066 of 2012 - Amending the Central Community Master Plan to reflect the proposed 400 South Livable Communities Sta 0 12-1
P 12-12
SALT LAKE CITY ORDINANCE
No. 66 of 2012
(Amending the Central Community Master Plan,zoning map and zoning ordinance
pertaining to transit station area plans along the 400 South transit corridor)
An ordinance amending the Central Community Master Plan,zoning map and zoning ordinance
to implement land use policies related to mixed use development and transportation options on
the blocks adjacent to the 400 South transit corridor pursuant to Petition No.PLNPCM2010-
00647.
WHEREAS,the Salt Lake City Planning Commission("planning commission")held
public hearings on April 25,2012 and May 23,2012 on an application submitted by Mayor
Ralph Becker("Applicant")to amend the Central Community Master Plan,zoning map and
zoning ordinance to implement land use policies related to mixed use development and
transportation options on the blocks adjacent to the 400 South transit corridor(between 1000
East and 200 East Streets)pursuant to Petition No.PLNPCM2 0 1 0-00647;and
WHEREAS,at its May 23,2012 meeting,the Planning Commission voted in favor of
forwarding a positive recommendation to the Salt Lake City Council("City Council")on said
application;and
WHEREAS,after a public hearing on this matter the City Council has determined that
adopting this ordinance is in the City's best interests.
NOW,THEREFORE,be it ordained by the City Council of Salt Lake City,Utah:
SECTION 1. Amending the Central Community Master Plan. That the Central
Community Master Plan shall be and hereby is amended as follows:
a) That the section of the Central Community Master Plan concerning transit-
oriented development, which section is presently found on page 15 thereof, is amended to read as
follows:
Transit—Oriented Development (TOD)
INTRODUCTION
Transit-Oriented-Development(TOD) is a land use and urban design concept that mixes
land use near transit to maximize transportation options and provides people with choices
about living near transit. A TOD neighborhood typically has a center with a light rail
station or bus stop surrounded by relatively high-density development with progressively
lower-density development spreading outward from the transit center. TOD's generally
are located within a radius of one-quarter to one-half mile from a transit stop, as this is
considered an acceptable walking distance.
TOD areas offer choices in housing, commerce and transportation. They are designed to
be flexible so they can respond to changing economic and social conditions and endeavor
to make development economically viable from a number of perspectives (city, transit
agency, developer, resident, employer, etc.). TOD districts encourage the stabilization
and revitalization of existing neighborhoods, as new uses are designed to support existing
neighborhood characteristics.
TOD districts improve the quality of life in urban areas by:
• Including mixed-use development that will use transit at all times of day.
• Creation of excellent pedestrian facilities such as high quality pedestrian
crossings, narrow streets, and tapering of buildings as they become more distant
from the public transport node.
• Ensuring compatibility and connectivity with surrounding neighborhoods.
• Creating compact development within an easy walk of public transit and with
sufficient density to support transit ridership.
• To establish a hierarchy of transportation which places the pedestrian first, bicycle
second and auto third.
• Creating active places and livable communities that service daily needs and where
people feel a sense of belonging and ownership.
• Including engaging, high quality public spaces (e.g. small parks or plazas) as
organizing features and gathering places for the neighborhood.
• Encouraging a variety of housing types near transit facilities.
• Providing housing choices for a wide range of ages and incomes.
• Incorporating retail into a development if it is a viable use at the location. Ideally
drawing customers both from both the TOD and a major street.
• Introducing creative parking strategies that integrate,rather than divide a site and
reduce the presence of the auto.
• Creating TOD plans that are flexible so they can respond to changing conditions.
• Recognizing that all TOD's are not the same;each development is located within
its own unique context and serves a specific purpose in the larger context.
TOD strengthens urban development but also helps manage future regional growth by
encouraging growth to occur where the existing infrastructure is best suited to address it.
The benefits of this type of development include:
• Opportunities for affordable and accessible living by incentivizing affordable and
accessible housing goals,providing a range of housing options,and allows people
to spend less of their income on the combined expenses related to housing and
transportation.
• Reduction of the long term expenditures of tax dollars to build and maintain
public utilities,roads and other auto-oriented infrastructure.
• More residents living close to commercial areas to support a strong,local oriented
economy.
This reduces the overall cost of development and reduces negative environmental impacts
on air and water quality while creating community oriented public places.
Transit-oriented development designations
Transit-oriented development districts within the Central Community have three
designations:low-density,medium-density,and high-density. The Future Land Use map
shows locations where these districts are supported by this master plan. Where conflicts
between TOD and historic district overlay regulations occur,the historic overlay
requirements govern.
Low-density transit-oriented development(light sage green on map):Low-density
TOD supports residential uses with a density ranging from 1-20 dwellings per acre.The
emphasis of low-density TOD design and land use relates to existing lower density
residential and neighborhood commercial land uses. Low intensive development should
be designed to assure compatibility in neighborhoods with established low-density
characteristics by focusing on the massing and scale of the existing structures. Medium
intensive land uses,such as a coffee shop,town house or daycare center,may be
appropriate near the light rail station or busier intersections. Implementing low-density
TOD areas may include development of accessory units in the rear yards of low-density
residential land uses as well as small businesses that can be operated out of a residential
structure. New structures should be in scale with the low-density neighborhood with
modest increases in building height being appropriate if it provides opportunity for
increasing the residential density. Zoning designations should require compatibility in
these areas.
Medium-density transit-oriented development(medium sage green on map):
Medium-density TOD supports residential land uses with a density range of 20-50
dwelling units per acre. The design emphasis for medium-density TOD is compatibility
with existing medium-and low-density residential and commercial development. Higher
intensive uses may be located near light rail stations where applicable. Medium-density
'TOD areas include four to five story buildings with a mix of ground level retail or office
space components with multi-story residential development above.These areas should
have limits on the amount of space allocated for non-residential land uses by locating
them closer to transit and at busier intersections. Individual residential land uses could
remain within the TOD area. Zoning districts that allow four to five story building,
including pedestrian oriented design standards and allow 20-50 dwelling units per acre
are appropriate in areas with this designation.
High-density transit-oriented development(dark sage green on map): High-density
TOD is similar to medium-density TOD except at a greater scale. These areas should be
centers of high population with a concentration of pedestrians in close proximity to
transit stations. These areas will he more successful in places that are well served by rail
transit. Building heights are established for high density residential and higher intensity
office or commercial uses. The ideal building type in these areas is vertical mixed use
structures tall than five stories. High-density TOD supports the development of compact
urban centers with 50 or more dwelling units per acre. These centers can provide
accessibility and a multitude of benefits(efficiencies that result when many activities are
physically close together). Design standards are critical in these areas in order to create
people oriented spaces. Auto oriented development should be prohibited. Standards and
processes should be put in place to allow for the easy and financially viable transition of
auto oriented developments to people oriented development.
The transit-oriented development land use designations are shown on the Central
Community TOD map and on the Future Land Use map.
Future Transit-Oriented Development Land Use changes
TOD's are implemented by the public and private sectors. The public sector sets the
stage by providing the transit,investing in public infrastructure and applying appropriate
zoning regulations near the transit stations. The private sector generally finances,
constructs and markets TOD's. When based on a sound and agreed upon vision,TOD
implementation should be a simple and straightforward process. To ensure this is the
case,the TOD station area plans intend to create the vision and set the stage for the
private sector. The City has developed certain zoning districts to implement the various
intensity levels of TOD that are based on input from a broad range of stakeholders. The
areas listed below have gone through a community visioning process that had identified
the desired development characteristics and therefore,support zoning changes based on
the specific goals for each area.
400 South and University Boulevard
In June of 2011, the City received a grant from the Housing and Urban Development
Department (HUD) to initiate the 400 South and University Boulevard Livable
Communities project. The focus of the project was to enhance the Community's vision
of the corridor and make it a place where people could live, work and shop. Inherent in
this process was the inclusion of people who rely on the corridor for their daily needs, but
for various reasons do not normally participate. The group included those who are
traditionally under-represented in the planning process. The project determined that
future development at all 400 South stations should be compatible with the existing
neighborhood scale and that development should not supplant or compete with the central
business district regional services (beyond the existing Trolley Square development).
Development should enhance existing urban neighborhoods within walking distance of
the transit line to create areas where pedestrian activity is the focus of daily transportation
needs, without excluding the automobile. These concepts are critical to groups who rely
on public transportation to access housing, employment, education, health care, and other
daily needs.
The 400 South and University Boulevard Trax lines run from downtown to the University
of Utah. The corridor incorporates a mix of transportation options, including light rail,
bus and automobile. There are several bicycle lanes that parallel and intersect the street
to create a complete transportation network through the area. When the light rail line
opened in 2001, the pedestrian environment improved by adding street trees and
widening the sidewalk. Unfortunately, the parking lane was removed, placing a travel
lane immediately adjacent to the sidewalk. In order to make the corridor more pedestrian
oriented, sidewalk improvements are necessary.
The Liveable Communities project identified specific land use goals and policies that can
be found in the"400 South and University Boulevard Station Area Plans" in the
addendum of this Central Community Master Plan. The station area plans include
specific land use policies and a future land use map that should be used to help guide
future land use, capital improvements and budget decisions.
