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03 POSSIBILITIES
Street Design Concepts
19
20
05 STATE STREET
TOMORROW
Concept Plan
45
47
Future Scenarios 22 Catalytic Sites 55
A signature street is 2
State Street is
Why here? Why now?
3
4 04 STATE STREET TODAY
State Street Overview
27
28
06 ACTION PLAN
Do Now
87
88
State Street Corridor Study Area 5
Key Assets 29 Do Next 89
Safety & Security 30
02 YOUR STREET,
YOUR IDEAS
Goals + Priorities
7
8
Identity of Place
Connectivity
Mobility
32
34
36
APPENDICES
Outreach Summary
93
94
State Street is a continuous highway (US-89) that opportunity here for growing businesses, housing,
traverses the entire state of Utah, from north to multi-modal transportation, and public space. State
south. It is a historical precedent to today’s highway Street can accommodate this vision, and we are WHAT MAKES A SIGNATURE STREET?
system, but is so much more. Running from Utah working toward achieving it.
State Capitol through the capital city and down
It leaves an indelible mark in
into neighborhoods and past major institutions, Above and beyond this, State Street should regain
ones’ memory
it is steeped in symbolism and importance. It is a its stature as a signature street. It should inspire us
“signature street,” one that should stand above others and reflect our highest aspirations. It should be a It is a destination and a way to
in appearance, purpose, function, and feeling. premier address for businesses as well as public get to your destination
institutions. It should be an example of the future of
It builds upon its historical
Decades of change and benign neglect have transportation, as it was with first the oxen teams,
significance
compromised this in many stretches, but a spirit ushering in the automobile age, and soon, the first
of revitalization and preservation, as well as automated vehicles and shared transportation People talk about it and go
a booming economy, are driving a call for systems. It should be a “can’t miss” place for visitors back again and again
elevating State Street’s role in the region. Residents, to the capital city and leave them wanting to visit
businesses, and community leaders alike see the again.
MEMORABLE
FUN IMPORTANT
PROSPEROUS
GREEN
Denver, 16th Street Boise - South Capital Boulevard San Francisco, Market Street
…a symbol of Utah and its success …the heart of the city …a multi-modal corridor
• Utah institutions – the Capitol, Temple • Thousands of people live on State Street, • People take to the street on foot, bike, transit,
Square, Judicial Courts are State Street and even more work here. The number wheelchair, and cars, on trips large and small.
anchors of residents and population could easily …a street of the future
• Many international business headquarters double with redevelopment of vacant • Regional plans predict a shift toward
are located here. parcels and parking lots. transit, active transportation in urban core
• City and county buildings and Salt Lake • This is truly a mixed-use neighborhood, with neighborhoods.
Community College are busy destinations potential for much greater density that still • Transportation technology including
…home to civic discourse maintains a diversity of residents, workers, ridesharing, automated and connected
• Significant speeches and peaceful protests and business. vehicles could be showcased here as the
take place on State Street …a place to celebrate and have fun neighborhood rapidly changes.
• Parties, parades, concerts and festivals are
held at Washington Square, Gallivan Center.
• Salt Lake Community College hosts Grand
Theatre performances, the Sundance Film
Festival, and noted speakers.
• Nightlife on State Street features a wide
variety of cuisine, drinking establishments and
concert venues.
…a place to shop, eat and drink local
Utah Latino Immigration March State Street becomes a multi-modal corridor
• A large contingent of the businesses are
small, local owners with a commitment to
the community.
$
Street is dangerous. Unfriendly
conditions are an obstacle to
Utah is fourth in the US for housing cost increase since economic development.
1991. In this time, housing prices have tripled in
the Salt Lake area, twice as fast as the nation.1
At this rate, the average Utah home will cost $700,000
1h
in 2044 – equivalent to San Francisco’s market.1 41 min
Source:
1 2 4
Housing Prices and the Threat to Affordability. James Wood and Utah’s Unified Transportation Plan, WFRC. 2015-2040. Wasatch Choice 2050 Draft Vision. WFRC 2018.
3
Dejan Eskic. Kem C. Gardner Policy Institute. March 2018. Emerging Trends in Real Estate 2018. Urban Land Institute Utah.
Utah is booming, especially in its urban areas. Citizens, planners and designers of the region’s This plan has foundations in the Wasatch Choice
The population of the Wasatch Front Region urban core have come together to envision 2040 regional plan that shows how we want to
is expected to grow by 73% by 2040 – that’s how this growth happens in a neighborhood of grow around mixed-use town/city centers with a
over half a million new residents. With few new highest potential, surrounding State Street from variety of transportation choices and an emphasis
places to grow, urban infill is the future. (Source: downtown Salt Lake City through downtown on walkability. It also builds on the 2010 Life on
“Wasatch Choice for 2040”) South Salt Lake. This 5-mile stretch of State Street State regional vision. It puts your ideas into action
is a target for both growth and transportation in order to transform this street into its destiny as a
investment. signature street and gateway to our capital city.
This plan will be followed up with a detailed State
Street roadway design for multi-modal mobility.
