3
m
i
n
Dow
n
t
o
w
n
.
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.
6
m
i
n
Real-time
information
Bikeshare
services
i
123>>
Secure bike
storage
Wayfinding
and mobile
ticketing
Carshare
81
Strategy 4.3: Enhance the urban context to make
transit an attractive option
Tailor the surrounding urban environment to incentivize transit
development and usage.
ACTION
Establish multimodal
mobility hubs in local
areas of importance and
future growth
Mobility hubs put people first, emphasizing comfort
and safety for riders to transfer between modes
of travel. Amenities such as secure bike lockers,
e-scooters, and bike share stations make transit more
attractive when first- and last-mile trips are more
convenient to make. Furthermore, upgrading transit
centers and park-and-rides across SLC would be a
great first step in reducing car dependency. UDOT
currently manages a mobility hub program which
falls under the agency’s transportation demand
management (TDM) efforts. The City can partner with
UDOT and UTA to tailor mobility hub solutions within
city limits, targeting land uses and developments that
are ideal for a density of transportation options.
Case Study: Eastgate Mobility Hub (Bellevue, WA)
The Eastgate Mobility Hub 2025 is a conceptual vision formed from
partnerships between King County Metro, the City of Bellevue, Washington
Department of Transportation, Sound Transit, and other Eastgate
stakeholders. The Eastgate Mobility Hub vision transforms Eastgate Park-
and-Ride into an integrated mobility hub connecting nearby employees,
students, and passengers with transportation options. In addition to a park-
and-ride, the space
would host a variety
of travel options such
as carpool, carshare,
bike parking and a
micromobility hub. The
conceptual pedestrian
plaza would have
weather protection and
public art installation,
offering placemaking
opportunities that
create an enjoyable
user experience.
Source: Eastgate Mobility Hub Vision, King County Metro
Bellevue
Mercer Island
Seattle
Newcastle
Clyde Hill
Yarrow Point
Hunts Point
90
90
5
405 EastgatePark-and-RideEastgatePark-and-Ride
Next
B
u
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3
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Next B
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6
m
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PARK
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G
PAvaila
b
l
e
:
8
8
Occup
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d
:
4
1
2
EASTGATE MOBILITY HUB VISION 2025
This brochure outlines a conceptual vision for the
transformation of the Eastgate Park-and-Ride facility into
a regional mobility hub by the year 2025. The Eastgate
Mobility Hub 2025 Phase I project is a partnership between
King County Metro, the City of Bellevue, and Eastgate
stakeholders including WSDOT and Sound Transit. These
partners share a vision of transforming the Eastgate Park-
and-Ride into an integrated mobility hub with a broad range
of first- and last-mile access and transportation options
and amenities that support fixed route transit investments.
These improvements will be leveraged by enhanced
information, customer facilities, and managed parking.
The Eastgate Park-and-Ride facility is a dynamic site, with:
• 17 local and regional express bus routes, as well as
public and private shuttles;
• A five-story parking garage and surface parking
lots providing 1,614 parking stalls for transit riders
connecting from farther away;
• Nearby Bellevue College, with an annual enrollment
of nearly 30,000 students and 1,500 employees;
• Major employers and human service providers in the
greater Eastgate area; and
• Extensive bus inrastructure, including center access
ramps, layover spaces, and electric bus charging
capability.
Ongoing and future transportation improvements in the area
include regional bike paths, expansion of the local bike lane
network, introduction of RapidRide bus rapid transit service,
and Link light rail service.
The design concepts outlined in this brochure are the result
of a year-long partnership between King County Metro, the
City of Bellevue, and Eastgate stakeholders. This work was
guided by stakeholder interviews and the results of an all-
day design workshop held in December 2018 with agency
representatives, community members, area employers,
project consultants, and mobility service providers.
Eastgate Park-and-Ride is owned by WSDOT and operated
by King County Metro Transit, resulting in some limitations
on activities allowed on the property. Legislative action may
be required to deliver some elements of the vision described
in this document.
CONTENTS
What is a Mobility Hub? 2
Site Plan and Features 3
Conceptual Rendering 5
Mobility Hub Benefits 7
Implementation Strategy 11
Mobility hubs are active spaces where a variety of
multimodal transportation options, information resources,
placemaking features, and traveler amenities converge in a
well-designed, publicly accessible space to support a variety
of different types of trips.
Mobility hubs are more than just transit stations or park-
and-rides—mobility hubs are safe, comfortable, convenient,
accessible places to connect smoothly and easily between
transit service and other travel modes. A successful
mobility hub design should not only organize the space but
also prioritize the needs of different people based on the
vision, mission, and objectives of the local community and
transportation agencies.
Mobility hubs provide an excellent platform for supporting
more equitable access to transportation options, and for
advancing new public and private mobility services and
partnerships. They are important points of entry into the
regional public transportation network for many travelers,
providing a valuable opportunity to create an enjoyable user
experience and build a strong relationship between the
community and transportation providers.
WHAT IS A MOBILITY HUB?
1 2
Connect SLC Citywide Transportation Plan82
ACTION
Improve access-
to-transit
infrastructure to
complete the city’s
street network
For transit to be effective, SLC residents
must feel safe and comfortable accessing
transit stops and stations from where
they live and work. Completing sidewalks
and implementing protected bicycle
infrastructure and high visibility street
crossings around station areas will
connect people to transit and make
first-/last-mile connections more
seamless. Asset inventory of right-of-way
infrastructure should include its proximity
and utility to transit.
ACTION
Use Small Area and
Circulation plans to
encourage dense
development around
station areas
The effectiveness of public transit is
constrained or enhanced by the land
uses surrounding it, and transit-oriented
development (TOD) facilitates easy access
to jobs and services by concentrating
people and employment near major
bus and rail facilities. Small Area Plans,
Circulation Plans, and Station Area Plans
are valuable planning tools that can
design a vision for communities that are
served by high-capacity transit, tailoring
development priorities and uses to the
needs of each context. SLC can also
further coordinate development review
processes to better serve the potential of
TOD around station areas.
Metrics
• Change in transit mode share.
• Number of TSP and bus lane treatments
installed per year.
• Change in travel time for commuters
traveling into SLC.
• Percentage of stops in SLC upgraded
with amenities.
• Transit rider satisfaction survey results.
“Support bus journeys by
increasing frequency and providing
comfortable pathways to and from
bus stops.”
—Community input
83
Healing the East-West Divide
Heal past harms by building trust with the community
and reinvesting in Westside neighborhoods.
Salt Lake City provides safe, clear, and dignified linkages and culturally relevant public spaces designed with and for communities
who have been most harmed and disadvantaged by past infrastructure. Everyone has access to attainable housing options and
essential goods and services using connected networks that promote walking, rolling, bicycling, and transit ridership.
Supporting our values
Our strategies
5.1 Develop a community-driven east–west transportation strategy
5.2 Provide safe and reliable connections across the freeway
and railroad tracks
5.3 Reclaim spaces to serve community and function at a human scale
5.4 Develop equitable, connected neighborhoods where prosperity
is shared
Sustainability: Westside neighborhoods have access to sustainable transportation options that help improve air quality.
Equity: Transportation improvements are prioritized in areas most in need; policy development, planning, and design efforts
center the voices, experiences, and desires of SLC’s Westside residents, BIPOC communities, and others who have been
harmed or marginalized by transportation investments.
Affordability: Affordable transportation options are available for those who need them.
Health and Safety: Our transportation system provides equal opportunity for safety, health, and overall quality of life for
Westside residents.
Reliable Options: People living on the Westside can connect easily to neighborhoods throughout SLC.
KEY MOVE 5
Connect SLC Citywide Transportation Plan84
What’s happening in SLC?
WHAT WE HEARD
• The Westside is a historically redlined area of the city where
residents were more likely to be denied mortgages to secure
homeownership and build general wealth.
• People living in Westside neighborhoods feel disconnected from
Downtown SLC and the Eastside neighborhoods.
• People don’t feel safe crossing the east–west divide. People walking
and bicycling are exposed to unsafe travel conditions, highway
ramps, and unwelcoming environments.
• Significant street and public space investments are needed to close
gaps caused by I-15, the Union Pacific railroad tracks, I-215, and S.R
201.
• There is a lack of trust in local government from years of feeling
unheard during major transportation decisions that have divided
community members from the rest of the city.
• People who live in Westside neighborhoods feel anxiety about
being displaced by new residents with higher incomes who are
being attracted to the area by increased market-rate housing
development and public investments in bike lanes and transit
station improvements.
These experiences are reflected by the physical extent and
pervasiveness of the infrastructure that creates them.
WHAT WE’RE DOING NOW
• Recognizing our history: The 2020 Westside Transportation
Equity Study identifies the lack of transportation equity in SLC’s
Westside neighborhoods. Identifying and documenting historic
harm and current inequity in our transportation system is one
small step in progressing toward a more just city.
• Making investments: Salt Lake City and the Utah Transit
Authority (UTA) launched UTA On Demand service on the Westside
to provide transportation to neighborhoods that lack fixed transit
routes. New Westside routes have been implemented as of August
2022 that are part of the Frequent Transit Network and include
upgrades to bus stops, making them more accessible to transit
riders of all ages and abilities.
• Planning a connected future: The US DOT launched a first-ever
program – the Reconnecting Communities Pilot—to reconnect
communities that are cut off from opportunity and burdened by
past transportation infrastructure decisions. In 2023, SLC was
successful in obtaining a $1.9M federal planning grant to continue
to work with community partners to heal the City’s east–west
divide.
• Critical Connections: While not yet in process at the time of this
plan, the work from the Reconnecting Communities grant should
create design-level solutions to the east-west divide co-created
with the community.
8585
Redlining map
of Salt Lake City
(ca. 1933–1939).
Source: National Archives
Connect SLC Citywide Transportation Plan86
Divided through history
Historic transportation investments bifurcate SLC and perpetuate socio-economic inequities, threaten community
cohesion, and are a cause of environmental injustice. The time has come to reverse the community harm caused by these
investments and SLC is pursuing this end. To do so, it is important to understand how we arrived at this place.
Bold and human-centric decisions, made with the historic context of past harms in mind, will be needed to change the march
of history, which has placed economic gain and mechanization over community, safety, and well-being.
A spur of the
Transcontinental Railroad
was constructed, setting
a rail pathway that
is in place today.
Rapid railway expansion
supported industrial
growth; by 1910, there were
three parallel railroad tracks
running in the pathway of
Third West.
I-15 was constructed,
removing several blocks
of historic gridded
neighborhood streets, homes,
and businesses in SLC.