West Temple Gateway
The West Temple Gateway area extends from 700 South to the 900 South Interstate off
ramp and from 300 West to West Temple and includes the 200 West/ 900 South future
light rail stop. The West Temple Gateway area is part of a redevelopment project area
created in 1987, which included two revitalization concept plans. These are not adopted
policy plans but resource documents. The 1994 plan identified alternative concepts
ranging from low-density residential infill to Big Box retail uses. A second analysis in
2001, after the light rail line was constructed, provided an Illustrative Plan that proposes a
mixed use transit-oriented neighborhood containing residential, retail, office, and
industrial land uses. Development of a West Temple Gateway small area master plan
will provide detailed development guidelines for this area.
Transit Oriented Development Goal
To create TOD development with a balanced mix of uses that generates 24-hour transit
ridership. This development will have places to work, to live, to learn, to relax and to
shop for daily needs. The goal will be achieved through land use designations,
development guidelines, zoning, and both public and private funding.
Transit Oriented Development policies
Transit-Oriented Development policies fall into these general categories: location and
variety of land use.
Location
Policy TOD-1.0 Based on the Future Land Use map and specific station area plans,
establish Transit-Oriented Districts that will provide residents
with housing, transportation and employment options at various
densities near transit stations.
TOD-1.1 Develop station area plans for each transit station within the Central
Community Planning Community.
TOD-1.2 Utilize a broad community involvement approach to identify
appropriately located and scaled transit oriented development that put
people first.
Variety of Land Use
Policy TOD-2.0 Encourage the development of mixed-use projects near light rail
stations to create a livable,walkable urban environment.
TOD-2.1 Support a variety of low-, medium- and high-density residential uses
around light rail stations in TOD districts, based on the Future Land
Use map designations.
TOD-2.2 At light rail stations in TOD districts, establish a centralized core of
land uses that support transit ridership. Anchor transit centers with
land uses that act as destination points.
TOD-2.3 Encourage a variety of commercial uses that share the same clientele
and patrons. For example, movie theaters provide a clientele to
patronize restaurants, arcades, and retail businesses.
b) That the following text shall be added to the Central Community Master Plan in the
section titled "Central Community Master Plan Committee Goals and Recommendations"
immediately following subparagraph 15 of the subsection titled "Environment", which presently
appears on page 23 of that master plan:
400 South and University Boulevard Station Area Plans
Each of the three station area plans include subareas as identified below:
Core Area: The purpose of the core area is to provide areas for comparatively intense
land development with a mix of land uses incorporating the principles of sustainable,
transit oriented development and to enhance the area closest to a transit station as a lively,
people oriented place. The core area is generally within a one-fourth (1/4) mile walk of a
transit station platform. The core area may mix ground floor retail, office, commercial
and residential space in order to activate the public realm. Buildings in this area should
have minimal setbacks to encourage active outdoor use adjacent to the sidewalk, such as
outdoor dining and patios that reflect the desired character of the area. Building facades
should be varied and articulated, include storefronts adjacent to the street, windows on
the street level, and have clearly defined entrances to provide visual interest to
pedestrians. Buildings should be a minimum of two (2) or three (3) stories in height,
depending on location, in order to define the street edge. Arcades, bays, and balconies
are encouraged. The configuration of buildings must balance the needs of all modes of
circulation with the safety and comfort of pedestrians and bicyclists. A vertical mix of
uses, with office and residential above ground floor commercial uses is encouraged. A
minimum of thirty (30) dwelling units per acre is encouraged within the core.
Transition Area: The purpose of the transition area is to provide a moderate level of
land development intensity that incorporates the principles of sustainable transit oriented
development. The transition area is intended to provide an important support base to the
core area and transit ridership as well as buffer surrounding neighborhoods from the
intensity of the core area. These areas reinforce the viability of the core area and provide
opportunities for a range of housing types at different densities. Transition areas are
generally located within a one-half('/2) mile from the station platform, but may vary
based on the character of the area. Transition areas typically serve the surrounding
neighborhood; include a broad range of building forms that house a mix of compatible
land uses. The minimum desired density is ten (10) dwelling units per acre. Commercial
uses may include office, retail, restaurant and other commercial land uses that are
necessary to create mixed use neighborhoods. Commercial uses can be clustered around
intersections and along block faces to create neighborhood nodes.
Library Station Area
The Library Urban Center Station has the highest intensity level and mix of uses along
400 South. It supports Salt Lake City's central business district in terms of building scale
and use. The area has a twenty-four-hour population, active streetscapes, defined street
walls and multiple types of public transit. Development generally occurs on surface
parking lots or through redevelopment of underutilized parcels.
The street frontages in the Library Station area have a compact, dense, interconnected
and walkable development pattern, while the interior of blocks are open generally with
parking lots. Large scale development is closer to the station; and is scaled back as it
moves to the areas away from 400 South. Building forms vary, but are typically oriented
to the pedestrian, are multiple stories in height, and contain a horizontal and vertical mix
of land uses. Buildings up to thirty stories in height are allowed within the D-1 zoned
sections, while buildings in the transition zone can be approximately three to four stories
in height.
The area features a variety of dense, mixed use commercial and housing developments,
providing residents with a number of housing options. The station area contains
important regional attractions, such as the Library, City & County Building, Leonardo
Museum, and the Public Safety Building. These buildings are a regional draw, bringing
thousands of people to the area each day. The area also features office, dining and
entertainment options with a high level of pedestrian activity. The Library and
Washington Square feature a number of civic and cultural festivals during the summer.
The station area comprises of core and transition areas. The purpose of creating the
different areas is to recognize the scale and nature of existing development patterns and
identify the appropriate locations for growth. The general concept is that bigger
buildings with the most dwelling units and a higher intensity level of commercial space
should be located closest to the station in the core. The transition area reduces the scale,
mass and intensity of new development as it moves away from the core.
In addition to the civic uses, and high density development surrounding the Library
Station core, there is a significant amount of underutilized land. The Library Station
Area Plan encourages the development of these areas to create medium to high density
housing, mixed use development and appropriate support commercial along 400 South.
By doing this, the area would further its role as a vibrant and contributory feature of Salt
Lake City, while maintaining its function as a support to the downtown area.
The "Transit Station Area(TSA) Development Guidelines" will be used along 400 South
to encourage a walkable urban neighborhood compatible with the adjacent historic
district.
Library Station Area Goals:
1. Rezone properties fronting 400 South so that the zoning reflects the vision for the
station area. Rezone the properties that are in the vicinity to a mix of zoning districts
that promote high density residential development while allowing limited commercial
types of uses.
2. Coordinate with Utah Department of Transportation (UDOT) to improve the
functionality of 400 South for pedestrians. This could be accomplished by adding
additional midblock crosswalks to the transit stations, allowing on-street parking
during off peak travel hours, studying the impact of reducing the road width, whether
in key spots or for longer stretches and other changes to the street that are aimed at
creating a safe and functional transportation corridor for all users.
3. Work with the City Transportation Division to find appropriate bicycle routes that run
on or are parallel to 400 South and that connect to appropriately located north/south
bike routes.
4. Require midblock connections from 300 South and 500 South that connect to 400
South.
5. Incorporate way-finding features at the station area so people can easily locate station
area assets such as Library,Library Plaza,City&County Building,Leonardo
Museum and the Public Safety Building.
6. Maintain the original 15-foot landscaped setback along the 400 South street frontage.
7. Require properties to share driveway access as properties are redeveloped to reduce
the number of drive approaches in the station area.
8. Minimize the number of driveways,garage entrances and dedicated turning lanes on .
all major pedestrian routes.
9. Encourage community services,including schools,childcare and museums with
pedestrian connections to transit and other land uses,
10.Extend 450 South midblock walkway through to 650 East.
11.Develop and enhance existing public gathering spaces,including parks,plazas and
courtyards to attract people and transform 300 South and 500 South into active
pedestrian places.
12.Increase building intensity and residential densities closest to the transit station and
gradually step down further away. Parking requirements should be lower closer to
the station.
13.Discourage additional or expanded stand alone automobile oriented uses such as:
large surface parking lots,fuel stations,auto repair shops,auto dealerships,large
scale retail development,car washes and drive-thru facilities.
14.Mid-block crossings across 400 South should be considered adjacent to the Trax stop
to help pedestrians cross safely and to discourage jaywalking.
Trolley Station Area
The Trolley Station is defined as an Urban Neighborhood Station Area. Urban
Neighborhoods are places that have an established development pattern that contain a
mix of uses and can support an increase in residential density and supporting commercial
activities. New development generally occurs as infill, occurring on undeveloped or
underutilized properties. Redevelopment of surface parking lots that front on 400 South
is a priority. A compact development pattern is desired in order to focus new growth at
the station and respect the existing scale and intensity of the surrounding neighborhood.
The highest residential density and intensity of commercial land use occur closest to the
transit station and are scaled down the further one moves from the station.
The station area comprises of core and transition areas. The purpose of creating the
different areas is to recognize the scale and nature of existing development patterns and
identify the appropriate locations for growth. The general concept is that bigger
buildings with the most dwelling units and a higher intensity level of commercial space
should be located closest to the station in the core. The transition area reduces the scale,
mass and intensity of new development as it moves away from the core area.
Trolley Station is a unique Transit Station Area because it is located within the Central
City Historic District. The Central City Historic District is centered on the 600 East
landscaped medians, which are a character defining feature of the historic district. Over
time, the 600 East medians have been degraded by the continual pressure from
commercial development to allow vehicle access through the medians. The policy of the
Trolley Station Area is to prohibit further dissection of the 600 East medians for
vehicular traffic and to maintain the historical 15 foot landscaped setback of building
along 600 East.
Despite being located within the Central City Historic District, the blocks that front on
400 South have lost most, if not all, of their historic character. Without the historic
character being present, the boundaries of the Central City Historic District should be
reviewed and amendments to the district boundaries should be proposed.