Downtown Salt Lake City Salt Lake City South Salt Lake
State Street
Streetcar
3300 S
2700 S
700 S
1700 S
200 S
300 S
400 S
500 S
600 S
800 S
900 S
1300 S
100 S
North Temple
South Temple
TRAX
2100 S
I-80
5 miles
N
UTAH’S SIGNATURE STREET | LIFE ON STATE IMPLEMENTATION PLAN | 5
6 | LI
LLIFE
I FE
F E ON
O N ST
STAT
STATE
ATT E IM
A IIMPLEMENTATION
M PL
P L EM
E EN
ENTA
TATI
T ON
O PLAN
P LA
LANN | APRIL
A P RI
AP R I L 2018
2018
2018
02
YOUR STREET, YOUR IDEAS
The ideas contained within this plan were The plan reflects numerous planning efforts for INSIDE THIS CHAPTER:
contributed by people who live, work, or play in the neighborhood, transportation, and business
the blocks adjacent to State Street. communities. It also utilizes expertise, research,
GOALS + PRIORITIES
and designs that have been explored on similar
• Business owners arterial streets around the country.
• Major employers OUTREACH SUMMARY
• Residents
• Public safety employees CONTINUOUS PLANNING
• Travelers (in cars, on transit, on bike, on
foot)
Goal:
Create a State Street that is welcoming, safe, and healthy by
improving traffic safety for drivers, pedestrians, bicyclists, and
transit riders, and use urban design to prevent crime and
improve security.
Goal:
Establish and strengthen a unique sense of place that supports
State Street’s cultural significance in the region, encourages
civic pride in the surrounding neighborhoods, and leads to
economic success.
Measures of Success
What people said...
Increased structured and regular
opportunities for civic dialogue on
State Street 60%
Increased business involvement in of survey respondents chose as their top
implementing solutions through a priority for the corridor:
State Street business advisory group “Add more trees, trails, and
open space” or:
Increased perception of a State Street
“Make the street safer for
“brand” that generates excitement in
walkers, bikers, and cars” or:
the community and beyond, attracting
“I can’t decide. I want it all!” Street trees and welcoming and interesting
new residents, businesses, and visitors
streetfronts strengthen identity
Goal:
Expand opportunities to safely cross State Street, connect more
people to more places in and around the area, and improve
access to nearby schools, businesses, and community services.
Measures of Success
Goal:
Improve access for commuters, residents, and businesses along
the State Street corridor by enhancing safe and comfortable travel for
all modes of transportation.
Measures of Success
Increased number of walking, biking,
and transit trips
What people said...
Decrease in daily vehicle trips per
household
36%
Decrease in household transportation costs of survey respondents chose as their
Increased transportation system top priority for mobility:
efficiency (person throughput by mode) “Improve existing transit” or:
Increase density and achieve a minimum “New transit lines” or:
transit supportive density of 100 people
“Reduce traffic congestion” Enhancing transit and making it more attractive and
per acre living or working on State Street
accessible will improve mobility for residents and commuters
Goal:
Examine opportunities for infrastructure improvements,
regulatory changes and public-private partnerships that
increase investment and job growth, and promote a multi-
faceted, internationally competitive corridor.
Storefront improvements on State Street will increase the
liveliness of the street
Measures of Success
Reduced water consumption and energy
use per household
What people said...
Increase in walking and biking trips
This plan is grounded in past plans, This plan is also setting the two cities and
including: agencies up for implementation activities
currently in the works, including:
• Salt Lake City Downtown Plan (2016)
• Salt Lake City Transit Master Plan (2017) • State Street Redevelopment Area in Salt Lake City All of these efforts have had significant public
• South Salt Lake Downtown Master Plan • Creative Industries Zone in South Salt Lake outreach that consistently pointed to the
(2015) • Strategic Mobility Plan in South Salt Lake community’s desire for major changes on State
• Salt Lake County Active Transportation Plan • I- 80 / State Street interchange rebuild in South Street. Simply put, people want to see more
(2017) Salt Lake “life” on State Street and understand the many,
• Wasatch Choice 2040 (2010) • Wasatch Choice 2050 (adoption in 2018) intertwined changes are required to get there.
• Wasatch Front Central Corridor Study (2017) • Growing Salt Lake Plan (2018-2022)
• UTA 5-year Service Plan
• Utah’s Unified Transportation Plan (2015-
2040)
State Street can be improved in many ways, but wide range of other measures. Each design had
time and money are limited. Naturally, questions a corresponding likely development pattern,
INSIDE THIS CHAPTER:
like “What is the best investment?” and “What is whether focused on transit, transportation, or
most pressing?” arise. attracting small business. This range of scenarios
was based on public and stakeholder input. These
STREET DESIGN CONCEPTS
The Life on State project used scenario planning ideas are conceptual designs and will require
to tackle these questions. State Street scenarios further engineering to prove their feasibility.
were built with a range of different street design FUTURE SCENARIOS
concepts and tested with a computer model Comparisons and discussions of these scenario
for what impact they made on travel times, outcomes became the basis for recommendations ENVISION TOMORROW
development investment, cost of living, and a in the State Street Tomorrow Chapter. SCENARIOS
SCENARIO COMPARISON
• More substantial investments move the • Success builds on success. A critical mass of high- • Infrastructure investment throughout the corridor
indicators closer to achieving project goals. quality projects is required to change the market. broadens opportunity for housing and job
As the area becomes more desirable, more growth outside of the cities’ downtowns.