UDOT evaluated options to further
widen I-15 from 400 South in SLC
to Farmington. “Good health and
connected communities” are among
the project’s purpose and need
statements. History shows that
freeway expansions in urban areas
benefit those traveling through and
from suburban communities at the
expense of residents who chose
or are forced to live close to the
freeway envelope.
SLC’s original 660-foot
square blocks were platted
and built emanating from
Temple Square after white
settlers arrived.
Industry takes hold and
locates along the Jordan
River, polluting it with
industrial waste.
Redlining maps were
drawn, marking Westside
neighborhoods undesirable
for federally-backed
mortgages compared to
Eastside neighborhoods.
I-15 was expanded, including rebuilding
many interchanges and creating many
of the current long, auto-centric viaducts
that connect east to west across the
freeway and railroad tracks.
Late 1800s1850s–1860s 1939 1997–2001
Late 1870s 1880s–1920 1960s–1970s 2023
The lands of the Salt Lake Valley are the ancestral home
of and an important gathering place for the Ute, Paiute,
Goshute, Dine’/Navajo, and Shoshoni people.
87
Residents’ view on the divide
The Connect SLC project team met members of the Community Advisory Committee (CAC) and walked areas around I-15
and the railroad lines. The team conducted interviews with organizations who serve communities in need and people and
communities affected by freeway and railroad corridors.
The community identified three key challenges:
Significant investment is needed
to close gaps and provide
more public space.
Embed equity to
produce community-
first outcomes.
Multiple agencies must coordinate
to address infrastructure issues.
Invest in safe and
efficient pathways for
people.
Local government must center
the voices of community
members to build trust.
Retrofit streets and
transit facilities
to offer dignified
and welcoming
experiences.
Incentivize the
development
of complete,
transit-oriented
neighborhoods.
From this process, four key opportunities emerged:
1 2 3 4
Connect SLC Citywide Transportation Plan88
The Westside is
home to 36% of
SLC residents.36%
Source: US Census ACS 2018 5-Year Estimates (2014-2018)
Source: Environmental Justice Screening Tool, Environmental Protection Agency
(EPA)
Source: Fatality and Serious Injury Data, Utah Department of Transportation
Zero Fatalities
Source: US Census
ACS 2018 5-Year
Estimates (2014-
2018)
Key stats
of fatal crashes in
SLC take place on
the Westside.
77%�����
The Westside is younger and
more racially, ethnically, and
socioeconomically diverse than
Salt Lake City as a whole.
55.1%
are non-white, non-Hispanic
(34.6% citywide).
25.8%
living below the poverty level
(17.9% citywide).
30.7%
are under 18 years old
(19.6% citywide).
22.7%
are persons with disabilities
(10.5% citywide).
Neighborhoods adjacent to I-15 and I-215 are exposed to more
air pollution than the rest of Salt Lake City. When compared to
nationwide pollution rates, Westside census tracts rank in the 80th
percentile or above for diesel particulate matter and ozone and
have a high risk of cancer and asthma.
80thpercentile
89
POPLAR GROVE
FAIRPARK
BALLPARK
EASTSIDE
WESTSIDE
DOWNTOWN SLC
ROSE PARK
EAST CENTRAL
GLENDALE
300 N
N Temple St
1000 W
400 SRedwood Rd
900 W
1800 N
900 S
2100 S
600 N
200 S
800 S
1300 S
1700 S
Railyard
Utah State
Fairgrounds
University of Utah
State Capitol
Salt Lake
Central Station
Liberty Park
Jordan Park
Jordan River Trail
Jordan River Trail
9-Line Trail
South of the railyard, there are more than 30
locations where the street grid is disconnected due
to I-15 and the railroad tracks.
At-grade railroad crossings are active hundreds
of times a day, with no published schedule for
when freight trains pass through. This causes
significant travel delays for everyone who travels
on these corridors.
Most through-streets are auto-centric with high
traffic volumes and speeds. People walking and
bicycling have only two low-stress options.
Six of the 11 east-west through-streets are
high-crash corridors.At-grade railroad crossing
High collision corridor
Disconnected street
Auto-centric corridor
Frequent transit corridor
Low-stress walking and bicycling corridor
Connect SLC Citywide Transportation Plan90
POPLAR GROVE
FAIRPARK
BALLPARK
EASTSIDE
WESTSIDE
DOWNTOWN SLC
ROSE PARK
EAST CENTRAL
GLENDALE
300 N
N Temple St
1000 W
400 SRedwood Rd
900 W
1800 N
900 S
2100 S
600 N
200 S
800 S
1300 S
1700 S
Railyard
Utah State
Fairgrounds
University of Utah
State Capitol
Salt Lake
Central Station
Liberty Park
Jordan Park
Jordan River Trail
Jordan River Trail
9-Line Trail
South of the railyard, there are more than 30
locations where the street grid is disconnected due
to I-15 and the railroad tracks.
At-grade railroad crossings are active hundreds
of times a day, with no published schedule for
when freight trains pass through. This causes
significant travel delays for everyone who travels
on these corridors.
Most through-streets are auto-centric with high
traffic volumes and speeds. People walking and
bicycling have only two low-stress options.
Six of the 11 east-west through-streets are
high-crash corridors.At-grade railroad crossing
High collision corridor
Disconnected street
Auto-centric corridor
Frequent transit corridor
Low-stress walking and bicycling corridor
Existing challenges
tobthebeastȂwest divide
91
Strategy 5.1: Develop a community-driven
East-West Transportation Strategy
Improve safe east–west connections to knit the city together.
ACTION
Elevate voices of
communities on the
Westside and those most
impacted by transportation
infrastructure
The Westside Transportation Equity Study and ongoing
efforts reveal the economic impacts and social and
environmental harms from I-15 and railroad expansion.
SLC has an opportunity to gather as a community, elevate
voices, and join in a process of co-creation to break down
barriers and create a better city for generations to come.
With City funding dedicated to solving east–west
connectivity problems and a grant from the USDOT, SLC
is positioned to tackle these problems in a manner that
centers equity and the experience of those harmed by
previous transportation infrastructure investments. A
process that centers equity and human voices will require
new structures for planning and community co-creation.
Connect SLC Citywide Transportation Plan92
Case Study: Reconnecting South Park (Seattle, WA)
Reconnecting South Park is a community-led, community-centered effort to rethink, remove,
and/or repurpose a segment of State Route 99 in Seattle, WA. This segment of highway divides
one of Seattle’s most diverse, impoverished, and environmentally impacted neighborhoods.
The City of Seattle hired a group of neighborhood-based organizations active in South Park
to lead the community visioning effort. A technical team will support urban design, housing,
transportation analysis and engineering, and equitable development, but local community-based
organizations are leading the vision. The process is structured to shift power to community
members and organizations and embrace a process of co-creation with government, advocate,
and community partners.
Source: Nelson\Nygaard
93
ACTION
Center human safety, health, and experience
The east–west divide plays a pervasive role in dictating cultural, racial,
economic, and psychological outcomes for SLC residents. The Connect
SLC vision is for a city in which living east or west of the “divide” has no
impact on one’s education, safety, daily routine, or economic stability.
Safety
Short-term and long-term strategies and projects to improve safety
are needed and can provide opportunities to make crossings more
welcoming and comfortable, especially for people walking or bicycling.
Health
Numerous environmental health reports show significantly elevated
cardiovascular mortality risk, lung cancer, and childhood asthma for
people living near heavily traveled freeways. Gaseous and particulate
pollutants emitted by fossil fuel-burning vehicles have negative health
impacts and have been shown to cause disease and poor health
outcomes. Wind directions, wind speed, time of day (level of traffic),
and other factors all affect risk of exposure. A 2019 study showed that
children living near a highway experienced development delays at two
times the national average.
Diesel-powered trains also produce high levels of dangerous air
pollutants, making the combination of busy mainline rail lines, rail
switching yards, and an interstate highway a community health hazard.
Source: Salt Lake City ““A 2019 study showed that children living
near a highway experienced development
delays at two times the national average.15
Connect SLC Citywide Transportation Plan94
As SLC and its partners at UDOT and in the development
community build and redesign spaces around the freeway, there
are many tactics that can help to reduce impacts.
Transportation
• Vehicle electrification
• Train electrification
• Travel options and reduction in driving
• High use of transit
• Infrastructure improvements such as filtration systems,
sound walls, etc.
• Decking over or tunneling freeways or rail tracks
Urban design and development
• Landscaping barriers
• Land use buffers
• Tree planting
• Urban design treatments that protect people from wind patterns
• Smart location of parks and public spaces
• Building siting and design that affects wind patterns
User Experience
Changing the mentality of crossing under a highway is a tall
order. Infrastructure designed to move thousands of vehicles is
difficult to bring to a human scale, but many cities have tried with
great success. Many of the most successful examples use spaces
adjacent to streets to create activated public spaces. These spaces
also require active programming, security, and lighting to succeed
over the long term.
This graphic from the report Improving Health in Communities Near Highways
illustrates how smart development can help shield people in public spaces from
airborne particulates. Source: Community Assessment of Freeway Exposure
and Health, Tufts University
Case Study: Underpass Park
(Toronto, ON)
Toronto’s Underpass Park is a great example of a radical
transformation of space under an urban freeway that is well
used by community members. Community-based programming
that delivers public amenities desired by the community and
appropriate for the location is essential.
Part of Toronto’s Underpass Park includes basketball courts and a skate park
next to the concrete support columns. Source: Waterfront Toronto
95
Cafe
HARDWARE
CLINIC GROCERIES
A
P
T
S
PHARMACYSTORE
DOWNTOWN
RESTAURANT
P
SAFE AND
DIGNIFIED
LINKAGES
ENHANCED
PUBLIC
TRANSIT
HUMAN SCALE
INFRASTRUCTURE
AND PUBLIC SPACE
ACTION
Craft a community-centric East-West Transportation Strategy
that addresses immediate needs and inspires bold action
People who travel across and near freeway and railroad corridors in
SLC experience both physical and psychological barriers to access
destinations like jobs, education, health care, and grocery stores. Safety
and travel time challenges have long been documented for Westside
communities. The city and its partners should mitigate these barriers
by designing, planning, and managing city assets, curbs, streets, and
infrastructure to prioritize the safe and efficient movement of people,
especially those who are most underserved and marginalized. An East-
West Transportation Strategy will identify community-derived strategies
that improve access to jobs and services, reduce travel time, make travel
more reliable, and solve longstanding safety challenges.
Bold work to rethink how urban freeways and rail infrastructure impact
our communities is gaining traction across the United States. However,
these efforts remain small and often on the fringe compared to the
multibillion-dollar industries that power freeway expansion. Critical
efforts to reduce reliance on vehicular mobility require community-
driven leadership, bold thinking, and realistic and sequenced
implementation programs.