The "TSA Development Guidelines" will be used along 400 South to encourage a
walkable urban neighborhood compatible with the adjacent historic district.
Trolley Station Area Goals:
1. The primary purpose of the Trolley Station Area is to provide housing and access to
higher intensity employment, commercial centers, downtown, and to the University
of Utah.
2. Rezone properties fronting 400 South so that the zoning reflects the vision for the
station area. Rezone the properties that are in the vicinity to a mix of zoning districts
that promote high density residential development, while allowing limited
commercial types of uses in appropriate places. The properties fronting 400 South
should be the focus of the station area and development should focus on creating an
urban neighborhood in scale and purpose, and is not intended to supplant or compete
with the much higher density central business district. Regional scale development
beyond the existing Trolley Square commercial development is not encouraged.
3. Coordinate with the Utah Department of Transportation(UDOT)to improve the
functionality of 400 South for pedestrians. This could be accomplished by adding
additional midblock crosswalks to the transit stations,allowing on street parking
during off peak travel hours,studying the impact of reducing the road width,whether
in key spots or for longer stretches,and other changes to the street that are aimed at
creating a safe and functional transportation corridor for all users.
4. Work with the Transportation Division to find appropriate bicycle routes that run on
or parallel 400 South and that connect to appropriately located north/south bike
routes.
5. Require midblock connections from 300 South and 500 South that connect to 400
South.
6. Incorporate way-finding features at the station area so people can easily locate station
area assets such as Trolley Square,Gilgal Gardens and Liberty Park.
7. Maintain the original 15-foot landscaped setback along the 400 South street frontage.
8. Review the appropriateness of and consider amendments to the boundaries of the
Central City Historic District to remove those blocks and portions of blocks that front
on 400 South from the historic district due to the lack of remaining historic character.
See the" "map to determine the areas that should be considered for removal
from the Central City Historic District.
9. Preserve the 600 East medians and prohibit further bisections of the medians for the
purpose of allowing vehicular access and left turns to private property or streets.
10.Extend 450 South midblock walkway through to 650 East.
11.Further multi-modal solutions to change the way 600 South is utilized between 500
East and 700 East. Possible solutions include adding middle of the street parking,
midblock crosswalks,medians,or removing a lane of traffic in each direction to add
bike lanes,larger park strips or angled parking.
12.Identify zoning solutions for the block faces across from Trolley Square on 600 East
and 600 South. The focus should be to encourage development on vacant parcels,
increase residential density and promote the preservation and adaptive reuse of
contributing structures. The surface parking lot south of Trolley Square should be
rezoned to allow Trolley Square to building a parking structure,retain the historic
structures fronting on 600 South and build housing.
13.Adopt zoning that increases housing potential,but does not introduce extensive
commercial development on the south side of 500 South between 500 and 600 East
and both sides of the street between 400 and 500 East.
14.Encourage redevelopment of strip centers into higher density with structured parking
with a potential park and ride. The block bounded by 400 and 500 South and 600 and
700 East should have the highest commercial densities of the area.
15. Encourage development that is compatible with the historic development pattern in
the Central City Historic District where appropriate.
16. Reevaluate the densities on the northwest quadrant of the block bounded by 300
South and 400 South and 600 East and 700 East, to allow higher densities and design
that is compatible with the adjacent historic character.
17. Mid-block crossings across 400 South should be considered adjacent to the Trax stop
to help pedestrians to cross safely and to discourage jaywalking.
900 East Station Area
The 900 East Station is an Urban Neighborhood Station Area due to the established and
predominating residential character and the potential for infill development along 400
South which adds variations of density and intensity of building forms that blend in and
complement the existing residential character of the area. The development strategy of
an urban neighborhood station may include the mixing of building types and uses,
including the allocation of commercial or office uses to the ground floor, and residential
uses above these floors. The highest residential densities and most intense land uses are
generally located closest to the station platform along 400 South between 700 East and
900 East, particularly on the south side of 400 South.
The station area comprises of core and transition areas. The purpose of creating the
different areas is to recognize the scale and nature of existing development patterns and
identify the appropriate locations for growth. The general concept is that bigger
buildings with the most dwelling units and a higher intensity level of commercial space
should be located closest to the station in the core. The transition area reduces the scale,
mass and intensity of new development as it moves away from the core area. The north
side of 400 South is part of the transition area due to the close proximity of the relatively
low scale nature of the residential area to the north and the desire to maintain that
character and the impacts that taller buildings on 400 South would have on privacy and
solar access.
Contributing landmarks and existing neighborhood characteristics will influence future
development in and around the 900 East Station. These existing traits include
institutional uses such as the Intermountain Health Care facility, Bennion Elementary
School, and religious structures. There are also various types of commercial and a strong
mixture of single and multi-family residential building types.
900 East Station Area Goals:
1. Protect historic landmark sites that currently exist in the Station Area.
2. Coordinate with UDOT to improve the functionality of 400 South for pedestrians.
This could be accomplished by adding additional midblock crosswalks to the transit
stations, allowing on street parking during off peak travel hours, studying the impact
of reducing the road width, whether in key spots or for longer stretches, and other
changes to the street that are aimed at creating a safe and functional transportation
corridor for all users.
3. Maintain original 15-foot landscaped setback along the 400 South street frontage.
4. Incorporate way-finding features at the station area so people can easily locate station
area assets such as Gilgal Gardens and health care facilities.
5. Protect the 800 East medians by not allowing vehicular access cuts through the
existing landscaped area.
6. Encourage infill uses that will eliminate surface parking lots with an emphasis on
those that front 400 South or areas that can easily access the station platform.
7. Encourage shared parking facilities between uses where applicable.
8. Focus on mixed-use development with commercial and residential uses along 400
South and the east side of 700 East. In remaining areas the primary redevelopment
focus should be on residential uses.
9. If the Bennion Elementary School discontinues to be utilized as a school, the property
should be redeveloped with an emphasis on residential uses along the frontages but
much of the open space behind should remain, and be enhanced and available to the
public.
10. Create mid-block connections that draw pedestrians to 400 South and specifically to
the 900 East TRAX station. This should be emphasized between 300 South and 400
South where connections could more easily be created by linking existing rights-of-
way such as, Laker Court and Strongs Court.
11. Encourage nonconforming manufacturing or warehousing uses to relocate to
appropriate locations in the city.
12. Adopt zoning that promotes high density housing with appropriate design standards
adjacent to Gilgal Gardens in order to activate and provide security for the park.
13. Mid-block crossings across 400 South should be considered adjacent to the Trax stop
to help pedestrians to cross safely and to discourage jaywalking.
SECTION 2. Amending the Zoning Map. The Salt Lake City zoning map, as adopted by
the Salt Lake City Code, relating to the fixing of boundaries and zoning districts, shall be and hereby
is amended to reflect the changes to that map affecting the 400 South transit corridor (between 1000
East and 200 East Streets) as shown on Exhibit"A" attached hereto.
SECTION 3. Amending text of Salt Lake City Code section 21A.26.078 That section
21A.26.078 of the Salt Lake City Code (Zoning: Commercial Districts: TSA Transit Station Area
District), shall be, and hereby is, amended to read as follows:
21A.26.078: TSA TRANSIT STATION AREA DISTRICT:
A. Purpose Statement: The purpose of the TSA transit station area district is to provide
an environment for efficient and attractive transit and pedestrian oriented commercial,
residential and mixed use development around transit stations. Redevelopment, infill
development and increased development on underutilized parcels should include uses
that allow them to function as part of a walkable, mixed use district. Existing uses
that are complementary to the district, and economically and physically viable, should
be integrated into the form and function of a compact, mixed use pedestrian oriented
neighborhood. Each transit station is categorized into a station type. These
typologies are used to establish appropriate zoning regulations for similar station
areas. Each station area will typically have two (2) subsections: the core area and the
transition area. Due to the nature of the area around specific stations, the restrictions
of overlay zoning districts, and the neighborhood vision, not all station areas are
required to have a core area and a transition area.
1. Core Area: The purpose of the core area is to provide areas for comparatively
intense land development with a mix of land uses incorporating the principles of
sustainable, transit oriented development and to enhance the area closest to a
transit station as a lively, people oriented place. The core area is generally within
a one-fourth ('/) mile walk of a transit station platform. The core area may mix
ground floor retail, office, commercial and residential space in order to activate
the public realm. Buildings in this area should have minimal setbacks to
encourage active outdoor use adjacent to the sidewalk, such as outdoor dining and
patios that reflect the desired character of the area. Building facades should be
varied and articulated, include storefronts adjacent to the street, windows on the
street level, and have clearly defined entrances to provide visual interest to
pedestrians. Buildings should be a minimum of two (2) or three (3) stories in
height, depending on location, in order to define the street edge. Arcades, bays,
and balconies are encouraged. The configuration of buildings must balance the
needs of all modes of circulation with the safety and comfort of pedestrians and
bicyclists. A vertical mix of uses, with office and residential above ground floor
commercial uses is encouraged. A minimum of thirty (30) dwelling units per acre
is encouraged within the core.
2. Transition Area: The purpose of the transition area is to provide areas for a
moderate level of land development intensity that incorporates the principles of
sustainable transit oriented development. The transition area is intended to
provide an important support base to the core area and transit ridership as well as
buffer surrounding neighborhoods from the intensity of the core area. These areas
reinforce the viability of the core area and provide opportunities for a range of
housing types at different densities. Transition areas are generally located within
a one-half(1/2)mile from the station platform,but may vary based on the
character of the area. Transition areas typically serve the surrounding
neighborhood;include a broad range of building forms that house a mix of
compatible land uses. The minimum desired density is ten(10)dwelling units per
acre. Commercial uses may include office,retail,restaurant and other
commercial land uses that are necessary to create mixed use neighborhoods.