• Private investment will increase relative to the
people will look to live or work on the corridor.
quantity and quality of public investments into • The shift to smaller, more compact housing
the roadway. • Compact, higher density development is types reduces per household water and
possible with infrastructure investment. energy use, reducing infrastructure demands
• Urban redevelopment means higher land
and housing costs.
and construction cost. Higher densities are • Higher density living opportunities bring more
needed for a development to have a return on people closer to the services and amenities • Housing costs increase as the area becomes
investment. they need. more desirable. New, market rate housing in
the corridor will tend to be more expensive
• High density development results in higher tax • Walking, biking, and transit use increases and
than existing, largely affordable housing
revenues (property and sales tax), providing vehicle trips per household decrease, reducing
options that exist today.
higher value per acre, or “value density”. overall transportation costs.
DRIVE Increased number of jobs near State Street 10,700 11,000 13,000 30,500
ECONOMIC Annual Sales Tax Revenue (in Millions) $13 $15 $23 $59
PROSPERITY
Annual Property Tax Revenue (in Millions) $12 $12 $18 $43
Total Value of New Development (in Billions) $1.2 $1.3 $1.9 $4.4
Results ranked • Note: This comparison shows the project goals that are quantifiable and able to be measured by Envision
BEST and WORST Tomorrow. Many goals were qualitative and not able to be measured in the computer model.
Current conditions on State Street and in the This chapter highlights research from a SAFETY & SECURITY
surrounding neighborhood present many combination of national and local data sources,
opportunities, but also some definite barriers as well as on-the-ground observations and IDENTITY OF PLACE
to success. The Life on State project studied interviews with area experts that have first-hand
available data to better understand who currently knowledge of this neighborhood. This is just CONNECTIVITY
lives and works in the corridor. It also examined a sample of the research conducted, and is
the mobility patterns and roadway safety. Data organized by project goals.
MOBILITY
was studied on public safety and research was
ECONOMIC PROSPERITY
conducted into development trends.
HOUSING
SUSTAINABILITY
The State Street corridor today has a broad (a density of 25 units per acre is considered a DEMOGRAPHICS
range of existing land uses, including the largest minimum urban threshold). Nearly 54,500 jobs
concentration of major institutional buildings in exist in the corridor, though few of those exist State Street is a low-income corridor. The median
Utah. While many people identify State Street with outside of downtown Salt Lake City. household income of people living in the corridor
the auto-oriented retail that dominates much of the is $34,835 - 73 percent of Salt Lake City and 93
corridor, there is also an eclectic mix of new and The lack of people living and working throughout percent of South Salt Lake. Additionally, a large
old businesses throughout, including one of the the rest of the corridor has led to a space largely share of households don’t own a car, have at least
most vibrant international food and business clusters ignored by new investment. Crime, homelessness, one person living with a disability, or are unable to
in the region. and a general lack of community have become the drive due to age or ability. All told, this leads to a
norm. When coupled with the auto-oriented design population on State Street that is much more transit
Knitting together this mix of regional and local of the road, and an overall lack of green space dependent than in other areas in the Salt Lake
destinations is the most robust transit service in the along the corridor, the barriers to achieving the City - 69% vs 54% (2015-16 On-Board Origin-
state. TRAX light rail runs in a dedicated corridor goals of this plan become clear. Destination Survey).
at 200 West, and the S-Line streetcar connects
it to State Street, Sugar House, and downtown
Salt Lake. UTA’s busiest bus route - Route 200
- also runs north-south on State Street, as do
other popular bus routes, bringing people from Transit Dependent Populations
throughout the valley to the area. are defined by the Federal Transit
Administration (FTA) as:
According to the 2010 US Census, only 7,775
housing units exist in the study corridor, housing • Persons living in a household owning zero
13,869 people. That’s an average of 3.25 housing vehicles
units per acre, a density that does little to drive new • Persons living in a low-income household
investment in transit or support local businesses • Persons living with a disability
Regional transit connections - S-Line Streetcar International food & business - Chinatown Market Salt Lake City & County Building (City Hall)
This stretch of State Street contains the Capitol, or small business, have strong identities and
three government centers, a community college, audiences. Iconic elements from the automobile
major employers, retailers small and large, and a golden age, such as the Avalon Theatre (now
wide variety of dining and drinking establishments. the Utah Children’s Theatre), elaborate street
Despite all of this, there is no distinct, cohesive or signs (such as the Classic Bowling sign), and
identifiable State Street “brand”. Typical elements classic architecture such as South High School
that help to define a street or district identity are: (now Salt Lake Community College) have been
signage, lighting, building characteristics, green lovingly restored and reborn. Yet, few incentives
infrastructure, sidewalks, and paving materials. The exist today to encourage this restoration and
sprawling style of development in many stretches preservation, or to overcome the zoning and
makes it indistinguishable from other large arterial building code obstacles of repurposing an old
corridors. State Street needs a brand to promote building. Further, there has been little market
it as a desirable destination and address for incentive to fill in the gaps between these gems
residents, businesses, and visitors. with complementary buildings and activities.