Connect SLC Citywide Transportation Plan96
Cafe
HARDWARE
CLINIC GROCERIES
A
P
T
S
PHARMACYSTORE
DOWNTOWN
RESTAURANT
PEQUITABLE
MOBILITY
OPTIONS
EQUITABLE
DEVELOPMENT
COMMUNITY
CO-CREATION
BEYOND
ENGAGEMENT
PILOTS AND
EARLY ACTION
PROGRAMS
97
Strategy 5.2: Provide safe and reliable connections
across the freeway and railroad tracks
Create safe and reliable linkages between Eastside and Westside neighborhoods.
ACTION
Develop fast implementation projects
that stitch the east–west divide
Short-term enhancements help improve the travel time and experience for people
living in Westside neighborhoods. These improvements can help to save lives and make
crossing safer while larger infrastructure solutions are developed and implemented. These
opportunities should focus on the mobility needs of communities experiencing poor safety
outcomes and having the greatest needs according to the UDOT Healthy Places Index.
Strategies to improve at-grade rail crossings:
• Improve sidewalks and provide curb ramps on all streets leading to at-grade rail crossings.
• Channelize space for vehicles, bicycles, and pedestrians as they approach a crossing gate
(e.g., a fixed median with flexible bollard can prevent people from trying to drive under a
descending gate).
• Add hinged pedestrian gate skirts at all at-grade pedestrian rail crossings.
• Examine feasibility of installing Accessible Pedestrian Signals at all at-grade rail crossings.
• Improve crossing surfaces where people cross rail tracks at-grade.
• Increase warning time for pedestrians and bicyclists at rail crossings.
• Keep all paint lines and markings fresh and visible (use “Keep Clear” paint markings in track
zone).
Pedestrian Gate Skirts
The use of a technology called a Hinged
Pedestrian Gate Skirt is effective at
reducing risk factors for at-grade
pedestrian rail crossings. Combined
with enhanced sidewalk infrastructure,
the addition of these pedestrian-
focused drop arms helps improve safety
outcomes.
Hinged Pedestrian Gate Skirts reduce safety
concerns for at grade pedestrian rail crossings.
Source: USDOTConnect SLC Citywide Transportation Plan98
ACTION
Develop bold
concepts to
repair and build
community
The impact of the infrastructure that
divides the city is both physical and
psychological. The sheer size of highway
viaducts, looming overpasses, and freight
tracks shape a hostile landscape that is,
at best, intimidating to people walking
and bicycling. People in the Westside
neighborhoods feel acutely the sense of
disconnection and exclusion from the full
offerings of the city.
Salt Lake City should also pursue continued investment in pedestrian- and bicycle-friendly
under or overpasses that provide seamless connections and community gathering spaces.
These represent larger capital projects and take longer to plan and implement, but a series
of grade-separated crossings like the 300 North Bridge can be delivered much more rapidly
than major infrastructure projects that require changes to mainline rail tracks or the highway.
300 North Bridge Under Construction (2023). Source: Salt Lake City
“Many times, I feel boxed in on this
side of town. It is very common for
me to be blocked by a train when
I am commuting by bicycle to the
granary, Central Ninth, Ball Park, or
downtown areas.”
—Connect SLC community input
99
New multi-use trails, a bicycle and pedestrian
bridge, and enhancements to existing biking and
walking facilities provide more comfortable
options for vulnerable travelers.
New Complete Street connections give everyone
more options for traveling to and from the
Westside. Many existing through-streets are
connected to freeway ramps. Creating new street
connections provides a safer experience with
lower traffic speeds.
Mobility Hubs bring different travel options
together. This includes transit service, shared
mobility, and improved connections for people
walking and bicycling.
Modernized interchanges and reconfigured
highway access ramps improve safety for all
modes, create new connections, and open up land
for development and public space.
E
M
E
R
G
E
N
C
Y
Railyard
Utah State
Fairgrounds
University of Utah
State Capitol
Salt Lake
Central Station
Liberty Park
Jordan Park
POPLAR GROVE
FAIRPARK
BALLPARK
DOWNTOWN SLC
ROSE PARK
EAST CENTRAL
GLENDALE
Jordan River Trail
FAIRPARK
BALLPARK
DOWNTOWN SLC
EAST CENTRAL300 N
N Temple St
900 W
400 S
1800 N
2100 S
600 N
200 S
1300 S
1700 S
Jordan River Trail
9-Line Trail
Modernized interchange
New complete street connection
New grade-separated trail connection
Added protection for walking and bicycling
Mobility hub
Frequent transit corridor
Potential I-15 cap and train box
EASTSIDE
WESTSIDE
Opportunities to heal
the east–west divide
Connect SLC Citywide Transportation Plan100
New multi-use trails, a bicycle and pedestrian
bridge, and enhancements to existing biking and
walking facilities provide more comfortable
options for vulnerable travelers.
New Complete Street connections give everyone
more options for traveling to and from the
Westside. Many existing through-streets are
connected to freeway ramps. Creating new street
connections provides a safer experience with
lower traffic speeds.
Mobility Hubs bring different travel options
together. This includes transit service, shared
mobility, and improved connections for people
walking and bicycling.
Modernized interchanges and reconfigured
highway access ramps improve safety for all
modes, create new connections, and open up land
for development and public space.
E
M
E
R
G
E
N
C
Y
Railyard
Utah State
Fairgrounds
University of Utah
State Capitol
Salt Lake
Central Station
Liberty Park
Jordan Park
POPLAR GROVE
FAIRPARK
BALLPARK
DOWNTOWN SLC
ROSE PARK
EAST CENTRAL
GLENDALE
Jordan River Trail
FAIRPARK
BALLPARK
DOWNTOWN SLC
EAST CENTRAL300 N
N Temple St
900 W
400 S
1800 N
2100 S
600 N
200 S
1300 S
1700 S
Jordan River Trail
9-Line Trail
Modernized interchange
New complete street connection
New grade-separated trail connection
Added protection for walking and bicycling
Mobility hub
Frequent transit corridor
Potential I-15 cap and train box
EASTSIDE
WESTSIDE
101
Big ideas to heal the east–west divide
The scope and scale of the infrastructure that divides us dictates the need
for equally big moves to reconnect our neighborhoods.
BIG IDEA
Bury I-15
I-15 bisects SLC, looming above the
street grade and creating a physical and
psychological barrier.
What is it?
• Replace the aging I-15 viaduct with a cut-
and-cover tunnel in Central Salt Lake City
• Extent could stretch from north of 600 N to
south of Ballpark
• Create acres of space for housing,
commercial uses, public services, parks,
and public space
Inspiration: The replacement of the State Route 99 Viaduct in Seattle with a new highway
tunnel has created a generational opportunity to reconnect people with the City’s waterfront.
Source: Waterfront Seattle
Connect SLC Citywide Transportation Plan102
Inspiration: Cap atop the Reno train trench.
Source: Downtown Reno Partnership Seattle’s Lid I-5 Study determined that lidding the below-grade
sections of the freeway could add 10 acres of public park and 4,500
new housing units, reconnect historic grid streets, and help reduce
noise and pollution. Source: WSP/City of Seattle
BIG IDEA
Trench the train
Mainline rail tracks are the most disruptive feature of SLC’s transportation
system and the number one cause of poor reliability for travelers.
What is it?
• Build a train trench along 500 W
• A community vision includes restoration of the Rio Grande Depot
to serve as the main passenger rail and transit hub
• Create acres of space for housing, commercial uses, public
services, parks, and public space
BIG IDEA
Reconsider freeway ramps
I-15 ramp connections to the city are some of the most dangerous
places for travelers of all modes and impact development opportunity.
What is it?
• Reconstruct the 600 N interchange to be a safe and viable east-
to-west crossing for all modes
• Rebuild 500 S and 600 S to reduce intrusion and impact on the
city
• Reconsider the 500 S / 600 S interchange to reconnect the street
grid over/under the highway and tracks while providing urban-
scale freeway access
• Remove the 900 S ramp to open land for public uses and
development in the Ballpark/Central 9th neighborhood where
the ramps consume 8+ acres
103
Source: Google Streetview
Inspiration: View of the entrance to a proposed pedestrian
crossing of mainline rail tracks from integrated development at
Sacramento Valley Station in California. Source: Perkins & Will
BIG IDEA
Break the berm
South of 900 S I-15 is constructed largely on a raised berm with very
few places to cross through or over.
What is it?
• Add multimodal crossings between 900 S-1300 S,
1300 S–1700 S, and 1700 S–2100 S.
• Use highway elevation and stub streets to create new
connections
• Focus on creating safe, well-lit crossings for people walking,
rolling, and bicycling
• Create crossings that aren’t influenced by high-speed traffic and
freeway ramps
BIG IDEA
Integrate development
Transit-oriented development opportunities are plentiful in Ballpark,
the Granary, the Depot District, and Gateway. New privately owned
or developed public spaces could include crossings integrated with
new buildings, parking, or other development.
What is it?
• Use public and private development projects along the tracks to
created activated crossing opportunities
• Leverage redevelopment of the Depot District and Salt Lake
Central (UTA) to create public crossings
• Work with TOD partners—including UTA and SLC
Redevelopment Authority (RDA)—and private developers to build
privately owned public spaces that create community crossings,
plazas, and gathering spaces
Connect SLC Citywide Transportation Plan104
At the time of this plan, UDOT was considering another widening of I-15. Without significant
mitigation and community-centered design, further expansions to the highway will worsen many
conditions described in this chapter. Cities like Boston and Seattle have buried or covered major
highways as a strategy to maintain vehicular mobility, while restoring urban fabric. While these
approaches add capital cost, the long-term fiscal and community benefits can be overwhelmingly
positive, prove to be a major regenerative force, and provide space for cherished public lands
and spaces, parks, trails, housing, and other community-centric uses.
Image: The Rose Kennedy Greenway in Boston resulting from the undergrounding of the Central Artery. Source:
Rose Kennedy Greenway
105
Local Spotlight: North Temple Mobility Hub Project
Salt Lake City’s North Temple
Mobility Hub Project is an
excellent example of how physical
design, programming, and digital
connectivity can combine to
enhance access to east–west
TRAX light rail service that is not
vulnerable to delay. Mobility hubs
should integrate community-
desired features such as public
spaces, retail, or family-/youth-
oriented amenities. Combined with
housing and development that
meets community needs and levels
of affordability, mobility hubs can
put more people in easy reach of
reliable mobility options.
Mobility hub features identified by the
North Temple Study.