Commercial uses can be clustered around intersections and along block faces to
create neighborhood nodes.
B. Station Area Types:A station area typology is the use of characteristics,such as
building types,mix of land use,transit service and street network to create
generalizations about an area that can be used to define a common vision for
development of a transit station area. Each typology recognizes the important
difference among places and destinations and takes into account the local context of a
station and its surroundings. Each station area typically will include a core area,
where the most intense development will occur,and a transition area,which is
intended to create a buffer area between the core and those areas with generally lower
intensities and densities. Prior to classifying a transit station into a specific type,a
specific area_plan must be adopted by the city council prior to applying this zoning
district to a geographic area. Only those stations that have an adopted plan that is
supported by the regulations in this section will be classified. Refer to the official
Salt Lake City Zoning Map to determine the zoning of the land within each station
area.
1. Urban Center Station(TSA-UC):An urban center station contains the highest
relative intensity level and mix of uses. The type of station area is meant to
support Downtown Salt Lake and not compete with it in terms of building scale
and use. The intensity level of the area is characterized by a twenty four(24)
hour population,active streetscapes,defined street walls and the presence of
multiple types of public transit or as a node where several rail transit lines
converge. Development generally occurs on vacant parcels or through
redevelopment of underutilized parcels. The station area has a compact,dense,
interconnected and walkable development pattern. Large scale development
occurs closer to the station platforms;and is scaled back as it gets closer to less
intense areas. Building forms vary,but are typically oriented to the pedestrian,
are multiple stories in height,and contain a horizontal and vertical mix of land
uses. Buildings up to ten(10)stories in height are allowed in the core,while
buildings in the transition zone are approximately half that size. The station area
contains a number of regional attractions,such as destination retail,employment,
dining and entertainment and a high level of pedestrian activity. A variety of
dense housing options exist. Development includes civic amenities, such as
public gathering places. Uses that help implement the vision for the station and
that area commonly found in an intense urban area are appropriate. The following
stations are considered an urban center type of station: North Temple Viaduct
Transfer Station and the Library Station.
Viaduct Station Area
600 N
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2. Urban Neighborhood Station (TSA-UN): An evolving and flexible development
pattern defines an urban neighborhood station area. Development generally
happens as infill on vacant parcels or redevelopment of underutilized parcels.
These stations evolve in established residential areas where initial changes may
add density and intensity in compact building forms that blend in with the
residential character of the area. Urban neighborhoods consist of multilevel
buildings that are generally lower scale than what is found in the urban center
station area. The desired mix of uses would include ground floor commercial or
office uses with the intent of creating a lively, active, and safe streetscape. A mix
of building types are possible, ranging from single use structures to mixed use
buildings. Residential uses are generally located above the first floor, although
they can be located on the ground floor in certain situations. The highest
residential densities and most intense land uses are generally located closest to the
station platform. Urban neighborhoods are served by at least two (2) forms of
transit, including light rail and bus service. The uses serve the surrounding
neighborhood with nearby destinations and have the potential to attract people
from other neighborhoods.
In some urban neighborhood station areas, a linear development pattern along
commercial streets that intersect the transit corridor defines a neighborhood main
street. Neighborhood main streets are approximately two (2) blocks long, with
two (2) 4-story buildings located close to the sidewalk. The ground floors of
buildings are typically occupied by active uses, such as retail or restaurants.
The following stations are considered to be urban neighborhood stations: 800
West, Trolley (600 East) and 900 East light rail stations.
800 West Station Area 200 North
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3. Mixed Use Employment Center Station (TSA-MUEC): A mixed use employment
station is an area with a high concentration of jobs that attract people from the
entire region. These areas generally start with a campus style development
pattern and are dominated by a single type of use that generally employs a high
number of people. Buildings are often large scale in nature and may have large
footprints. New development occurs on vacant parcels. Redevelopment occurs
on surface parking lots, underutilized land, or as additions to existing buildings as
businesses expand. The primary mode of circulation is by automobile, but the
area is served by at least two (2) types of mass transit which provides alternative
modes of transportation for employees. Land uses that support the employment
centers such as retail sales and service and restaurants are located throughout the
station area and should occupy ground floor space in multi-story buildings
oriented to the pedestrian and transit user. A mix of housing types and sizes are
appropriate to provide employees with the choice to live close to where they
work. Building types should trend toward more flexible building types over time.
The area is likely to have large blocks and lacks a consistent street network.
Connectivity for all modes of travel is important due to the limited street network.
The following stations are considered to be mixed use employment center
stations: 1950 West, 2200 West, and the Cornell light rail stations.
1950/2200 West Station Area ----!s
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4. Special Purpose Station(TSA-SP):The special purpose station is typically
centered on a specific land use or large scale regional activity. These areas are
generally served by a mix of transit options,usually light rail or bus. New
development is limited due to the nature of the primary function of the area,but
redevelopment of underutilized parcels is likely to occur. Land uses such as
restaurants and retail support the dominant land use and attract people to the area.
A mix of housing types and sizes are appropriate in certain situations. Future
development should be aimed at increasing the overall intensity and frequency of
use in the station area by adding a mix of uses that can be arranged and designed
to be compatible with the primary use. The following stations are considered to
be special purpose stations:Fairpark light rail station.
Fairpark Station Area
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C. Review Process: The intent of the review process is to make the process for desirable
development easy to realize in a relatively quick time frame. The review process
focuses on building forms and their relationship to adjacent buildings, the public
street, transit and other public spaces. The review process for all new development
and redevelopment within the transit station area zoning district is based on the
development score which is generated by the "Transit Station Area Development
Guidelines" hereby adopted by reference. The construction of new buildings require
a development score. The following types of development are required to go through
this review process:
- Any addition of 1,000 square feet or more that extend a street facing building
façade or are located to the side of a building and are visible from a public space
or
- Additions that increase the height of an existing building or change the existing
roof line;
- Additions to the rear of buildings that are not adjacent to a public street, trail or
other public space are not required to obtain a development score but must
comply with all other applicable regulations. Signs, fences, accessory structures
and any other structure or addition not listed in this section are not required to
obtain a development score.
1. Presubmittal Conference: All applicants for development within the transit station
area zoning district are required to attend a presubmittal conference with the
planning division. The purpose of the presubmittal conference is to notify the
applicant of the goals of the station area plans, the standards in this section, and
the review and approval process.
2. Development Review Application: After a presubmittal conference, the developer
can submit a development review application. This application and all submittal
requirements will be used to determine the development score. The application
shall include a score sheet on which the development guidelines and their
assigned values are indicated and two (2) checklists: one for the applicant's use
and one for the planning division's use.
3. Application Review: Table 21A.26.078C of this section summarizes the
application review process. All applications shall be processed as follows:
a. Tier 1 Planning Commission Review: If a project is assigned a score less than
50 points, the project can only be approved by the planning commission
through the conditional building and site design review process in chapter
21A.59 of this title. Once the applicant receives written notice of their score,
they will be given thirty (30) days to notify the planning division of their
intention to proceed with the project through the conditional building and site
design review process or make necessary plan adjustments to increase their
development score to the minimum level in order to go through an
administrative hearing process.
b. Tier 2 Administrative Hearing: A project that has a development score
between 50 and 99 points is eligible for an administrative hearing. Any
project being reviewed at an administrative hearing shall be reviewed using
the standards found in section 21A.59.060, "Standards For Design Review",
of this title.
(1) Notice and Posting Requirements: Notice of the administrative hearing
shall be done in accordance with subsection 21 A.10.020C, "Conditional
Building and Site Design Review", of this title.
(2) Administrative Hearing: After consideration of the information received
from the applicant and any other interested party, the planning director, or
designee may approve, approve with conditions, deny or refer the matter
to the planning commission.
(3) Appeals of Administrative Hearing Decision: Any person aggrieved by the
decision made by the planning director or designee at an administrative
hearing may appeal the decision to the Salt Lake City planning
commission by filing notice of appeal within ten (10) days after the record
of decision is published. The notice shall state the reason(s) for the
appeal. Reason(s) for the appeal shall be based upon procedural error, the
development score of the project or the criteria set forth in section
21A.59.060, "Standards For Design Review", of this title.
c. Tier 3 Administrative Review: The planning director has the authority to
approve a project scoring 100 points or more without holding a public
hearing. The project shall be allowed to go through the standard building
permit process. A public hearing is not required because the project
incorporates adequate design guidelines or development incentives to be
deemed compliant with the vision for the station area.
TABLE 21A.26.078C APPLICATION REVIEW
Development Score Review Process
0—49 points Planning commission conditional building and site
design review process
50 — 99 points Administrative hearing process
100 or more points Administrative review
D. Development Score: The purpose of the development score is to allow flexibility for
designers while implementing the city's vision of the applicable station area plans and
the purpose of this zoning district. The development score measures the level of
compatibility between a proposed project and the station area plan. A"station area
plan" is a development, land use, urban design and placemaking policy document for
the area around a specific transit station. The development score is based on the
design guidelines and development incentives in the "Transit Station Area
Development Guidelines" book, hereby adopted by reference. The "Transit Station
Area Development Guidelines" shall be amended following the adopted procedures
for zoning text amendments in chapter 21A.50, "Amendments", of this title. Each
design guideline is assigned a value.