There is plenty of material to work with in There is a strong and growing economy of
creating a refreshed identity. The many creative, ethnic, and small businesses in the
established institutions, whether civic, social neighborhood that need support to stay and
grow as the community changes.
The City County Building is the historic home of Salt Lake Ritz Bowl is gone, but the 50’ tall sign was rebuilt and used to
City Hall mark an apartment community being constructed on the site
Spanning 132 feet with seven travel lanes for stretches of the road, signalized intersections are
most of its length, State Street is wider than most up to six blocks apart (3/4 mile). It could take a
urban streets in America. The crossing distance, person walking an average speed of 3-miles per
lack of refuges, number of turn movements, and hour up to ten, or even fifteen minutes to reach a
speed at which cars travel are hazardous for even designated crossing.
able-bodied pedestrians. Many less speedy or
skilled pedestrians and cyclists avoid crossing If it takes a person too long to walk to a crossing,
it altogether. One school drives all children in cross the street, and continue on their way, they
a school bus to the other side of State Street to may decide to cross at an unprotected or unsafe
avoid the crossing. Pedestrians have been known place. This is a common occurrence on State
to take a bus downtown to a turnaround point Street. Many able-bodied pedestrians choose to
and back, just to cross the street. jaywalk, and persons with disabilities experience
even greater challenges navigating State Street.
This condition is exacerbated by the distance In addition to creating very real barriers and low
between crossings. There are only three access to opportunities, this is a strong deterrent to
protected midblock crossings and 20 signalized walking or biking on State Street.
intersections on this 5-mile stretch of State Street.
Blocks are typically 660 feet long and on some
N
See “Expand
0 .25 .5 mi
Connectivity” on page 11
State Street does not adequately support Better Transit is needed Many State Street travelers experience
all modes of travel. delay at peak hours.
Transit improvements on State Street are needed to
As a state highway, State Street prioritizes make travel times more competitive with driving and Traffic volumes vary along the corridor, peaking
automobiles. Nearly 80 percent of the right-of- the rider experience more inviting. This will allow along major arterial cross-streets and intersections
way (over 100’ and seven lanes) is dedicated to transit to absorb the growth in trips that will come as that connect to I-15 and I-80. State Street
vehicles. Active transportation is largely ignored, the area redevelops. Safe and convenient pedestrian average daily trips (ADT) were measured in 2017
as facilities for both pedestrians and cyclists are access to transit is essential, especially as more at 34,359 between 500-600 South, 36,104 near
poorly designed and maintained. And, even households and destinations fill in along State Street. I-80, and 32,595 north of 400 South.
though transit use is high (the State Street bus is one
of UTA’s busiest routes), bus stops are typically just TRAX trains (on 200 W) are full during peak travel Travel delays exists during peak hours of the day.
a curbside sign and frequency is only average. times, primarily serving commute trips. Additional As the population grows regionally and locally,
trains cannot be added to the corridor without a overall trips will rise, and pressure on State Street
These shortfalls are missed opportunities to significant investment in additional tracks. Route will increase. Optimizing all forms of mobility and
boost non-vehicle trips and to reduce household 200 takes roughly twice as long as TRAX to travel creating more balance between travel modes
transportation costs. This is an important factor the length of the study area. Despite this, Route 200 will help slow the rate of growth of vehicle trips.
considering the high number of households that experiences one of the highest ridership of any Addressing excessive access points, inconsistent
are low-income, have disabilities, or rely on non- UTA bus route. In addition, Route 200 has a higher signal intervals in some areas, and wide crossing
vehicle transport. percentage of people walking to access the route distances are other opportunities for improvement.
compared to the system at large (93% vs. 70%) and
a higher percentage of transit dependent passengers
(69% vs. 54%). The route has a lower income and a
higher percentage of minority passengers than the
system at large, and more than half the route’s trips
are for daily needs rather than commuting.
N
See “Optimize Mobility”
0 .25 .5 mi
on page 12
Given the high level of transit coverage in the new and better use to meet the needs of current high quality development. Height restrictions,
corridor, and the close proximity to both downtown and future generations. deep setbacks, and high parking standards
Salt Lake City and downtown South Salt Lake, State are particularly challenging. These factors have
Street has substantial potential for transformation • Property Value: There are many sites with low prevented the corridor from achieving the critical
into an internationally competitive urban corridor. property values throughout much of the corridor, mass of people, goods and services that make for
Redevelopment potential exists along much of State especially as one moves south from downtown the best urban areas.
Street, as determined by several factors: Salt Lake City. Many of these properties have a
very low improvement to land value ratio (0.5:1 Applying the tools and implementing
• Building Intensity: Many properties in the or lower), a measure of the value of a building recommendations outlined in this plan will help
corridor have a much lower floor-to-area ratio vs. the value of the land it stands on. These increase private investment in the area, and support
(FAR) than is allowed under existing code. properties often provide the best opportunity for housing and job growth throughout the corridor.
Many sites are less than 25% covered by land use change in an area.
buildings, with the remaining space utilized by Sears
surface parking lots and/or landscaping. This is Zoning regulations are hindering new
an inefficient use of land for an area so close to investment in the corridor.
the urban core of the region.