Source: Salt Lake City
ACTION
Improve
transportation
options that
support safe,
affordable east–
west travel
A critical and cost-effective approach to
breaking down east–west travel barriers
is through improved travel options. Public
transit has several grade-separated
crossings of I-15 and the rail tracks, but
these lines are not always convenient
to access in Westside neighborhoods.
Along with improvements to transit (see
Key Move 4), creating mobility hubs and
providing local services that bring people
to them is a critical strategy.
“Sidewalks under the freeway end abruptly and I am scared drivers won’t see me coming.”
—Connect SLC community input
Connect SLC Citywide Transportation Plan106
Case Study: Progress Park (San Francisco, CA)
In 2012, a parcel of land under the I-280 on-ramp in the Dogpatch neighborhood of San
Francisco was transformed into a park and neighborhood hub. Before the transformation,
the land was prone to dumping and inappropriate uses. Neighboring families and residents
lobbied for change, and with help from a partnership with Public Works the parcel became
Progress Park, a public green space with walking paths and seating, street workout fitness
amenities, and a bocce court. Despite being under a freeway, the park hosts a variety of
events attended by families, children, and neighborhood residents. Progress Park has no
official sources of funding and is maintained entirely by volunteers, demonstrating the
tremendous power of a community coming together to create better public spaces.
Source: Green Benefit District
Strategy 5.3: Reclaim spaces to serve community
and function at a human scale
Reimagine the spaces between to be safe, secure, and supportive of the community.
ACTION
Create a program
to bring life and
community identity
to “below the
freeway” spaces
The absence of human scale features,
such as lighting, shade, and active
frontages around underpasses make
people feel uncomfortable, unsafe, and
exposed. A program to bring activities and
public art below the freeways would help
transform people’s experiences and bring
purpose and community gathering places
to life. The Below the Freeway Program
could fund things like lighting, skate
parks, bicycle pump tracks, and culturally
appropriate public art. Partnerships
and interagency agreements between
SLC and UDOT will be needed to make
improvements to the right-of-way around
the freeways.
107
ACTION
Foster local and grassroots
efforts to envision remedies and
uses for “in-between” spaces
Local leaders in arts, culture, and community organizing can be
powerful forces of change. City-supported programs that offer small
grants to improve safety, security, and public space can lead to
transformative change. SLC should develop a new grant program
to encourage neighborhood-driven improvements to existing
underpasses and in-between spaces to generate projects that
improve these areas and celebrate local community.
ACTION
Rethink freeway ramps
Highway on- and off-ramps consume large amounts of urban real
estate, create gaps in walkable, bikeable neighborhood grids, and
pose safety risks for people of all modes as vehicles transition from
highway to urban driving. All highway expansion projects should
carefully consider how key on-and off- ramps interface with the city.
In South Boston local artists imagined and brought to life a “Starry Night” sky
using LED lights. Initially a temporary installation, the City has agreed to make
the improvements permanent. Source: Pharos Controls
Dallas deconstructed the St Paul ramp from the Woodall Rogers Freeway
to develop Klyde Warren Park, which sits on a 1,200 foot-long cap over the
depressed freeway. Source: Thomas McConnell via Highline Network
Connect SLC Citywide Transportation Plan108
Strategy 5.4: Develop equitable, connected
neighborhoods where prosperity is shared
Bring community-supported development and amenities and an enhanced sense
of place to the Westside neighborhoods.
ACTION
Develop complete,
inclusive,
transit-oriented
neighborhoods
Westside neighborhoods tend to host far
fewer opportunities for jobs, education,
recreation, and socialization within
reach using existing transit, bicycle,
and pedestrian networks than Eastside
neighborhoods. The city should explore
ways to leverage the ongoing surge in
private and public sector development as
a pathway to increase affordable housing,
culturally appropriate public and open
spaces, jobs, and services like grocery
stores to reduce the need for people to
travel outside their neighborhoods to
meet their daily needs.
Seattle’s Convention Center and Freeway Park was one
of the first freeway capping projects in the world and
continues to bridge rapidly developing neighborhoods
on both sides of I-5. Source: Wikimedia Commons via
Planetizen
The “Blox” development in Copenhagen includes a
museum, shops, and other public amenities, creating a
public space that bridges a highway separating the city
from the waterfront. Source: Arup
ACTION
Use grade and
elevation to create
great experiences
New development provides opportunity
to bring public spaces above ground level
and create opportunity for pedestrians to
cross at-grade rails or roadways without
typical intersection conflicts. Almost all
of SLC RDA redevelopment districts are
adjacent to or cross the east–west divide.
As these areas redevelop, the City, the
RDA, and development partners should
seek opportunities to leverage new
development to bridge the divide.
109
Metrics
• Travel time reliability east to west
compared to north to south.
• Number of safe, protected crossings for all
modes between 2100 S and 600 N.
• Change in rate of traffic deaths and
serious injuries (all modes) per capita
(citywide and at high-injury locations such
as in the Westside neighborhoods).
• Change in number of traffic deaths
and serious injuries for people walking,
bicycling, and using personal devices
(wheelchairs, skateboards, etc).
• Percent of income spent on transportation
(Housing + Transportation Index).
Connect SLC Citywide Transportation Plan110
Photo source: Salt Lake City
PLACEHOLDER
111
Low Emissions Options
Expand transportation options to meet our
climate goals and efficiently manage our streets.
Salt Lake City is able to achieve an 80% reduction in greenhouse gas emissions by
2040 to meet the Climate Positive 2040 goals by offering convenient, low emission
transportation and mobility options.
Supporting our values
KEY MOVE 6
Photo source: UTA
Our strategies
6.1 Build awareness and use of transportation options
6.2 Manage existing parking supply
6.3 Communicate a unified parking strategy and brand
6.4 Develop a curb management strategy
Equity: Public spaces are reimagined for low- and no-emission travel options,
improving mobility and access for all.
Health and Safety: Salt Lake City enjoys cleaner air quality from reduced
vehicle emissions.
Affordability: Residents and employees have low-cost alternatives to driving alone.
Connect SLC Citywide Transportation Plan112
What’s happening in SLC?
WHAT WE HEARD
• Curb space is a finite resource with growing and competing
demand from e-deliveries, passenger pick-up and drop-off, dining,
electric vehicle charging, on-street parking and parking for bikes
and scooters.
• Affordable housing is in short supply, yet the oversupply of parking
spaces remains a costly barrier to optimizing use of land.
• Driving remains the dominant way of travel in SLC; alternative
travel options are not available or are not well understood.
• While there have been many studies over the past decade
recommending changes to SLC’s parking, curb usage, and
alternative mobility options, implementation has been limited.
Local Spotlight: Climate Positive 2040 Plan
SLC’s Climate Positive 2040 Plan outlines strategies to achieve an 80% reduction in Community Greenhouse
Gas Emissions by 2040 compared to the 2009 baseline. Transportation-related strategies to achieve the
goal include increasing the use of public transit, promoting active transportation, accelerating electric vehicle
adoption, and reducing emissions from air travel.
WHAT WE’RE DOING NOW
• Ride with Hive is a program that offers a 50% discount to SLC
residents to ride buses, TRAX, and the S-Line Streetcar.
• The SLC School District transit pass program offers transit passes
to students, faculty, and staff district-wide at no cost, promoting
both transit use and improved air quality.
• Smart Trips was a City-sponsored program offering free transit
passes, bike gear, and education materials to help people take
advantage of transportation options.
• Off-street parking regulations provide parking minimums and
maximums based on proximity to transit and land use. In areas
with a mix of land uses that are near transit, developers may be
exempt from providing a minimum number of vehicle parking
spaces.
• The City Permit Parking (CPP) program is SLC’s residential permit
parking program, managing all day non-resident vehicle parking in
and near residential areas.
• The Sidewalk Dining Design Guidelines balance the competing
demands for use on public sidewalks and curb space.
113
Strategy 6.1: Build awareness
and use of transportation options
Promote transportation and mobility options as sustainable
and affordable alternatives to driving alone.
ACTION
Hire a transportation
options program manager
Providing businesses, employees, and residents with a single
source of information for transportation options can simplify
communications and facilitate participation in transportation options
programs. SLC should hire a transportation options (TO) program
manager to lead the creation of a branded centralized website for
TO information, as well as strengthen partnerships with TO providers
including UTA, GREENbike, and other micromobility options. The
program manager should conduct education and outreach with
employers to increase awareness and participation in TO programs,
reducing car travel and increasing the proportion of people who bike,
walk, take transit, and share rides.
ACTION
Expand student and
education pass programs
Students from elementary to university are great pioneers of
building a transit culture. TO programs catered to school travel
greatly support the education system and help meet climate goals.
UTA and the SLC School District have recently partnered to offer a
one-year pilot program with free transit passes for all K-12 students,
while 15 universities and private schools have discounted transit
passes negotiated with UTA.
Free or discounted pass programs alone will not systemically get
more people on transit. The City should explore complementary
strategies to help encourage and promote transportation
options. Actions include promoting bus access options to popular
afterschool activity centers and recreational destinations, creating a
“bike bus” program, and setting up a transit “buddy system” to help
new students navigate public transportation together.
Connect SLC Citywide Transportation Plan114
Case Study: PBOT Transportation Wallet (Portland, OR)
The Portland Bureau of Transportation (PBOT) designates parking districts throughout
Portland and offers packaged transportation wallets to reduce parking demand and
incentivize transportation by all modes within the districts. The transportation wallet
includes bundled transportation incentives, including an annual streetcar pass and
credit for transit; and bikeshare, scooter, and carshare credits. People living and working
in the parking districts can purchase transportation wallets for 87% off the retail cost.
Alternatively, they can receive the wallet for free when they trade in an eligible parking
permit or if they qualify for TriMet’s Low Income Transit Fare.
ACTION
Implement a
transportation
wallet
A transportation wallet incentivizes
people in areas with good access to
transportation options to give up their
residential parking permits in exchange
for transit passes or other transportation
credits. The wallet should include a
package of transportation options
such as transit passes, bikeshare and
micromobility credits, and ridehailing or
carshare credits. This does not prohibit
the use of a car, but disincentivizes private
car ownership to alleviate demand on
parking while meeting transportation and
emissions goals.
Source: Portland Transportation Wallet
115
Case Study: Shift Transportation Options (TO) Program
(San Francisco, CA)
San Francisco established Shift, a
TO program designed to reduce
vehicle miles traveled (VMT)
induced by new development
by setting a VMT reduction
target and implementing TO
measures. Targets are set based
on proposed land uses and
number of accessory parking
spaces built. Developers work
with the City to select from
a menu of TO measures to
create a TO plan and achieve
the VMT target. Examples
include improved pedestrian
infrastructure, bicycle facilities,
on-site childcare, unbundling
of parking costs from housing
costs, and parking cash-out. The
TO plan is then submitted to the
City and included as a condition
of approval of the development.