1. Formulating the Score: The development score is formulated by calculating all of
the development guideline values for a particular project. Each design guideline
and incentive is given a value based on its importance. Some guidelines are
considered more important and carry a higher value than others. The planning
director shall evaluate each project in the transit station area zone and assign a
development score. The development standards in subsection G of this section
and the design standards in subsection J of this section shall be complied with by
all projects and are not calculated in the development score.
2. Using the Score: Every development is required to meet a minimum development
score. The minimum score represents a percentage of the total points possible.
3. Project Review: A development score shall be assigned to all projects within the
transit station area zoning district after a complete development review
application is submitted. The planning director shall provide, in writing, a copy
of the review checklist and explanation of the outcome of the score to the
applicant within thirty (30) days of submitting a complete application.
4. Appeals:An applicant may appeal the development score to the planning
commission.In hearing the appeal,the planning commission shall hold a public
hearing in accordance with section 21A.10.030 of this title. In deciding the
appeal,the planning commission shall base its decision on its interpretation of the
design guidelines,the development score and whether the project complies with
the goals of the applicable station area plans and the purposes of the TSA zoning
district.
E. Certificate of Occupancy:Prior to issuing a certificate of occupancy,a project shall
be inspected by the city to determine if the project substantially complies with the
development score and,if applicable,any conditions of approval required by the
planning commission,administrative hearing officer or planning director. If the
project does not receive final approval at the inspection,the project must be brought
into compliance with the development score and,if applicable,any conditions of
approval required by the planning commission,administrative hearing officer or
planning director.
F. Prohibited Uses:The intent of this section is to identify those land uses that are not
compatible with transit oriented development due to the nature of the use,the land
requirements of the use,or the potential impacts of the use. Uses listed in table
21A.26.078.F of this section and that have an"X"in a box next to the specific land
use,indicates it is prohibited. Any use not listed,but is substantially similar to a use
listed,shall be prohibited. All other uses are permitted. In the table headings,"C"
stands for Core and"T"stands for Transition.
TABLE 21A.26.078.F PROHIBITED USES
Mixed Use
Urban Center Urban Employment Special Purpose
Use Neighborhood
Center
Core Transition Core Transition Core Transition Core Transition
Airport X X X X X X X X
Ambulance service X X X X X X X X
(indoor)
Ambulance service X X X X X X X X
(outdoor)
Amusement park X X X X X X
Animal kennel X X X X
Animal pound X X X X X X X X
Animal, raising of X X X X X X X X
furbearing animals
Animal stable X X X X X X X X
(private)
Animal stable X X X X X X
(public)
Animal stockyard X X X X X X X X
Auction (indoor) X X X X X X
Auction (outdoor) X X X X X X X X
Blacksmith shop X X X X X X X X
Bottling plant X X X X X X X X
Building materials X X X X X X X X
distribution
Bus yards and
X X X X X X X X
repair facility
Car wash X X X X X X X
Car wash as
accessory use to gas
station or X X X X X X X X
convenience store
that sells gas
Cemetery X X X X X X X X
Check
cashing/payday X X X X X X X X
loan business
Chemical
manufacturing and X X X X X X X X
storage
Commercial X X X X X X
parking lots not
located in a parking
structure I
Community
correction facility, X X X X X X X X
large
Community
correction facility, X X X X X X X
small
Concrete
X X X X X X X X
manufacturing
Contractor's
yard/office X X X X X X X X
Drop forge industry X X X X X X X X
Dwelling,single X X X X
family(detached)
Equipment rental
X X X X X X X X
(outdoor)
Equipment,heavy
(rental,sales, X X X X X X X X
service)
Explosives
manufacturing and X X X X X X X X
storage
Extractive X X X X X X X X
industries
Financial
institution,with X X X X X X X X
drive-through
facility
Flammable liquids
or gases,heating X X X X X X X X
fuel distribution
and storage
Food processing X X X X X X
Gas stations X X X X X X X
Heavy X X X X X X X X
manufacturing
Homeless shelters X X X X X X X X
Impound lot X X X X X X X X
Incinerator medical
waste/hazardous X X X X X X X X
waste
Industrial assembly X X X X
Jails X X X X X X X X
Landfill X X X X X X X X
Limousine service X X X X X X X X
(large)
Limousine service X X X X X X X X
(small)
Manufactured/mobi
le home sales and X X X X X X X X
service
Manufacturing and x
X X
processing, food
Manufacturing, X X X X X X X X
concrete or asphalt
Manufacturing,
light
X X X X
Package delivery X X X X X X X X
facility
Paint
X X X X X X X X
manufacturing
Poultry farm or
X X X X X X X X
processing
Printing plant X X X
Railroad freight
terminal facility
X X X X X X X X
Railroad repair X X X X X X X X
shop
Recreational X X X X X X X X
vehicle park
Recycling
j processing center X X X X X X X X
(indoor)
Recycling
processing center X X X X X X X X
(outdoor)
Refinery,petroleum X X X X X X X X
products
Restaurant with
drive-through X X X X X X X X
facility
Retail goods
establishment with X X X X X X X X
drive-through
facility
Retail services
establishment with X X X X X X X X
drive-through
facility
Reverse vending X X X X X X X X
machines
Rock,sand and
gravel storage and X X X X X X X X
distribution
Sexually oriented X X X X X X X X
business
Sign
X X X X X X X X
painting/fabrication
Slaughterhouse X X X X X X X X
Stadium X X X
Storage(outdoor) X X X X X X X X
Storage,mini- X X X X X X
warehouse
Storage,public X X X X X X 1 X X
(outdoor)
Store,pawnshop X X X X X X X X
Store,superstore
and hypermarket X X X X X X
Store,warehouse
club X X X X X X
Taxicab facility X X X X X X X X
Theater,live X X X
performance
Theater,movie X X X X
Tire distribution X X X X X X X
retail/wholesale
Transportation
terminal,including X X X X X X X X
bus,rail and
trucking
Truck freight X X X X X X X X
terminal
Truck stop X X X X X X X X
Trucking, repair,
storage, etc. X X X X X X X X
associated with
extractive industries
Utility, electric X X X X X X X X
generation facility
Utility, sewage X X X X X X X X
treatment plant
Utility, solid waste x X X X X X X X
transfer station
Vehicle, auction X X X X X X X
Vehicle,
automobile and X X X X X X X X
truck repair
Vehicle,
automobile and
truck sales and X X X X X X X X
rental (including
large truck)
Vehicle,
automobile rental X X X X X X X X
agency
Vehicle, auto repair x X X X X X X X
(major)
Vehicle auto repair X X X X X X X X
(minor)
Vehicle automobile
sales/rental and X X X X X X X X
service (indoor)
Vehicle,
automobile salvage X X X X X X X X
and recycling
(indoor)
Vehicle,
automobile salvage X X X X X X X X
and recycling
(outdoor)
Vehicle,
boat/recreational
vehicle sales and X X X X X X X X
service
Vehicle, recreation
Vehicle, truck
repair (large)
X X X X X X X X
Vehicle, truck sales X X X X X X X X
and rental
Warehouse X X X X X X
Welding shops X X X X X X X X
Wholesale X X X X X X X
distribution
Woodworking mill X X X X X
Zoological park X X X X X X
1. Existing Uses and Buildings: A use located within a station area legally existing at the
time that this zoning district was adopted, but listed as a prohibited use in this
subsection F, shall be considered a legal nonconforming use. A structure legally
existing at the time this section was adopted, but not conforming to the standards in
this chapter, shall be considered a legal noncomplying structure. Any legal
nonconforming use or legal noncomplying structure is subject to chapter 21A.38 of
this title.
G. Development Standards:
1. Intent: The purpose of the following development standards is to promote an intense
and efficient use of land at increased densities in the station areas. The development
standards are intended to create a safe and pleasant environment near transit stations
by encouraging an intensive area of mixed use development and activities, pedestrian
amenities and by limiting conflicts between vehicles and pedestrians. Development
standards are intended to create a reasonably continuous building edge that defines
the exterior spatial enclosure of the street or open space and protect adjacent low
density residential zoning districts. With some exceptions, buildings line a street at or
near the public right of way to the greatest extent possible.
2. Application: The dimensional requirements of this section apply to all new buildings
and developments as well as additions to existing buildings. The following
development standards apply to the core and transition areas of all station types:
a. Building Height: The minimum and maximum building heights are found in table
21A.26.070.G.a Building Height Regulations._Height limits are intended to
control the overall scale of buildings, the compatibility with adjacent
development, and the composition of the urban form of the block. Minimum
building heights in the core area relate to the width of the street, with a minimum
ratio of one foot (1') of building height for every three feet (3') of street width.
Building height is measured from the finished grade to the highest point of the
building. The following exceptions apply:
(1) The minimum building height applies to all structures that are adjacent to a
public or private street. The building shall meet the minimum building height
for at least 10% of the width of the street facing building wall.
(2) Elevator shafts, parapet walls, and other projections are permitted subject to
subsection 21 A.36.020C, "Height Exceptions", of this title.
(3) Projects that achieve a development score that qualifies for administrative
review are eligible for an increase in height. The increase shall be limited to
one story of inhabitable space. The height of the additional story shall be
equal to or less than the average height of the other stories in the building.
TABLE 21A.28.078.G.2.a BUILDING HEIGHT REGULATIONS
Minimum Maximum
Height' Height
Urban center
Core 30' 90'2
Transition 25' 60'
Urban neighborhood
Core 25' 75'
Transition 0' 50'
Mixed use employment center
Core 25' 75'
Transition 0' 60'
Special Purpose
Core 25' 75'
Transition 0' 60'
1. Minimum building heights apply to those properties with frontage on the street where fixed
rail transit is located.