Despite the high redevelopment potential, there
• Building Age: Some buildings along the has been little investment in the area south of
corridor are historic in nature, and they offer downtown Salt Lake City and in downtown South
unique opportunities for preservation and Salt Lake. Interviews with local developers and
renovation to build the character of State investors revealed that this can be attributed to
Street. However, many buildings, especially many issues, such as the prevalence of crime and
commercial properties, are more than 50 years a perception of poor safety, and lack of desirable
old and have likely reached the end of their transportation infrastructure. Additionally, existing
building lifecycle, meaning they are ready for a zoning regulations often hinder, or do not require, Surface parking - shown in blue - dominates much of the
State Street corridor
N
See “Drive Economic
0 .25 .5 mi
Prosperity” on page 13
Current development densities do not support Housing at all price points is needed, but
existing or future transit enhancements. there are obstacles to building it. Common TOD density metrics:
The TRAX light rail system was built to take Current zoning regulations along much of the Appropriate housing unit
advantage of existing infrastructure, and the corridor do not encourage housing or high- density ranges from
neighborhood is still catching up to this potential. density development. Investments to stabilize 15 to 75 HU/acre
State Street was traditionally the boundary between single-family housing are also needed, but
Appropriate people density
housing and commercial/industrial areas, thus lacking.
(living and working)
housing density in the study area overall is very low,
100 to 200 ppl/acre
averaging below four housing units per acre. An unintended consequence of redevelopment
is rising housing costs, increasing the threat of
The TOD housing density and
A minimum density of 15 dwelling units or 120 displacement of existing residents. The access to
employment density ranges above
people per acre in a station area is considered opportunity and transit in this urban neighborhood
represent commonly accepted
a common metric to support high capacity transit. is vital to their independent living. Preserving
guidelines for station areas. Station
Station areas are usually referred to as a 1/4 and advancing housing affordability is a key
areas are usually defined as a ¼ mile
mile walkshed around a transit station. State Street neighborhood issue, but often faces opposition.
walkshed around a transit station.
is ideal for improved transit service, with many Many current residents that live on or near State
transit-dependent people (old, young, disabled, or Street are low-income, elderly or disabled. It is
Sources for TOD guidlines:
low-income), employment destinations, and urban critical that affordable housing is a part of the
aspirations. plan and not left to chance as prices continue to CRCOG Tools for Towns, TOD Detailed
Technical Report — JULY 2002
rise in the Utah market.
This is changing. With TRAX at 200 West, changing TOD Design Guidlines, Florida
Department of Transportation, 2005
commercial development patterns, and extreme
housing pressure, housing and office space has TOD Guidelines. Metro Atlanta Rapid Transit
become a high priority and more viable in the Authority (MARTA). Page 44. November 2010.
neighborhood.
40 | LIFE ON STATE IMPLEMENTATION PLAN | APRIL 2018
HOUSING UNIT DENSITY Housing density drops off
PER ACRE sharply at State Street where
Source: U.S. 2010 Decennial Census commercial and industrial uses
dominate. New development
activities are changing this
condition.
The State Street neighborhood has a The majority of State Street has little or no trees
noticeable lack of green space, trees and or green space along the street. Trees are a
green infrastructure key feature in making the area more walkable,
Almost every park and school in the State Street attractive, and neighborly. Trees also slow
Public outreach identified adding more parks, neighborhood is on the east side of the corridor, down traffic, mitigate heat, improve air quality,
trees, and natural elements as one of the biggest leaving few amenities for those who work and absorb stormwater and inspire more walking
priorities for improvement. Community members live west of State Street in areas targeted for and biking. Planting trees is an expensive and
feel that the appearance of State Street reflects redevelopment The majority of people live over sometimes controversial endeavor on commercial
poorly on their neighborhood, and that they 1/4 mile from a park. Both city’s master plans corridors, but one that has a high proven return on
are lacking in opportunities for recreation and have a stated goal of all residents being within investment and should not continue to be ignored.
relaxation that exist in other neighborhoods. 1/4 mile of the nearest park.
State Street lacks trees and green space in both the public realm and on private property
State Street can be a very different place in This chapter starts with a big picture view of the
INSIDE THIS CHAPTER:
the future, as this chapter envisions. This plan corridor (Concept Plan) and provides more
is innovative in connecting transportation and design detail for three two-block sections
land use decisions. It recognizes that the desired (Catalytic Sites) to show ideas in action. It then
new buildings and uses are strongly affected moves into individual projects (Design Toolbox) CONCEPT PLAN
by the character of the transportation. This plan that can quickly make a difference. In another
delves deep into land use and planning outside realm, there is an urgent need to change the rules
the roadway, while kicking off further work on of the game (Program + Policy Tools) to actively CATALYTIC SITES
transportation, which must go through more shape the future we want.
thorough analysis and vetting of ideas in order to
DESIGN TOOLBOX
be funded and built.