Property owners must routinely
report on compliance with the
TO plan.
Source: Transportation Demand
Mnaagement Program, City and
County of San Francisco
ACTION
Incentivize
developers to
incorporate
TDM into the
development
process
Achieving mode shift will take commitment
from the development community. SLC
can incentivize developers to reduce
anticipated traffic impacts and improve
multimodal access to and from the site.
Examples of incentives can include density
bonuses, reductions in parking minimums,
and reductions in right-of-way fees. The
City should develop an online menu of
multimodal strategies and programs for
developers to choose from to achieve
maximum flexibility in their design while
providing the greatest benefit to the City.
STANDARDS FOR THE
TRANSPORTATION DEMAND
MANAGEMENT PROGRAM
PLANNING COMMISSION
ADOPTED AUGUST 4, 2016
Version 3. Updated March 11, 2021
Connect SLC Citywide Transportation Plan116
Strategy 6.2: Manage existing parking supply
Use a data-driven approach to track and achieve transportation and climate goals.
ACTION
Consolidate parking
functions under a
new parking program
SLC’s parking functions are spread
across several City departments. The City
should better coordinate parking-related
functions under a single parking program
and hire a parking program manager.
The new program manager should be
a seasoned parking professional with
experience managing municipal systems
of similar complexity and demonstrated
understanding of parking’s role in an
integrated, multimodal transportation
system. The parking manager should
be responsible for managing public on-
and off-street parking facilities, including
implementing a robust parking utilization
and performance tracking system,
optimizing a parking mobile application
to improve the parking experience,
and implementing a unified brand and
wayfinding program. This role should also
support developers to draft shared parking
agreements.
ACTION
Understand parking
utilization and
performance
Better parking management requires
proper understanding of the utilization
and performance of existing parking
infrastructure. SLC should develop
performance and utilization metrics to
understand and manage the city’s current
on- and off-street parking inventory. This
set of metrics should form a parking
information database that is maintained
by SLC. Parking data from the parking
application provides insights on when,
where, and how parking is used. A
public-private partnership between
the City and private parking companies
should be formed to share performance
and utilization data to improve parking
management and price parking effectively
throughout the city.
Centralized management
and leadership in parking
Salt Lake City last completed a parking
management study in 2012. The 2012
study found inadequate coordination
among the City’s municipal divisions for
parking management.
Today, City staff are advocating for
improved parking management
coordination, performance monitoring,
and communication with residents and
visitors about parking concerns.
117
ACTION
Optimize a single
mobile parking
application
With a mix of public and private parking
options throughout SLC, parking cost
and availability need to be better
communicated. ParkSLC is an existing
mobile application intended to help
users pay for parking in SLC. Resources
should be dedicated to upgrade
ParkSLC to be consistent with changes
in branding (Strategy 6.3) and tie in
with parkingslc.com functions such as
finding parking. App operations should
be integrated with physical parking
infrastructure, including wayfinding and
signage, to alleviate frustration with
finding and paying for parking.
Case Study: Parking Kitty (Portland, OR)
Parking Kitty is a mobile pay app managed by the City of Portland. It allows patrons to
pay and add time to parking sessions directly from their phone and will send reminders
when a parking session is almost over. On-street parking and publicly owned parking
garages in Portland are marked with Parking Kitty signs and zone numbers to make it
easy to pay for parking. Parking Kitty is also available on mobile browsers.
Source: parkingkitty.com, City of Portland
Connect SLC Citywide Transportation Plan118
Strategy 6.3: Communicate a unified
parking strategy and brand
Provide clear parking guidance to facilitate a park-once experience
for those who need to drive.
ACTION
Create an updated
parking brand and
communications
plan
Establishing a brand communicates
a consistent, recognizable message.
Currently, parkingslc.com offers a wealth
of information on where and how to find
parking in garages, lots, and on-street. SLC
should create a brand—a unified look and
feel for all things parking—to support a
centralized parking program. An updated
website should be the foundation of the
brand, in addition to maps, wayfinding
and signage, and other communications
materials.
ACTION
Prioritize clear
and consistent
wayfinding and
signage
SLC’s parking supply is underutilized. In
areas where parking is perceived to be
limited, such as Downtown SLC, wayfinding
should direct people to available parking,
facilitate vehicle flow, and make it easy to
pay for parking. Wayfinding should also
be available for people who walk, roll, and
bike. In addition to helping with navigation,
signage should display real-time information
at lots or garages such as number of
available spots, or alternative available
parking locations to reduce confusion and
frustration.
ACTION
Pilot a park-once-
and-walk district in
Downtown SLC
A park-once-and-walk district means
visitors can park once and access multiple
destinations without using a car. Currently,
Downtown SLC is part of UTA’s Free Fare
Zone where TRAX and buses are free. It is
also classified as “Transit Context” per the
City’s parking code, which means businesses
can provide minimal off-street parking. SLC
should pilot a park-once-and-walk district to
reduce traffic, promote shared parking, and
improve parking availability for businesses.
Revenue from parking in the district should
be directly reinvested to upgrade pedestrian
infrastructure such as sidewalks, benches,
and street trees or fund transportation
options programs. Parking revenue can also
fund bike parking and other micromobility
options.
119
Case Study: Old
Pasadena Parking
District (Pasadena, CA)
Old Pasadena is a downtown
historic district with more than
200 destinations and attractions
for shopping, dining, arts, and
entertainment. Visitors can park
at on-street metered parking, and
revenue from meter parking is used
to fund programs to maintain the
streetscapes and alley walkways
in Old Pasadena. Visitors are
encouraged to park at any of the
three Park & Walk garages that are
centrally located and provide walkable
access to the variety of destinations
without having to drive. Park & Walk
garages are marked on maps with
P&W icons and offer hourly and daily
pricing so drivers do not have to
move their vehicles during their visit.
Source: Old Pasadena Walking Map
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SCORE
WALKER’S PARADISE95 BIKER’S PARADISE
BIKE
SCORE96
Connect SLC Citywide Transportation Plan120
Strategy 6.4: Develop a curb management strategy
Modernize curb management practices to meet expanding demands on the curb.
ACTION
Conduct a survey
for existing curb
uses across SLC
To better understand the opportunities
and challenges of managing curb space,
SLC should conduct a comprehensive
survey of existing conditions and peer
review of best practices. Inventorying
existing curb uses will help staff and the
public better understand how curb space
is being used today and the potential
opportunities that exist. Interviews with
partner agency staff will also help the City
understand how various stakeholders
impact curb space and identify the diverse
needs and perspectives of curb users
from parking to delivery services to bus
stop placement.
ACTION
Implement a
project to pilot
innovative and
shared curb uses
While there are many possibilities for
improved and dynamic curb uses, not
all are equally applicable to different
contexts. Pilot projects allow the City
to conduct trials in a controlled setting
and at a smaller scale, illuminating how
different stakeholders will respond to the
change in curb uses. Conducting pilot
projects is also a great way to involve local
residents, employers, and the surrounding
community in the design process, clearly
addressing their needs and concerns.
Why manage the curb?
Curbs are one of SLC’s largest public
assets, playing a multitude of roles
within the city—they are a physical
barrier between the street and sidewalk,
a loading zone for goods and people, a
storage facility for parking automobiles
and, in some cases, shared mobility
devices, and more. Several of these
uses compete for space, often resulting
in prioritization of parking for single
occupancy vehicles over other uses. Use
of the curb has a direct and substantial
impact on placemaking, especially in
high use areas.
A curb management strategy is needed
because the curb:
• Is one of our largest public resources
• Has a growing number of demands
• Connects us to transportation options
• Can be a tool to achieve community
goals to reduce emissions and
encourage people to bike, walk, take
transit, and share rides
121
BANK
BANK
RESTA
U
R
A
N
T
RESTA
U
R
A
N
T
PARK
I
N
G
PAvaila
b
l
e
:
8
8
Occup
i
e
d
:
4
1
2
++
PHARMACY
PHARMACY
No Par
k
i
n
g
Tow Z
o
n
e
9:00PM
–
3
:
0
0
A
M
THUR–S
A
T
No Pa
r
k
i
n
g
Tow Z
o
n
e
9:00PM
–
3
:
0
0
A
M
THUR–
S
A
T
2 hou
rParki
n
g
7:00AM
–
9
:
0
0
P
M
THUR–
S
A
T
2 hou
rParki
n
g
7:00AM
–
9
:
0
0
P
M
THUR–
S
A
T
2 hou
rParki
n
g
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–
9
:
0
0
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M
THUR–
S
A
T
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k
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o
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3
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0
0
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M
THUR–S
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T
No Par
k
i
n
g
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o
n
e
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–
3
:
0
0
A
M
THUR–S
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T
2 hou
rParkin
g
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–
9
:
0
0
P
M
THUR–
S
A
T
No Parkin
g
Tow Zon
e
9:00PM–3:
0
0
A
M
THUR–SAT2 hour
Parking
7:00AM–9
:
0
0
P
M
THUR–SAT
No Parki
n
g
Tow Zon
e
9:00PM–3
:
0
0
A
M
THUR–SAT2 hour
Parking
7:00AM–9
:
0
0
P
M
THUR–SAT
PARKING COMEDY
COMEDY
U T
A
Today,
the curb is ...
How we manage the curb will change
Prioritized for cars.At odds with our climate goals.
Subsidized – even in areas with priced parking,
the true cost is not passed on to drivers.
Confusing – it’s difficult to understand
what is allowed where.
1
1
3
3
2
2
4
4
Connect SLC Citywide Transportation Plan122
U T
A
U T
A
PARK
I
N
G
PAvaila
b
l
e
:
8
8
Occup
i
e
d
:
4
1
2
15 mi
n
loadin
g
15 mi
n
loadin
g
BANK
BANK
++
PHARMACY
PHARMACY
pARKING
2 hour
pARKING
2 hour
15 mi
n
loadin
g
PARKING
RESTA
U
R
A
N
T
RESTA
U
R
A
N
T
COMEDY
COMEDY
Tomorrow,
our curbs
should be ...
Prioritized for shared transportation options
like carshare, shuttle, and carpoolers.
Priced appropriately to shift people away
from private vehicles.
Supportive of delivery services, ridehail
loading, and eventual autonomous vehicles.
Activated for other uses like parklets
and dining.