2. Buildings with a roof that has at least 2 sloping planes may he allowed up to 105 feet. The
additional height may include habitable space.
b. Setbacks: Required building setbacks promote streetscapes that are consistent
with the desired character of the street and various station typologies and its core
and transition areas. Building setbacks create a safe environment that is inviting
to pedestrians and transit users and maintain light, air and potential privacy for
adjacent residential uses. In some instances, the setbacks limit the building
envelope where the existing development pattern would be negatively impacted
by taller buildings.
(1) Front and Corner_Yard Setback: Except as indicated below, there is no
minimum setback. If a setback is provided, at least 50% of the street facing
building façade shall be located within 5 feet of the front property line unless
a larger setback is required below._All portions of a front yard not occupied
by building, driveways, walkways or other similar feature must be completely
landscaped or include an active outdoor use, such as outdoor dining, plazas or
other similar outdoor use with the space not dedicated to active outdoor use
completely landscaped. Parking, drive aisles or other paved areas for motor
vehicles are prohibited. Walls up to three feet (3') in height, patios and other
similar elements intended to activate the sidewalk can be located to the
property line.
(A)North Temple Boulevard: The front yard setback along North Temple
Boulevard shall be fifteen feet (15') for a minimum of fifty percent (50%)
of the width of the street facing facade. Up to fifty percent (50%) of a
street facing facade may encroach up to the front property line. In this
case, the area not occupied by the building footprint must be landscaped or
include active outdoor use, such as outdoor dining, plazas, courtyards or
other similar usable public space or use. Setbacks over fifteen feet(15')
are not allowed. In locations where there is not a minimum sidewalk
width of 10(ten)feet,additional sidewalk width shall be installed by the
developer so there is a minimum width of 10 feet when a new building is
constructed or with additions that increase the gross building square
footage by more than 50%.
I S TOOT SETBACK LINE
J I _L _ - _ _ 1 _ 1
UPTO GLEN OF BUILDING FACADE J PROPERTY LINE
ATTNE rBoNr PROPERTY LINE
F,o,,'S,LBACL-No,r,.Tf M,LF
(B)400 South/University Boulevard: The front yard setback along 400
South/University Boulevard shall be a minimum of fifteen feet(15'). In
locations where there is not a minimum sidewalk width of ten(10)feet,
additional sidewalk width shall be installed by the developer so there is a
minimum width of ten feet(10")when a new building is constructed or
with additions that increase the gross building square footage by more
than 50%.
(C)Streets with a Right of Way of 50 feet or less: When located on a street
with a right of way 50 feet or less with an R-1,R-2,SR,RMF-30,RMF-
35 or RMF-45 zoning district on either side of the street,a minimum
setback of 25%of the lot depth but no more than twenty five feet(25') is
required. For buildings taller than twenty five feet(25'),the setback shall
increase two feet(2')for every foot of height above twenty five feet(25')
in height. Buildings may be stepped so taller portions of the building are
farther away from the front property line.
pl41G141 t
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FRONT SETBACK-ADJACENT RESIDENTIAL ZONING
(D)Special Front Yard Setback Provisions for Properties that front on 300
South, 500 South or 600 East: For properties that front on 300 South, 500
South or 600 East, the front yard setback shall be equal to the average
front yard setback for properties located along the same block face.
(2)Side Yard Setback:
(A)Drive aisles are allowed in the side yard setback. In the transition subarea,
parking is allowed in the side yard subject to subsection L of this section.
(B)Side yard setback when adjacent to a certain zoning districts:
(i) Core Area: A minimum of twenty five feet (25') in the core area.
When adjacent to an OS,R-1, R-2, SR, RMF-30, RMF-35 or RMF-45
zoning district, the minimum side yard setback shall be increased one
foot for every one foot increase in height above twenty five feet (25') .
When a property in an R-1, R-2, SR, RMF-30, RMF-35 or RMF-45
zoning district is separated from a TSA zoned property by an alley, the
additional setback for height above twenty five feet (25') applies and
shall be measured from the property line of the TSA zoned property.
Buildings may be stepped so taller portions of a building are farther
away from the side property line. The horizontal measurement of the
step shall be equal to the vertical measurement of the taller portion of
the building.
(ii) Transition Area: A minimum of fifteen feet (15') in the transition
area. When adjacent to an OS, R-1, R-2, SR, RMF-30, RMF-35 or
RMF-45 zoning district, the minimum side yard setback shall be
increased one foot for every one foot increase in height above fifteen
five feet (15') . When a property in an OS,R-1, R-2, SR, RMF-30,
RMF-35 or RMF-45 zoning district is separated from a TSA zoned
property by an alley, the additional setback for height above fifteen
five feet (15') applies and shall be measured from the property line of
the TSA zoned property. Buildings may be stepped so taller portions
of a building are farther away from the rear property line. The
horizontal measurement of the step shall be equal to the vertical
measurement of the taller portion of the building.
(iii) Side yard setback when adjacent to other uses or districts: No
minimum side yard required.
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ADIACENT RESIDENTIAL OR OPEN SPACE ZONING
(3)Rear Yard Setback:
(A)Core area: A minimum of fifteen feet (25'). When adjacent to an OS, R-1,
R-2, SR, RMF-30, RMF-35 or RMF-45 zoning district, the minimum rear
yard setback shall be increased one foot for every one foot increase in
height above twenty five feet(25'). When a property in an OS, R-1, R-2,
SR, RMF-30 RMF-35 or RMF-45 zoning district is separated from a TSA
zoned property by an alley, the additional setback for height above twenty
five feet (25') applies and shall be measured from the property line of the
TSA zoned property. Buildings may be stepped so taller portions of a
building are farther away from the rear property line. The horizontal
measurement of the step shall be equal to the vertical measurement of the
taller portion of the building.
(B)Transition area: A minimum of twenty five feet(25'). When adjacent to
an OS, R-1, R-2, SR, RMF-30 or RMF-35 zoning district, the minimum
rear yard setback shall be increased one foot for every one foot increase in
height above twenty five feet (25'). When a property in an OS, R-1. R-2,
SR, RMF-30 or RMF-35 zoning district is separated from a TSA zoned
property by an alley, the additional setback for height above twenty five
feet (25') applies and shall be measured from the property line of the TSA
zoned property. Buildings may be stepped so taller portions of a building
are farther away from the rear property line. The horizontal measurement
of the step shall be equal to the vertical measurement of the taller portion
of the building.
(4) Special Setback Provisions for Properties Adjacent to Jordan River: For
properties that are adjacent to the Jordan River, the building setback from the
Jordan River shall be fifty feet (50'), measured from the annual high water
line as defined in section 21A.34.130 of this title. For buildings over fifty feet
(50') in height, the setback shall increase one foot (1') for every foot in height
over fifty feet (50') up to a maximum of seventy five feet (75'). Portions of
buildings over fifty feet (50') in height may be stepped back to comply with
this standard.
c. Minimum Lot Area and street frontage requirements:
(1) The minimum lot area applies to all new subdivisions of land and shall not be
used to calculate residential density.
(2) Any legally existing lot may be developed without having to comply with the
minimum lot size requirements.
(3) The minimum lot area for all areas of the TSA zoning district is 2,500 square
feet.
(4) All subdivisions of land or combination of parcels must have a minimum of
40 feet of street frontage.
d. Open Space: In order to provide space for passive and active recreation, public
and private use, offset storm drainage due to nonpermeable surfaces and as an
amenity to individual developments and their residents, employees and customers,
open space is required for all new developments.
(1) Core Area:
(A)Within the core area, open space may include landscaped yards, patios,
public plazas,pocket parks, courtyards, rooftop and terrace gardens and
other similar types of open space amenity.
(B)A minimum of ten percent (10%) of the land area up to five thousand
(5,000) square feet.
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(2) Transition Area:
(A)Within the transition area, open space may include landscaped yards,
patios, public plazas, pocket parks, courtyards, rooftop gardens and
terraces, community gardens and other similar types of amenities.
(B)The minimum open space requirement is ten percent (10%) of the land
area up to two thousand five hundred (2,500) square feet.
(3) Access to Open Space: All required open space shall be accessible to the users
of the building(s).
e. Circulation and Connectivity: Development within the station area shall be easily
accessible from public spaces and provide safe and efficient options for all modes
of travel. Circulation networks, whether public or private, require adequate street,
pedestrian and bicycle connections to provide access to development. The
internal circulation network shall be easily recognizable, formalized and
interconnected.
(1) All parking lots shall comply with the standards in section 21A.44.020,
"General Off Street Parking Requirements", of this title.
(2) Parking is prohibited between the street facing building line and any front or
corner side property line. This shall include any drive aisle that is not
perpendicular to the front or corner side property line.
H. Residential Densities:
1. Core area: No maximum.
2. Transition area: No maximum.
I. Accessory Structures: No accessory structure shall be located in a required front yard or
between the primary building and a property line adjacent to a public street.
J. Design Standards:
1. Purpose: Design standards create the fundamental characteristics of a transit oriented
district and the basic design elements required for a successful transit station area.
Design standards are intended to provide a safe and interesting walkable environment
by connecting ground floor uses adjacent to the sidewalk areas, by encouraging the
continuity of retail and service uses, providing surveillance opportunities on the street
and public open spaces and framing the street by bringing portions of buildings up to
the sidewalk. All buildings shall be designed for the context and character of the
project and how they interact visually, functionally, and socially with the context of
the public environment.