POLICY +
PROGRAM TOOLS
• High level of activity • Neighborhood-serving commercial areas • Mix of retail and wholesale businesses and
• Mid- and high-rise buildings • Good street and sidewalk connectivity offices
• Active ground floor uses with mix of office • Range of services and gathering places • Supportive of light industrial and creative
and residential above • Built around a main street or key intersection industries
• Well-served by transit • Regional destination with key road and rail
• Growing demand for residential options connections
Rendering of planned development The Crossing in Central Ninth Market development on 900 S. Sprinkler Supply Building at 300 W
Downtown South Salt Lake Image courtesy: Salt Lake City RDA
Mid-rise mixed use development brings more residents Neighborhood residential includes existing and infill Many large retailers line 300 West and also have a
and workers to the corridor, putting “more eyes on the homes and duplexes that offer much of the cities’ presence on State Street
street”. Victoria, BC affordable housing
State Street high can ensure safer, more efficient trips for all.
4UBUF4USFFU
Transit Upgrades – UTA’s State Street bus service is a high-use, Transit Corridor
high-priority route that has been targeted for an upgrade through
Urban Greenway
the Regional Transportation Plan (RTP), either to Enhanced Bus
Neighborhood Byway
(more frequent service and more comfortable stops) or Bus Rapid
Enhanced Thoroughfare
Transit (more limited stops and priority lanes).
State Street
2100 S
2700 S
700 S
200 S
1700 S
3300 S
300 S
500 S
600 S
800 S
900 S
100 S
1300 S
North Temple
South Temple
400 S
TRAX
Streetcar
I-80 N
CATALYTIC SITE 1
Downtown SLC Downtown SSL
700 South to 900 South - Downtown Gateway
This block, on the southern edge of Downtown Salt and driving infill housing that is sure to help the Possibilities
Lake City, sits at the transition from the urban core to neighborhood transform. Curb Extension
a lower density area with auto-oriented zoning. Existing Active Store Fronts
State Street needs a ”bridge” at this point to unite the On Street Parking
Opportunity abounds, as the former Sears building action on 900 South, connect people to transit, and Existing Transit Stops
is for sale for redevelopment and as the Central the 9 Line Corridor multimodal pathway. Interventions New Street Trees
New Mid-Block Crossings
Ninth neighborhood has gained a following. here improve the crossing, the pedestrian realm, bike
Enhanced Crosswalk
A neighborhood restaurant/retail destination infrastructure, and add more green to what has been
Opportunity Site
two blocks west at the TRAX station is booming long been intended as a greenway.
Recent/Ongoing Development
Photo Perspective
Mountain America
Credit Union
700 S
800 S
900 S
STATE STREET
New mid-block connection
Sears
2 Street Trees
Curb Extensions/Pedestrian
3 After
Bulb-outs
1
4 Planted Median
5 High-Visibility Markings 2
6 Widened Sidewalks
7 Pedestrian-Scale Lighting 7 10
8 Ground Floor Transparency
8 3
5
9 Amenity Space
9
6 4
10 Signalized Crosswalk
CATALYTIC SITE 2
Downtown SLC Downtown SSL
1300 South
Ballpark Neighborhood Possibilities
1300 South is the Ballpark Neighborhood artery motivation for improvements to both State Street Curb Extension
and host to a number of busy destinations, including and 1300 South. Existing Active Store Fronts
Smith’s Ballpark, Horizonte School, the 1300 South On Street Parking
TRAX station, and large retailers on 300 West. Salt Lake This neighborhood needs a center. The action Existing Transit Stops
New Street Trees
Community College lies a couple blocks to the south. here is largely auto-oriented, despite the success
New Mid-Block Crossings
of numerous small, local businesses and eateries.
Enhanced Crosswalk
The opportunity for better access between the Street improvements will help build the street life
Opportunity Site
neighborhoods and all of these destinations is a and walkability that this strong community deserves. Recent/Ongoing Development
Photo Perspective
1300 S
Porsche
Salt Lake City
STATE STREET
Town and
County
Veterinary
Harrison Ave S
Herbert Ave S
Hospital
Harvard Ave
Calvary
Kelsey Ave
Baptist
Church
After
APPLIED DESIGN TOOLS AND
POLICY + PROGRAM TOOLS
5 Story Building with Ground
1 Floor Commercial 1
2 Street Trees 2
Curb Extensions/Pedestrian
3 Bulb-outs
6 5
4 Widened Sidewalks
3
5 High-Visibility Markings
CATALYTIC SITE 3
Downtown SLC Downtown SSL
2100 South to the S-Line (2250 South)
Downtown South Salt Lake Possibilities
This site is a gateway. Facing north, the state capitol The transformation of South Salt Lake is centered Curb Extension
rises up above downtown South Salt Lake. Facing around State Street. South Salt Lake needs a Existing Active Store Fronts
south, a new city center is rising up. The recent downtown. The city has kicked it off by building On Street Parking
E Truman Ave
Streetcar / Parley’s Trail
STATE STREET
Tesla
2100 S
OC Tanner Company
Headquarters
Curb Extensions/Pedestrian
3 Bulb-outs
4 Planted Median
1
5 High-Visibility Markings
2 7
6 Widened Sidewalks
7 Pedestrian-Scale Lighting 8
9 5
8 Ground Floor Transparency
3
4 6
9 Enhanced Transit Stop
1. The street
2. The streetscape Tools are tailored to address the
3. The building and site The toolbox has recommendations for: goals of this plan (Chapter 2):
Optimize Mobility
Different entities will ultimately have responsibility • Streetscape Design: Everything between
for construction and maintenance of different the buildings, including the adjacent façade,
elements. All these entities will need to work defines the character of a street. This includes Expand Connectivity
together to make the connection between sidewalks, landscaping, benches, bus stops,
Support Equitable
transportation and land use, and to make a and public amenities, and often outdoor
Living Opportunities
seamless transition between these spaces we use dining and sales racks.