1
1
3
3
2
2
4
4
123
Case Study: SFMTA Curb Management Strategy and Design Guidelines (San Francisco, CA)
Recognizing that curb space is a finite resource, San Francisco Muni
published a new framework categorizing the hierarchy of curb
functions and presented a list of strategies and policies to overhaul
the management of curb space. The Guidelines support planners
and engineers in curb zone placement and design as part of SFMTA
projects and include guidance on data collection from surveys to
video observations.
Some notable recommendations include:
• Standardize curb data inventory
• Develop public communications and information campaigns on
parking and loading regulations
• Study pricing to address curb use impacts
• Expand the use of loading zones that vary based on time of day
• Prioritize disability access in curb management
80 feet of curb can serve:
4 Private Vehicles 22 Mopeds/Motorcycles 32 Shared Bikes 1 40’ Coach Bus
8 22 32
63
THE SFMTA’S APPROACH: LOOKING AT THE CURB THROUGH A NEW LENS
By first allocating space to those uses that provide the greatest amount of access,
the curb can facilitate the movement of more people and goods, more effectively
utilizing limited curb space and helping ensure direct access to the curb for individuals
with mobility limitations.
CURB MANAGEMENT FRAMEWORK
Source: SFMTA Curb Management Strategy
Connect SLC Citywide Transportation Plan124
Metrics
• Reduction in Vehicle Miles Traveled (VMT).
• Percentage of curb space not allocated for parking.
• Percentage of parking revenue invested in mobility options.
• Parking performance (occupancy, turnover, violations).
• Awareness of transportation options programs via biennial citywide
transportation surveys.
ACTION
Develop Curb
Management
Guidelines
The above two actions will set up SLC
to establish a blueprint for the future,
defining how curb space should be
prioritized based on the local context,
community goals, and current and future
demands on urban streets. Based on the
curb use inventory and results of the pilot
project(s), SLC should create a document
that outlines Curb Management
Guidelines to help prioritize how curbs are
used and managed across the city.
125
Places for People
Leverage community benefits from private
investment to create welcoming community
gathering places.
Tools, incentives, and standards help to leverage private development and create
places for people.
Supporting our values
KEY MOVE 7
Photo source:
Salt Lake City
Sustainability: Facilities are built to support people to bike, walk, take transit,
and share rides more often.
Equity: Capital funding is distributed equitably by creating priority networks.
Our strategies
7.1 Leverage private investment in high growth areas
7.2 Promote connectivity at the block level to create walkable districts
What we heard
• Homogeneous residential districts put daily destinations farther away, which means trips are
longer and people have a hard time biking, walking, and taking transit.
• Long blocks make it challenging for people to connect to destinations.
• Investments—along with new development—are needed to help create attractive public
spaces in our communities.
Connect SLC Citywide Transportation Plan126
Strategy 7.1: Leverage private investment
in high growth areas
Invest in open and green space to support development and
create beautiful public spaces.
ACTION
Create public realm
action plans
Public realm action plans in high growth
neighborhoods help guide mobility and
public space investments. These plans
identify opportunities for pocket parks,
linear parks, alley revitalization, and
land acquisition opportunities to create
more open and green space. SLC should
reallocate right-of-way (ROW), leverage
multi-agency partnerships, and repurpose
land acquisition funds to create park-
like spaces in the ROW in areas that lack
public parks and green space.
ACTION
Incentivize developers
to implement adopted
street concept plans
Street concept plans provide a common
vision shared between community members,
property owners, developers, and city officials.
Multiple property owners typically implement
street concept plans over time as parcels on
the block redevelop.
Ten percent street concept plans should
be developed for signature streets in
the areas that have the most potential
for transformation. The plans should be
formally adopted by the SLC Transportation
Department to provide confidence to
developers that they have been properly
vetted by subject matter experts to reduce
their risk in the review process. Incentives
to encourage implementation could include
density bonuses or a reduction in right-of-way
fees during construction.
Case Study: Street
Design Concept Plan
Program (Seattle, WA)
The City of Seattle’s Street Design Concept
Plan Program includes formally adopted
concept plans for more than a dozen
streets, such as Terry Avenue, that have a
high potential for new development.
Terry Avenue street concept plan (Seattle,
WA). Source: Gustafson Guthrie Nichol Ltd. via
Community Design + Architecture
127
Case Study: City of Seattle Public Life Program
(Seattle, WA)
The Seattle Department of Transportation (SDOT) developed the Public
Life Program in 2017 to collect and elevate ‘people data’ through public
life studies to understand how our public spaces are being used and by
whom through observational research methods. The results of a public
life study provide SDOT with people-centered data to make investment
decisions, evaluate designs and interventions, and understand what
makes a successful public space.
Vine Street in Seattle, WA. Source: Mike Nakamura, via NACTO
ACTION
Establish a Green Street
network
Green Streets are legislated in the land use code and
designed to give priority to pedestrian circulation and
open space. Discretionary pedestrian improvements
on Green Streets enable private development to
receive bonus density. The Green Street network
should include streets that are conducive to green
stormwater infrastructure, including soil infiltration,
slopes, and right-of-way availability.
As a first step, SLC has committed to developing a
downtown Green Loop to be built over the next 5-10
years, which will feature urban linear parks and urban
forests. Expansion to a codified, citywide initiative
can transform the public realm and promote healthy,
walkable communities across the city.
Key steps to develop a Green Street network include:
• Create a Green Streets GIS layer in the Complete
Streets StoryMap.
• Develop interdepartmental agreements to foster
partnerships between Department of Public Works
and Department of Public Safety.
• Dedicate staff resources to tracking and
coordinating with private development to foster
partnerships in a timely way.
Connect SLC Citywide Transportation Plan128
Strategy 7.2: Promote
connectivity at the block level
to create walkable districts
Enhance connectivity to help people
get around easily.
ACTION
Value street and
alley vacations
A street or alley vacation is a type of
easement in which a public agency
transfers the right-of-way of a public
street to a private property owner.
Salt Lake City should put a high value on
street and alley vacations beyond the
appraisal, recognizing that street vacations
can limit the permeability of the network
for pedestrians over time. Street vacations
should be offset with comparable public
benefits to the pedestrian and public
space network.
ACTION
Require midblock
pathways
Salt Lake City has some of the longest
blocks in the country, hindering
connectivity. To avoid large blocks that
exceed 300’ in length, SLC should require
midblock pathways between or through
parcels to achieve more permeability at
the block level to encourage walking and
to add more visual interest and depth to
large scale developments.
Implementation of midblock through
connections can also be achieved through
public benefits resulting from street and/
or alley vacations, incentive programs,
and/or cost waivers for right-of-way
improvements.
Metrics
• Number of uninterrupted blocks
(without midblock crossings)
in the city.
• Creation of and progress
on Green Streets.
129
Operationalize Complete Streets
Design, build, operate, and maintain great streets
through effective partnership.
Streets are the lifeblood of our neighborhoods. Their design affects our behaviors and
decisions—how safe we feel, where we can or choose to live, how we get around, how easy it is
to get to the doctor, whether our kids walk or bike to school, and our physical, environmental,
and economic health.
To ensure our streets are designed for the people of Salt Lake, we must foster a cultural shift at
the City of Salt Lake to support Complete Streets outcomes from planning to implementation to
asset management.
Supporting our values
KEY MOVE 8
Photo source:
Salt Lake City
Our strategies
8.1 Develop shared goals and accountability for Complete Streets design and management
8.2 Develop tools to guide decision-making
8.3 Use street typologies to guide Complete Streets development
Sustainability: Our streets and transportation assets are built and maintained to
help people travel sustainably.
Equity and Affordability: Investments in transportation ensure safe and reliable
travel for everyone in all parts of the city.
Connect SLC Citywide Transportation Plan130
What’s happening in SLC?
WHAT WE HEARD
• There is a lack of coordination across city departments and no
centralized role in charge of street projects for their lifetimes.
• Improved coordination between divisions and departments
is needed to implement complete street projects (particularly
planning, design, utilities, and maintenance).
• Support and partnership are needed to ensure complete street
outcomes on UDOT owned streets.
• Chartering and interdepartmental agreements are needed for
utility and street tree conflicts and street lighting.
WHAT WE’RE DOING NOW
• The Street and Intersection Typologies Design Guide defines
designs for 17 distinct types of streets.
• A Complete Streets Ordinance was adopted in 2010, requiring
streets to be designed, operated, and maintained for all modes of
travel, including people walking and biking and for travelers of all
ages and abilities.
• Complete Streets assessments are completed in the
Transportation Division but commitments are often the first thing
to fall off when budgets are constrained.
Photo Source: Lance Tyrell via slc.gov
131
Cafe
HARDWARE
CLINIC GROCERIES
A
P
T
S
PHARMACYSTORE
P
RESTAURANT
DOWNTOWN
What does a
Complete Street
feel like?
Complete streets and intersections ensure safe
and equitable access, mobility, and opportunities
for people of all ages, abilities, incomes, races,
ethnicities, and genders. They are:
• Sensitive and responsive to land use and
ecological contexts.
• Slow, encouraging responsible movement
through physical design.
• Inclusive of diverse transportation choices
(bus and rail transit, bikeways, walkways,
diverse curbside uses, mobility devices,
motor vehicle lanes, shared spaces, and/or
freight, depending on context).
• Interconnected, providing a network of
streets that allow people to get from place
to place directly and safely.
• Balanced, providing space for mobility,
access, greening, placemaking, and other
functions of a street.
Not every street needs to contain all elements,
but a complete streets network ensures
that everyone has a safe and convenient
travel option.
TRANSIT STOPS
include amenities
to make transit
more desirable and
accessible
MID-BLOCK
CROSSWALKS
provide safe and
convenient walking
paths and reduce
vehicle speeds
WIDE SIDEWALKS
provide ample room for people
walking and rolling, enhance the
public realm, and spur activity
Connect SLC Citywide Transportation Plan132
Cafe
HARDWARE
CLINIC GROCERIES
A
P
T
S
PHARMACYSTORE
P
RESTAURANT
DOWNTOWN
STREET PARKING
AND LOADING
is strategically planned
to maximize utilization STREET LIGHTING
increases safety and
creates human scale
BIKE PARKING
makes it convenient to
visit nearby attractions
BIKE LANES
provide protection
from vehicle and
pedestrian traffic
LANDSCAPING
creates a comfortable
and inviting pedestrian
environment and
establishes green streets
133
Strategy 8.1: Develop shared goals and accountability
for Complete Streets design and management
Engage a broader multidisciplinary team in project development to ensure
consistent, high-quality Complete Streets outcomes.