2. Application: The following design standards apply to all projects within the core and
transition areas of all station area types:
a. Building Walls Adjacent to a Street: Street-facing building facades shall provide
architectural variety and scale. Changes in plane, color, texture, materials, scale
of materials, patterns, art, or other architectural detailing are acceptable methods
to create variety and scale. Building walls parallel to a public street and greater
than thirty feet (30') in length shall be broken up by architectural features such as
bay windows, recessed entrances or windows, balconies, cornices, columns, or
other similar architectural features. The architectural feature may be either
recessed or project a minimum of twelve inches (12").
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ARCHITECTURAL VARIETY AND SCALE
b. Ground Floor Building Materials: Other than ground windows and doors, eighty
percent (80%) of the remaining ground floor wall area shall be clad in durable
materials. Durable materials include brick, masonry, textured or patterned
concrete and/or cut stone. Other materials may be used as accent or trim provided
they cover twenty percent(20%) or less of the ground floor adjacent to a street.
c. Ground Floor Glass and Transparency: All street-facing elevations of a
development shall be designed so that the first floor street-facing facade has at
least sixty percent (60%) clear glass between three (3) and eight feet (8') above
grade to allow pedestrians to view activities inside the building or lighted display
windows. There must be visual clearance behind the glass for a minimum of two
feet (2'). Three-dimensional display windows at least two feet (2') deep are
permitted and may be counted toward the sixty percent(60%) glass requirement.
Ground floor windows of commercial uses shall be kept clear at night, free from
any window covering, with internal illumination. When ground floor glass
conflicts with the internal function of the building, other means shall be used to
activate the sidewalk, such as display windows, public art, architectural
ornamentation or detailing or other similar treatment. The first floor elevation
facing a street of all new buildings, or buildings in which the property owner is
modifying the size of windows on the front facade, shall not have less than sixty
percent (60%) glass surfaces. The reflectivity in glass shall be limited to eighteen
percent (18%) as defined by ASTA standards. The planning director may
approve a modification to this requirement if the planning director finds:
(1) The requirement would negatively affect the historic character of the building,
or
(2) The requirement would negatively affect the structural stability of the
building.
(3) The ground level of the building is occupied by residential uses, in which case
the sixty percent (60%) glass requirement may be reduced to forty percent
(40%).
Any appeal of an administrative decision made pursuant to this subsection
may be made to the planning commission.
d. Building Entrances: The intent of regulating building entrances is to promote
security on the street and public spaces by providing frequent points of access and
sources of activity. Functional entrances to nonresidential uses should be located
at an average of seventy five feet (75') or less from one another. At least one
operable building entrance per elevation facing a public street shall be provided.
Each ground floor leasable space is required to have an operable entrance facing
the street and a walkway to the sidewalk. If a plaza or open space is provided as
part of the development, a minimum of one entrance opening onto the plaza or
open space shall be provided. This entrance shall be counted towards the spacing
of functional entrances identified in this section and may count as the primary
entrance to the building. All street facing building entrances shall be functional
entrances and shall not be limited to emergency or employee entrances.
e. Ground Floor Residential Uses: The interior floor elevation of ground floor
residential units in the core area shall be a minimum of two feet (2') and a
maximum of five feet (5') above grade. Dwelling units located on the ground
floor and facing a public or private street shall have a minimum of one primary
entrance facing the street in the core area. The facades of all buildings in the core
and transition areas with ground floor residential uses shall feature elements that
signal habitation such as windows, entrances, stairs, porches, bay windows, and
balconies that are visible from the public street. Attached single-family
dwellings, townhomes, row houses, and other similar housing types shall have a
primary entrance facing the street for each unit adjacent to a street. Units may
have their primary entrance located on a courtyard, midblock walkway, or other
similar area if the street facing facades have a primary entrance facing the street.
f. Parking Structures: The intent of regulating parking structures is to minimize the
visual impact of the structure and the cars parking within it, and to reduce their
impact on the ground floors adjacent to public sidewalks and streets. Parking
structures are permitted within the core and transition areas provided:
(1) The ground floor of parking structures adjacent to a public street shall include
an active use other than parking such as office, retail, residential leasing
office, restaurant, etc. Parking is permitted behind the ground floor uses. If
the ground floor does not include active use, then the structure must be set
back behind a building or be a minimum of sixty feet (60') from a property
line adjacent to a public street or sidewalk.
(2) The levels of parking above the first level facing the front or corner side lot
line shall have horizontal floors and/or facades and not sloped.
(3) The levels of parking above the second level shall be designed to effectively
screen the vehicles so they are not readily visible from an adjacent street.
(4) Below grade parking structures for structures with ground floor residential
uses may extend a maximum of five feet (5') above the existing grade
provided the above grade portion is screened with vegetation or architectural
feature(s).
g. Mechanical Equipment: All roof mounted mechanical and electrical equipment,
communication antennas or dishes shall be enclosed, screened, organized,
designed and located to be out of view from streets and public spaces. The
parapet or enclosure shall be equal to or greater than the height of the equipment
to be screened to reduce equipment noise and odors, and other impacts onto
adjacent uses and maintain the integrity of overall architectural character and
scale of the building. Mechanical equipment may be located on the ground
provided it is behind the building, screened and not located in a required rear yard
or side yard setback. Utility boxes are subject to section 21A.40.160, "Ground
Mounted Utility Boxes", of this title.
h. Service Areas: Service areas, loading docks, refuse containers and similar areas
shall be fully screened from public view. All screening enclosures viewable from
the street shall be either incorporated into the building architecture or shall
incorporate building materials and detailing compatible with the building being
served. All screening devices shall be a minimum of one foot (1') higher than the
object being screened. Dumpsters must be located a minimum of twenty five feet
(25') from any building on an adjacent lot that contains a residential dwelling or
be located inside of an enclosed building.
K. Multiple Buildings on a Single Parcel: Multiple principal buildings on a single parcel are
permitted provided each principal building meets the requirements of this chapter and
each principal building obtained a separate development score. New principal buildings
can be located towards the rear of a parcel provided there is an existing or additional new
principal building that complies with the front yard building setbacks. If one principal
building receives a development score lower than other principal buildings on the site, the
project shall be processed based on the lowest development score obtained.
L. Parking: The purpose of this subsection is to provide locations for off street parking. All
off street surface parking lots should be located so that they are compatible with
pedestrian oriented streets. New uses and development or redevelopment within this
district shall comply with the requirements of this subsection.
1. Surface Parking Lots and Structures on Corner Properties: On corner properties,
surface parking lots and structures shall be located behind principal buildings or at
least sixty feet (60') from a front and corner side lot lines. Only one driveway and
drive aisle is permitted per street frontage and the access point shall be located a
minimum of 100 feet from the intersection of the front and corner side property lines.
If the front or corner side property line is less than 100 feet in length, than the drive
approach shall be located within 20 feet of the side or rear property line.
2. Surface Parking in the Core Area: Surface parking lots in the core area are required to
be located behind the principal building or to the side of a principal building. When
located to the side of a building, the parking lot shall be:
a. Set back a minimum of thirty feet (30') from a property line adjacent to a public
street. The space between the parking lot and the property line adjacent to a
public street shall be landscaped or activated with outdoor dining, plazas or
similar feature.
b. Screened with a landscaped hedge or wall that is at least thirty six inches (36")
above grade and no taller than forty two inches (42") above grade. Landscaping
berms are not permitted.
c. The parking lot shall be no wider than what is required for two rows of parking
and one drive aisle as indicated in table 21A.44.020 of this title.
d. Only one driveway and drive aisle is permitted per street frontage and the access
point shall be located a minimum of 100 feet from the intersection of the front and
corner side property lines. If the front or corner side property line is less than 100
feet in length, than the drive approach shall be located within 20 feet of the side or
rear property line.
e. Surface parking lots as a principal use: Surface parking lots as a principal use
located on a lot that has frontage on a public street are prohibited.
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3. Surface Parking in the Transition Area: Surface parking lots in the transition area are
required to be located behind the principal building or to the side of a principal
building. When located to the side of a principal building, the parking lot shall be:
a. Set back so that no portion of the parking area other than the driveway is closer to
the street than the front wall setback of the building. In cases where the front wall
of the building is located within five feet (5') of a property line adjacent to a
street, the parking lot shall be set back a minimum of eight feet (8'). The space
between the parking lot and the property line adjacent to a street shall be
landscaped or activated with outdoor dining, plazas or similar feature.
b. Screened with a landscaped hedge or wall that is at least thirty six inches (36")
above grade and no taller than forty two inches (42") above grade. Landscaping
berms are not permitted.
c. Surface parking lots as a principal use: Surface parking lots as a principal use
located on a lot that has frontage on a public street are prohibited.
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PARKING-TRANSITION AREA
4. Walkways Through Parking Lots: Parking lots with more than fifteen (15) stalls shall
provide a pedestrian walkway through the parking lot to the primary building
entrance or a sidewalk providing access to a primary building entrance. One
walkway must be provided for every three (3) drive aisles. Walkways shall be curb
separated from the parking areas and a minimum of five feet (5') wide. Vehicles
shall not overhang the walkway. Parking lot landscaping requirements in chapter
21A.48 of this title shall be included on the side of the walkway. Where the walkway
crosses a drive aisle, a crosswalk that is clearly identified by a change in color,
material, or similar technique shall be used.