Encourage Healthy &
every day.
Sustainable Design
• Building and Site Design: This private
property area including buildings, private Drive Economic Prosperity
outdoor space, and parking, is covered by
recommendations in both Streetscape Design
Improve Identity of Place
and in the following section, Policy and
Program Tools.
Pedestrian Crossings
Stakeholders agree that safety and walkability Two approaches are recommended: Best practices for designing these crossings are
are very high priorities, but pedestrian crossings included on the following pages. Additional study
• Enhancing existing crossings (coordinate
on State Street are few and far between. This is should be conducted to determine the specific
crossing improvements with bus stop locations)
detrimental to the safety of both pedestrians and combination of mitigation strategies that are to be
drivers. It also discourages walking and biking, • Installing new crossings (mostly mid-block used at the identified locations below.
and reinforces the dominance of the automobile. unless a signalized vehicle intersection is
justified)
Enhanced Crossing
State Street
2100 S
2700 S
Williams Ave
Gregson Ave
Univseristy Blvd
700 S
1700 S
200 S
3300 S
300 S
500 S
600 S
800 S
900 S
Harvard Ave
Stratford Ave
Kensington Ave
Wood Ave
1300 S
100 S
North Temple
South Temple
Westminster Ave
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* Additional study should be conducted to determine the specific combination of mitigation strategies that are to be used at the identified locations below.
Higher visibility markings and unusual markings Some stretches of State Street are poorly lit, as
often help people notice crossings. Markings on are some key pedestrian areas and crossings.
State Street are dictated by the Utah MUTCD, Pedestrian-scale lighting and building lighting
which reserves “Continental”, or longitudinal can improve the walkability of the street. Targeted
crosswalks for Reduced Speed School Zones. lighting at corners and crosswalks can help
However other high-visibility striping, such as enhance safety for all users.
“ladder” or “zebra”, could be considered for
crosswalks on State Street. Unique patterns or
colors could be considered on adjacent roads to
make crosswalks more visible and contribute to Unique crosswalk pavers. Potential crossing design option
the identity of the neighborhood. for another street in the network, if not State Street.
HAWK (High Intensity Activated Crosswalks) Pedestrian signals should be designed or Typical pedestrian signals are timed to give a
beacons are a pedestrian activated traffic control calibrated to work in synchrony with nearby traffic person one second per three feet of distance
signal that displays a yellow warning light, signals. This keeps vehicle traffic flowing and can to cross. This is not adequate for many people,
followed by a solid red light indicating motorists also offer a longer pedestrian signal time to cross. especially the old, the young, and disabled.
must stop. They should be synchronized with Additional time reduces the chance of being
regular traffic signals, helping optimize traffic flow. stranded or not being seen once the cycle ends.
Leading Pedestrian Intervals Crosswalk Enforcement Improve the First-Last Mile Connection
At signalized intersections, pedestrians are Utilize traffic patrol stings, cameras, and speed Travelers not in cars need safer, more comfortable
released into the crosswalk at least three seconds measurement signs to familiarize people with ways to start and end their trips. This includes
in advance of motorists. This provides pedestrians crosswalk locations and rules. Aim for zero upgraded transit stops with shade, shelter
additional time to cross a wide street and the tolerance. and lighting as well as more emphasis on the
head start into the crosswalk provides greater walking/biking routes to TRAX stations. It includes
visibility. safe bike lanes, bike parking, and employee
showers in new development. Shared car use
technology within public right-of-way must also
be accommodated.
Curb Extensions/Pedestrian Bulb-outs Reduced Curb Radii Consolidated Right Turn Lane
Curb extensions at crossings shorten crossing The radius of a curb at a corner strongly influences Some intersections on State Street have
distances, increase visibility of both pedestrians how fast a vehicle can turn. Shorter radii force cars dedicated right turn lanes. These are often areas
and vehicles, and encourage motorists to drive to slow down for a sharper turn. This increases of pedestrian-vehicle conflicts and aren’t always
slower. Shorter crossings mean shorter pedestrian the chance they will see a pedestrian, reducing needed to reduce congestion. Where right turn
phase lengths, which help keep traffic flowing. the frequency and severity of pedestrian-vehicle lanes can be consolidated with the adjacent
Bulb-outs should also be installed to help with collisions. Reduced curb radii have the added through travel lane, they can be replaced with
transit loading efficiency. benefit of reducing crossing distances. wider sidewalks, curb extension, or additional
amenities.