ACTION
Integrate Complete
Streets into the full project
development lifecycle
Salt Lake City has an adopted ordinance, leadership support,
and staff resources that are dedicated to Complete Streets. For
change to infiltrate throughout the organization, the process
needs to become decentralized and integrated into how the City
plans, develops, designs, manages, and maintains its streets and
transportation assets. All departments and divisions involved
in these activities should have ownership of Complete Streets
outcomes, which are central to the community vision and goals
of Connect SLC.
ACTION
Structure project development
teams to ensure accountability
City staff with different skills and responsibilities are involved in
planning, designing, and implementing street projects. Each has
accountability for distinct outcomes and when projects transition
between divisions, design outcomes can naturally shift. SLC should
engage all accountable parties early and keep everyone engaged
throughout the project development, delivery, and maintenance
lifecycle to ensure safety, equity, and mobility outcomes are
balanced and community inputs are realized.
A Complete Streets Steering Committee (see action at right) can
ensure leadership support. At the staff level, creating a project
development division (or comparable staff structure) will ensure
engagement of all needed subject matter experts early and
continually. The case study at right describes a success story for
this approach.
Connect SLC Citywide Transportation Plan134
Case Study: Complete Streets Program (Seattle, WA)
The Policy and Planning Division of the Seattle Department of Transportation (SDOT) administers
the Complete Streets program. Program management includes accountability, tracking, and
training to ensure that the framework is in compliance with the legislated mandate and in keeping
with best practice. However, the Complete Streets assessment for each capital project is the
responsibility of the “project developer,” who resides in the Project Development Division. This
process requires signing off on the scope of work by a core team of interdisciplinary subject
matter experts before a project can advance past 30% design. A project manager in the Capital
Projects Division participates in the 0-30% phase (planning and concept design) and continues
in the management of later design phases ensuring that the Complete Streets assessment
and goals are realized. This process weighs each subject matter expert equally. If there is
disagreement at the staff level by any subject matter expert, then the project is escalated to an
Executive Steering Committee for final decisions on scope of work and budget.
Prior to the establishment of a Project Development Division, Policy and Planning was
responsible for finalizing all Complete Streets assessments for capital projects, in accordance
with the Complete Streets ordinance. This resulted in a ‘watch dog’ role within the
organization; Complete Streets outcomes were more sporadic and were often reliant on the
good will of the project manager. The organizational changes resulted in institutional change
and broader accountability over Complete Streets outcomes.
ACTION
Establish a
Complete Streets
Steering Committee
A Complete Streets Steering Committee
should be established to provide regular
coordination between key department and
division leadership and joint accountability
for various stages and functions of
Complete Street planning, design, delivery,
and maintenance. The Committee will
also be responsible for making policy and
organizational recommendations to ensure
effective Complete Streets processes and
outcomes, consider and grant exceptions
to policy, coordinate funding and
budgeting, and create an annual report on
Complete Streets efforts in the city. The
Committee should include the following
members or their appointees:
• Transportation Division Director
• Engineering Division Director/City
Engineer
• Planning Division Director
• Building Services Director
• Streets Division Director
• Department of Airports Director
• Public Lands Division Director
• Public Utilities Division Director
• Redevelopment Agency Executive
Director
Source: Complete
Streets Program, SDOT
135
Strategy 8.2: Develop tools to guide decision-making
ACTION
Update the Quality
Transportation Improvement
Program screening tool to align
with Connect SLC
Salt Lake City’s Quality Transportation Improvement Program (QTIP)
is a tool that uses criteria aligned with City values and priorities—
including equity-centered criteria—to inform decision-making about
capital project and program priorities. An update of the QTIP tool
will align with Connect SLC goals and ensure smaller projects—and
those that provide critical connections to areas in need—are better
positioned for funding. Recommended updates are provided below:
• Criteria Review: Update the existing criteria to align with
Connect SLC goals including a review of equity criteria.
• Safety: Move away from heat map analysis for severe and fatal
crashes so that every incidence is considered.
• Automated Scoring: Automate the scoring process to improve
the speed at which projects can be scored.
• Connectivity Metric: Create a metric to evaluate a project’s
value with respect to the larger mobility context (e.g., a small
completion of a larger trail network that would not otherwise
score very highly).
ACTION
Develop data-driven storytelling
tools to support Complete
Streets assessments
Operationalizing Complete Streets with easy-to-use tools and
easy linkages to relevant data is critical to ensure the process is
manageable and useful to City staff. Clear communication tools
can also ensure equity and safety are centered in the process and
staff have clear communication tools when meeting internally and
with the public. A GIS StoryMap can serve as a universal tool to walk
project managers through the Complete Streets assessment with
data sources hyperlinked to each section.
Connect SLC Citywide Transportation Plan136
ACTION
Align capital projects with
policies and best practice
City staff require data-based protocols and tools to ensure that the
policy intent of our Complete Streets Ordinance is implemented
through street design and operations. Analytical tools, metrics, and/
or thresholds that have historically been used to assess project-
level impacts often favor vehicular level of service (LOS) and can
make it difficult to implement multimodal transportation projects.
SLC should develop tools and policies that can help measure and
balance Complete Streets goals.
• Create a Multimodal Level of Service policy to apply to capital
projects that establishes acceptable levels of vehicle delay if and
when LOS for other modes like biking and transit improves.
• Establish pedestrian and bicycle crossing policies based on
system needs and actual use patterns or projections.
• Develop and use a form of preventative modeling to assess
safety risks for vulnerable street users instead of using crash
data to justify safety improvements – understanding how, why,
and where crashes may happen.
Case Study: Vehicular Level
of Service Policy Application
for Capital Projects (Seattle, WA)
Seattle has robust Complete Streets policies and support
from leadership to shift to a sustainable transportation
network. However, multimodal capital projects were often
evaluated using the same metrics and thresholds as
vehicular-based projects. A level of service (LOS) policy was
developed to ensure that vehicular delay did not serve as
a roadblock to multimodal project implementation. The
Complete Streets assessment requires an agreement
between the project manager and the traffic engineer to
agree on alternative metrics that will be used to assess
potential multimodal impacts. (For example, an important
metric for a bike project may be the resultant delays
to transit.)
137
ACTION
Formalize use
of the Street
and Intersection
Typologies Design
Guide in project
development
The SLC Street and Intersection Typologies
Design Guide provides direction on how street
design can shape the city around our values
and goals. Its 17 street typologies should be
used to guide implementation and inform
dimensional standards for street capital projects.
The SLC Transportation Division should work
with development review teams to ensure the
guidelines are used when developers rebuild
street frontages or street and alley segments.
For example, ensuring pedestrian clear space
and greening dimensions as a buffer between
sidewalk and travel lanes are met can improve the
quality of the pedestrian experience.
ACTION
Require compliance
with the Street
and Intersection
Typologies Design
Guide in the
Complete Streets
assessment
Capital projects should reflect project
relevant dimensions of the street type
assignment. For instance, if a protected
bike lane is proposed, it should match
the facility design and corresponding
dimensions that are illustrated in the
Design Guide. For projects that do not
meet the dimensional standards depicted
in the Design Guide, a deviation for capital
projects should be required as part of the
Complete Streets assessment.
Metrics
• Track compliance with the Street
and Intersection Typologies Design
Guide, particularly the number of
deviations granted.
• Track Complete Streets elements
added to projects as a result of the
interdepartmental process.
• Provide a public facing dashboard
where finalized Complete Streets
assessments can be viewed.
Strategy 8.3: Use street typologies
to guide Complete Streets
development
Connect SLC Citywide Transportation Plan138
139
Achieving our vision
Connect SLC Citywide Transportation Plan140
6
Connect SLC is a guide for how we move and
connect people, goods, and our community.
It is an expression of our collective values
and a roadmap for how we work together
to achieve our goals as a community.
Achieving the Connect SLC vision requires commitment to creating ongoing community
conversations, better organizing our City departments for coordinated project delivery,
leveraging partnerships with other organizations, and upholding our commitment to report on
key outcomes to hold ourselves accountable.
141
An ongoing community conversation
Implementation of Connect SLC starts with a commitment to engaging the community in new ways. Connect
SLC sets the stage for the City, agency partners, and the community to engage in ongoing conversations to
help ensure transportation projects, programs, and investments reflect the needs of—and are co-created
with—the community. SLC recognizes that Westside neighborhoods lack transportation equity and have been
marginalized by past infrastructure choices. All transportation investments and processes must be led with
a racial equity framework, recognizing that racial inequities are deeply ingrained in our processes and often
unintentionally perpetuate harm. Leading with racial equity provides the opportunity to proactively integrate
racial justice in our decision-making, and ultimately our policies, practices, and institutional culture.
Look back to move forward
This framework
will help SLC
learn from the
past and move
toward a more
equitable future.
Understand the
history of racist
mobility policies
Analyze how
communities
benefitted or were
harmed
Acknowledge
impacts on mobility
access today and
the need to change
Identify strategies,
investments, and
programs needed to
avoid displacement
and continued
disinvestment
Create a process
to report back on
key outcomes
1 2 3 4 5
Strategies
Investments
Programs
Connect SLC Citywide Transportation Plan142
Organizing for success
Cities are complex places. We barely think about our travel experience when all goes well, but behind the
scenes there is a lot happening to make our travel experiences smooth, safe, and enjoyable and ensure
that the thousands of other people traveling simultaneously have the same experience. An integrated
transportation system is the result of careful long-term planning, investment, and day-to-day operations
that keep people safe, signals on, systems moving, and goods arriving.
Many SLC departments are working to ensure our travel options are safe, reliable, and effective and
that the way we allocate our finite street space aligns with our safety, equity, and climate goals. How
these departments work together and manage the many needs of our streets is critical to reaching the
aspirations set forth in this plan.
143
TRANSPORTATION-FOCUSED
All or most transportation functions are in
one department that is primarily focused
on transportation. Sometimes these
departments also have a partner agency (e.g.,
Engineering, Public Works) that handles certain
responsibilities like construction or maintenance.Note: Adapted from NACTO’s “Structured for Success” (2022)
TRANSPORTATION-INCLUSIVE
All or most transportation functions are in a
larger department that is not solely focused
on transportation, such as an Engineering
Department or a Department of Public Works.
TRANSPORTATION-DIFFUSE
Transportation functions are spread across
multiple departments, none of which is
solely focused on transportation.
How SLC is structured to deliver Connect SLC
Salt Lake City reorganized its Transportation Division in the Department of
Community and Neighborhoods to improve capital project delivery. This
was in response to a significant increase in transportation funding starting
in 2019. As part of the reorganization, the Transportation Division created
new work groups to allow for specialization. Previously, project managers
had been expected to lead every element of a project from securing
funding through construction. The new structure separates out the
general planning work group into three groups: a strategic planning and
programming team, a project delivery team, and a safety and analytics
team. The Division increased staffing and redefined certain staff roles
to better utilize several new sources of capital project funding as well as
better organize project prioritization and grant writing efforts.