5. Surface Parking Lots as the Principal Use: Surface parking lots that are the principal
use are permitted in the TSA zoning district provided the following standards are
complied with:
a. The surface parking lot does not have street frontage on the street where the fixed
rail transit is located.
b. The surface parking lot is setback a minimum of 15 feet from any property line
adjacent to a public street.
c. The parking area is screened by a wall or landscaping that is a minimum of 36
inches and a maximum of 48 inches tall.
6. Other Applicable Standards: All other standards in chapter 21A.44, "Off Street
Parking And Loading", of this title shall apply.
M. Conflicting Regulations: In cases where the regulations of this section conflict with
another section of this zoning ordinance, this section shall take precedence except in
situations where the conflict is related to the use of the property, in which case the more
restrictive regulation takes precedence. In station areas within an overlay district, the
overlay district shall take precedence.
N. Developments Over Five Acres:
1. Intent: Large scale developments have the potential to function as a self-contained
mixed use neighborhood and could have both positive and negative impacts on
nearby properties. All developments over five (5) acres in size shall be designed and
planned to include a series of blocks and a network of public or private streets that
connects to the existing public streets in the area and to adjacent development and
neighborhoods. Buildings should be oriented to this street network. Regulating block
size is necessary to provide development sites that are oriented to the pedestrian while
accommodating other modes of transportation. A street network is required to ensure
adequate circulation for pedestrians, bicycles, automobiles and service vehicles
through the site, to adjacent sites and the public streets.
2. Application: These standards are in addition to all other applicable standards. In
situations where the standards in this section conflict with a standard in another
section, the standard in this section shall take precedence. A separate development
score is required for each new principal building in a development over five (5) acres.
A development over five (5) acres shall be subject to the applicable review process
based on the lowest development score assigned to an individual building in the
development.
a. Block Layout: The intent of regulating block size and dimension is to create a
development pattern where all principal buildings have their primary facades
facing a street, whether public or private. All developments over five (5) acres in
size shall be designed to include a series of blocks based on the standards below:
(1) The maximum perimeter dimension of any block shall be one thousand six
hundred feet (1,600'). The maximum length of any individual block face shall
be four hundred forty feet (440').
(2) The maximum perimeter dimension of a block may be increased to two
thousand four hundred (2,400) linear feet, and the maximum length of any
block face increased to six hundred feet (600') provided a mid block
pedestrian network is included. The mid block pedestrian network must be a
minimum of twenty feet(20') wide and include pedestrian amenities such as
lighting, benches, and other similar features. The mid block walkway shall
connect to at least two (2) block faces or be extended to the property line to
allow for future extension. The standards in subsection J2 of this section
apply to building walls adjacent to a mid block walkway.
b. Housing Proximity to Transit: Developments that include housing should cluster
the housing so a minimum of fifty percent (50%) of the housing is located with
one-fourth (V4) mile walking distance of a transit platform.
c. Connectivity to Public Streets, Sidewalks, and Bicycle Lanes: In order to ensure
that the development will be fully integrated into the transit station area, that safe
and efficient travelways are provided,and to limit the impact on the primary
transit street and other adjacent streets,the internal circulation system,including
private streets,drive aisles,sidewalks and bicycle lanes shall connect to the public
street,sidewalks and bicycle lanes. All new streets shall be designed as a
"complete street"defined as a street that provides dedicated space for pedestrians,
bicyclists and automobiles.
d. Vehicle Access:Regulating access to private property from public streets is
necessary for integrating private development and public spaces.Limiting the
number of access points and spacing between access points reduces areas of
conflict between vehicles,pedestrians and bicycles. Maximum access widths
promote a development pattern that is oriented to pedestrians and bicyclists while
accommodating vehicles.
(1)Access points located on public streets intended for vehicles shall be spaced a
minimum of one hundred feet(100')apart.
(2)No property shall have more than one vehicle access point for every two
hundred(200)linear feet of frontage on a public street.
(3)No access drive shall be greater than twenty tour feet(24')wide.
(4) The location of all vehicle access points is subject to approval from the
transportation division of the city. The standards of this section may be
modified by the transportation division when,in the opinion of the director of
the transportation division,a different design would improve the overall safety
for all modes of transportation or improve the efficiency of the transportation
network.
e. Internal Circulation:Internal circulation systems allow for vehicles,pedestrians
and bicyclists to move safely and efficiently throughout a development site. A
logical,simple and well designed internal circulation system that connects with
adjacent circulation networks provides room for vehicles,safe walking paths for
pedestrians through the parking lot and the site to the public way,and well
marked routes for bicycles traveling from public spaces to bicycle parking areas
within a site. All new developments over live(5)acres are required to submit an
internal circulation network plan.
(1)Travel Lanes That Connect Parking Areas with a Public Street:All internal
vehicle travel lanes that connect internal parking areas with a public street
shall be designed to meet the minimum requirements in section 2l A.44.020 of
this title.
(2) Design Speed:The internal circulation system shall be designed to move
vehicles at speeds of twenty(20)miles per hour or less.
(3) Future Access to Adjacent Properties and Rights of Way:All internal drive
aisles,sidewalks,and paths shall be extended to property lines to allow for
future cross access to adjacent properties when the adjacent property is
undeveloped and to rights of way.
(4) Centerlines: The centerline of all internal streets shall be in line with the
centerline of a street on the opposite side of an intersecting street unless the
intersecting street is divided by a median. Offset streets shall be a minimum
of two hundred feet (200') apart, measured from centerline to centerline.
(5) Publicly Dedicated Streets: Any street that is to be publicly dedicated shall
meet the city's minimum construction and design standards (including street
lighting, park strip, street trees, etc.).
(6) Pedestrian Routes: Pedestrian routes that provide safe, comfortable, clear and
direct access throughout the development shall be provided. Pedestrian paths
shall be bordered by residential fronts, green space, active open space, or
commercial store fronts.
(7) Bicycle Paths: A coordinated system of bicycle paths should be provided.
(8) Approval; Modification of Standards: The internal circulation network is
subject to approval from the transportation division of the city. The standards
of this section may be modified by the transportation division when, in the
opinion of the director of the transportation division, a different design would
improve the overall safety for all modes of transportation or improve the
efficiency of the transportation network.
f. Parking: Parking may be provided along any private street within a development
over five (5) acres. The parking shall be counted towards the applicable off street
parking standard when provided on private streets. All parking areas and stalls
must comply with the parking lane widths identified in table 21A.44.020 of this
title.
g. Open Space: In order to provide space for passive and active recreation, public
and private gatherings, offset storm drainage due to nonpermeable surfaces and as
an amenity to individual developments and their residents, employees and
customers, usable open space is required for all new developments.
(1) Required: In the core and transition areas of all station areas, a minimum of
ten percent (10%) of the site, up to fifteen thousand (15,000) square feet, shall
be devoted to open space. "Usable open space" is defined as landscaped
areas, plazas, outdoor dining areas, terraces, rooftop gardens, stormwater
retention areas, and any other similar type of area.
(2) Connectivity to Adjacent Open Space: When adjacent to public open space,
parks, trails and pathways, open space on developments over five (5) acres in
size are encouraged to provide access to the public open space.
h. Landscaping: All areas not occupied by buildings, plazas, terraces, patios, parking
areas, or other similar feature shall be landscaped. If a project is developed in
phases, only those areas in a phase that is under construction shall be landscaped.
Landscaping in future phases shall be installed as those phases develop. Areas in
future phases may be used as community gardens or other active open space until
such time as development of that phase begins.
SECTION 4. Amending the Transit Station Area Development Guidelines. That the
city's Transit Station Area Development Guidelines shall be and hereby are amended as follows:
a) That Section 7 of the Transit Station Area Guidelines shall be amended to insert on
page 16 thereof immediately after the sentence that reads "This guideline applies to
the Core and Transition Areas", the following language:
These points do not apply to a project that negatively impacts a property within
the H Historic Preservation Overlay District as determined by the historic
landmark commission.
b) That Section 13, paragraph A of the Transit Station Area Guidelines, found on page
23 thereof, shall be amended to read as follows:
A. Projects that preserve, rehabilitate, restore, reuse a historic property or new
construction that contributes to the character of a historic property or district shall
have the following points added to the development score:
1. Local Register: New construction, major alterations and additions that are
approved by the Historic Landmark Commission that include reuse of the site:
40 points.
2. National Register: State Historic Preservation Office review and approval of
projects with exterior alterations not locally designated and seeking federal tax
credits: 20 points.
3. Projects that are adjacent to a local or national designated property that are
compatible with building mass and bulk, setbacks and design features as
determined by the planning director: 20 points.
4. Local Register: Projects that receive administrative approval in accordance
with Zoning Ordinance Section 21A.34.020: 5 points.
5. Projects that add historically significant sites to the Salt Lake City Register of
Cultural Resources if they qualify as defined in Zoning Ordinance Section
21A.34. 50 points.
This guideline applies to the Core and Transition
Area. Points may only be obtained from one item.
SECTION 5. Effective Date. This ordinance shall become effective on the date of its first
publication.
Passed by the City Council of Salt Lake City, Utah, this feriv day of
2012.
RPERS N
ATTEST AND COUNTERSIGN:
A,,co
C RECORDER
Transmitted to Mayor on !�`Z- 70/2-
Mayor's Action: 29 Approved. Vetoed.
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MA oR
C'I Y RECORDER APPROVED AS TO FORM
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Salt Lake City Attorneys Office
a 1�, � Date: aw au 44
ARVBill No. 66 of 201-� ` r '7._--' y
At Pau C.Nielso 11 r City Attorney
Published: 10-5-2012 kk
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