Despite this reorganization, SLC’s transportation planning, delivery, and
maintenance processes are relatively diffuse compared with agencies
that have a consolidated department of transportation.
SLC’s diffuse structure has pros and cons. The involvement of multiple
departments can include a broader set of City leadership in decision-
making and can lead to strong partnerships at the leadership level.
However, coordination requires time and resources and it can be
challenging to ensure the full lifecycle of a project or program is
considered from the outset when multiple leaders are responsible
for budgeting and staffing.
Connect SLC Citywide Transportation Plan144
Keys to a successful Connect SLC implementation
Keys to success How Connect SLC moves us forward What to do next
Clear goals Articulates our transportation vision and
values and the strategies and actions to
move the dial
• Create an Action Plan that helps to prioritize what we’re doing first, next, and
in the future
• Maintain strong Director-level coordination
Reliable and
recurring
funding
Sets a strong vision for our transportation
system to support asks for new funding, both
locally and from Federal and State partners
• Sustain and develop reliable local funding sources that can support projects
and programs needed to meet the Connect SLC vision
• Continue to be opportunistic, seeking grant funds and public-private
partnerships to achieve the vision
Strong
coordination
and hand-offs
Documents how to integrate Complete Streets
into the full project development lifecycle
• Map project development process/delivery chain
• Create a Complete Streets Working Group
• Use the Complete Streets process and committee as a delivery tool and
approach to ensuring shared commitments are realized
• Update project planning and development process to ensure all phases
of the project lifecycle are included, all the necessary departments are
involved throughout project development, particularly those responsible for
operations and maintenance
Commitment
to evaluation
Identifies a set of key metrics to track
plan progress
• Create an Action Plan that documents how progress will be tracked and
communicated to the community
• Continue to manage and update the project prioritization process to
ensure community goals are being met through the Quality Transportation
Improvement Process (QTIP)
Manage change Identifies resources, staffing, and partnerships
to tackle our most serious challenges
• Develop a Vision Zero task force and rapid response team, taking both a
structure planning approach and responding immediately to known threats
• Develop an East-West Transportation Strategy to address immediate needs
and inspire bold action
Investment
in staff
Identifies the need to improve staff
understanding of the local community
Recommends that staff involved in the
decision-making are more representative of
the community
• Work with local schools, professional organizations, trade unions, and
community-based organizations (CBOs) to increase the number of
underrepresented populations in vocational professions across the City’s
departments
• Train planning staff to work with CBOs to understand their unique skillsets
and ensure that CBO members have access to resources
Strategic
communications
and community
engagement
Provides an engagement framework to co-
create with community
• Partner with the Equity and Inclusion team to update SLC’s Engagement Guide
• Tie equitable engagement to staff and leadership decisions through an Equity
Working Group or Cabinet
Note: Keys to success adapted from NACTO’s “Structured for Success” (2022)
145
Joining with our partners
Implementation of
Connect SLC will require
strong coordination
with agency partners,
key stakeholders, and
community-based
organizations.
Engage with our
communities
Partner with neighborhoods and Recognized
Community Organizations to identify
participants for the Equity Working Group.
• Equity and Inclusion Team of Salt Lake City
• Community Outreach Team of Salt Lake City
• Neighborhood and Community
Organizations
–Westside Coalition
–Community Councils of SLC
–NeighborWorks Salt Lake City
–All community-based organizations
representing the people of SLC
Improve health
and safety
Partner with law enforcement and other public
health and safety divisions and organizations
to achieve Vision Zero goals.
• Law enforcement
• Salt Lake County Health Department
• SLC Police Pioneer Bike Squad
• SLC Unified School District
• SLC schools, colleges, and universities
• Wasatch Front Regional Council
Connect SLC Citywide Transportation Plan146
Provide
transportation
options and services
Partner with transportation options service
providers to improve awareness of options
and increase the number of people biking,
walking, and taking transit for more trips.
• UTA
• GREENbike
• UDOT TravelWise
Manage the
right of way
Partner with right-of-way operators and the
divisions that manage public land and utilities
to ensure Complete Streets implementation is
seamless and safe connections are made.
• SLC Public Utilities Department
• SLC Public Lands Department
• UDOT
• Freight rail operators
Improve our
public spaces
Partner with our economic development and
tourism partners to enhance our public spaces
and attract equitable development.
• Department of Economic Development
• Downtown Alliance
• SLC Redevelopment Agency
• SLC Arts Council
• Visit Salt Lake
DOWNTOWN
147
Measuring our progress
Connect SLC sets a vision for Salt Lake City’s transportation future. But how will we know if we’re making progress to achieve the vision?
This section outlines the performance measures for Connect SLC—organized by our values outlined in Chapter 4—to help track our progress.
Our values Our Key Moves Our measure Our metric Target
Equity • Key Move 1: Authentic
and Intentional Public
Engagement
Design engagement to
foster co-creation
• Dollars paid to community-based organizations and
community members
• Key Move 1: Authentic
and Intentional Public
Engagement
Expanded engagement to
underserved populations
to prioritize marginalized
voices
• Comparison of demographic data for survey and in-person
outreach events compared to city-wide demographics
• Geographical distribution of in-person events and survey
responses
N/A
• Key Move 5: Healing the
East-West Divide
Improved safety for people
living and working in
Westside neighborhoods
• Number of safe, protected crossings for all modes between
2100 S and 600 N
• Key Move 6: Low Emissions
Mobility Options
Improved awareness of
transportation options
• Change in awareness of transportation options (from
biennial transportation survey)
Equity
Our transportation system
is accessible and welcoming
to people with diverse
abilities, identities, lived
experiences, and language
skills. Investments are
made to counteract historic
and current disparities.
Health and Safety
Our transportation
system keeps people
safe when they walk, use
a wheelchair or other
device, bicycle, take
transit, and drive. Streets
are designed to prevent
collisions and support
personal health.
Reliable Options
Salt Lake City residents,
employees, and visitors
have access to a variety
of travel options that
consistently get them
to the places they
want to go.
Affordability
People can easily access
transportation options
that fit their budget and
payment methods.
Sustainability
Our transportation
system incorporates a
range of design solutions,
technologies, and mobility
options to aggressively
reduce air pollution
and greenhouse gas
emissions caused by
vehicle use.
Connect SLC Citywide Transportation Plan148
Our values Our Key Moves Our measure Our metric Target
Health and
Safety
• Key Move 2: Zero Traffic
Deaths
• Key Move 5: Healing the
East-West Divide
Eliminate traffic-related
fatalities and reduce
serious injuries from traffic
collisions
• Change in rate of traffic deaths and serious injuries (all
modes) per capita (citywide and at high-injury locations
such as in the Westside neighborhoods)
• Change in number of traffic deaths and serious injuries
for people walking, bicycling, and using personal devices
(wheelchairs, skateboards, etc.)
• Change in prevailing vehicle speeds on key corridors
representing each of the City’s street typologies
• Key Move 3: Great
Networks for Active
Mobility
Increase the amount of safe
facilities for people walking
and biking
• Number of new or enhanced pedestrian crossings
• Access to all ages and abilities bicycle facilities (e.g.,
population within ¼ mile)
• Percent of people walking and bicycling for all types of trips
• Key Move 4: Transit-
Friendly Neighborhoods
Improve the transit rider
experience
• Percentage of stops in SLC upgraded with amenities
Reliable
Options
• Key Move 4: Transit-
Friendly Neighborhoods
• Key Move 6: Low Emissions
Mobility Options
Increase the number of
transportation options
people have available
• Percent of people who take transit for all types of trips
(from biennial transportation survey)
• Percent of parking revenue reinvested in mobility options
• Key Move 4: Transit-
Friendly Neighborhoods
• Key Move 6: Low Emissions
Mobility Options
Enhance reliability of our
transportation system
• Person hours of delay
• Number of TSP and bus lane treatments installed per year
• Transit rider satisfaction survey results
(from UTA onboard survey)
• Key Move 5: Healing the
East-West Divide
Improved reliability to the
Westside neighborhoods
• Travel time reliability east to west compared
to north to south
Affordability • Key Move 4: Transit-
Friendly Neighborhoods
• Key Move 5: Healing the
East-West Divide
Decrease the percent
of income spent on
transportation
• Percent of income spent on transportation (H+T Index)
Sustainability • Key Move 6: Low Emissions
Mobility Options
Reduction in transportation-
related emissions
• Reduction in VMT
149
Endnotes
1 The American Growth Project, UNC Kenan-Flagler Business School.
2022’s Fastest Growing U.S. Cities, Ranked. https://kenaninstitute.
unc.edu/wp-content/uploads/2022/10/american-growth-project-
10122022r.pdf
2 Utah Governor’s Office of Management and Budget Municipal
Population Projections. https://mountainland.org/img/Data/
Projections/GOMBSmallAreaProjections.pdf
3 American Lung Association. State of the Air 2022. https://www.lung.
org/getmedia/74b3d3d3-88d1-4335-95d8-c4e47d0282c1/sota-
2022
4 Clean the Air Challenge. https://cleartheairchallenge.org/wp-
content/uploads/5791_CTAC_FactSheetRevise.pdf
5 Utah Department of Transportation Zero Fatalities. Up-to-date
Fatality and Serious Injury Data (2023). https://zerofatalities.com/
statistics/
6 Salt Lake City GIS Open Data Portal.
7 US Census Bureau. American Community Survey 5-Year Estimates
(2021).
8 UTA February 2020 Ridership Data. Weekday Mode-Level Boardings.
9 Salt Lake City Thriving in Place Strategy Website (2023). https://www.
thrivinginplaceslc.org/
10 Tefft, Brian, ‘Impact speed and a pedestrian’s risk of severe injury or
death,’ Accident Prevention and Analysis (2013).
11 Salt Lake City Resident Survey (2021). http://slcdocs.com/ims/
Survey2021.pdf
12 Housing and Transportation Index, Salt Lake City, Utah. https://
htaindex.cnt.org/fact-sheets/?lat=40.75962&lng=-111.886798&focu
s=place&gid=26322#fs
13 US Census Bureau. American Community Survey (2021).
14 UTA Free Fare February Final Report (April 2022).
15 Environmental Research, Volume 174, July 2019. Prenatal and early
life exposures to ambient air pollution and development.
https://www.sciencedirect.com/science/article/abs/pii/
S0013935119301987
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