Curb Extension/Bulb-out Reduced curb radii Schematic illustration of a consolidated right turn lane
Refuges, or protected islands in the middle of the Similar to street trees on the sides of the street, Vertical streetscape elements such as trees, on-
street, create a place for pedestrians to safely planted medians play the dual role of providing street parking, and lighting naturally slow people
stop if they are unable to make it across the a visual cue to motorists to slow down, while also down and make people more aware of their
street before their signal ends. They also gives beautifying the street and city. Wherever left turn surroundings.
pedestrians the chance to focus attention one pockets can be reduced along the corridor, or
direction of traffic at a time. center turn lanes eliminated for safety and access
management, an opportunity arises to install
a planted median. Planted medians can also
incorporate a pedestrian refuge.
Widened Sidewalks
Wider sidewalks make space for urban life. They Design Recommendation: Frontage Zone: provides space for café
encourage pedestrians and even bikes for short seating, small plazas and greenscape
stretches. They make transit trips more comfortable. At a minimum, sidewalks should be12’
elements to buffer residential ground floor
They make it possible to have amenities such wide, and where possible or desired,
uses. This zone should be min. 2’ wide
as street trees, benches, bus shelters, public art, 15’-20+’ wide to accommodate activities
or where outdoor activity is encouraged
pavement patterns, and lighting. These features like sidewalk shopping and dining.
(such as dining), a min. 6’ wide.
help spur activity that brings more people to Sidewalks have three distinct zones:
local businesses and destinations. They add to Pedestrian Zone: is where pedestrians
a district’s character and show that a community travel and should be clear of any utilities,
cares. furniture, obstructions or hazards. In areas
of high pedestrian traffic, this zone should
be min. 8’ wide. In all other areas, a min.
of 5’ is recommended.
Street Trees
Street trees are the best way to improve a bicyclists, calm traffic by creating a sense of
streetscape that is lacking in green and natural enclosure along the corridor, and beautify the Design Recommendation:
features. They are proven to increase property neighborhood. Street trees should be required
values, business bottom lines and community with any new development projects on the Plant native, broad canopy tree species
health. Trees provide shade for pedestrians and corridor. that are resilient to the harsh environment
of a heavily trafficked roads.
Additional sidewalk or setback space should State Street itself should be green infrastructure. Draw attention to the greenways that cross
be used for small parks or plazas. These Increased tree canopy and stormwater State Street (9-Line, Parley’s, Millcreek) and
spaces should hold art installations, additional management facilities that are incorporated build high-comfort crossings for them to connect
landscaping and seating, or water features, into planters can help address aging or absent neighborhoods.
encouraging people to linger, building the stormwater infrastructure.
character of State Street.
Lighting features that are designed for pedestrian On-street parking does slow traffic and make
comfort and function create more inviting Design Recommendation: sidewalk users feel safer. However, in locations
streetscapes and help increase actual safety as where on-street parking is deemed unnecessary,
well as the perception of safety, both personal Pedestrian-scale lighting should not or travel lanes can be reduced, the cities have
and traffic related. A well-lit area encourages exceed 15’ off the ground. Cities an opportunity to replace these areas with wider
activity after dark which in turn discourages should coordinate and install lighting sidewalks, green features, and/or seating areas.
loitering and other undesirable activities. throughout the corridor with unique and
interesting designs to help build the Manage Curb Space for Maximum Benefit
aesthetic and brand of State Street.
Policy updates include: Current zoning prioritizes retail over other uses.
There are several areas of the cities’ land Establishing more mixed-use zones on State Street
• Building Height
development codes that should be amended in will allow for higher density developments of
• Building Frontage
order to shape future development in the vision housing and office space combined with retail in
• Ground Floor Transparency
of this plan. State Street is overzoned for retail the ground level.
• Active Ground Floors
and underzoned for other uses. Zoning should
• Amenity Space
make higher density housing and office space the
• Pedestrian Activity Zone
default, not large-format retail.
• Ground Floor Residential Treatments
• Parking Standards
While the policy frameworks and regulating
• Parking Orientation
bodies differ between Salt Lake City and South
Salt Lake, both employ a use-based zone along
most of State Street. Many that have experience
with these zones see them as outdated and a IMAGE PLACEHOLDER
major hindrance to “good” development. Height
restrictions, deep setbacks and high parking
standards within the use-based zones were cited
as development challenges. The development
standards on the following pages serve as
general recommendations to apply in the future
code amendments of both cities.
Encourage high-density, mixed-use development to
continue south along State Street from downtown SLC
Design Recommendation:
Building heights are closely tied to the price Buildings define their streets by enclosing the
of land and the type of construction required Current Zoning: space and creating outdoor areas for people.
for different heights of buildings. They are also • SLC currently permits 65’ by right Buildings located on or close to the property line
important in defining the feel and identity of a or 120’ with Design Review. create a much more human-scaled environment
place. To this end, both cities want to: • SSL allows unlimited height in the than parking lots, drive-thrus or driveways.
downtown zone, 45’ in the East Consistent frontages are important, and filling in
• Create a consistent human scale. 3 to Streetcar zone and xx on other the gaps between buildings and ensuring that
6 stories achieves this. For buildings over 3 sections of State Street buildings are in-line to the greatest extent possible
stories, a stepback allows more light and creates a higher quality environment.
space for greater comfort. Recommended Zoning:
• Create a sense of enclosure. A 1:2 ratio • Minimum 3 stories maximum of 6
of buildings to street achieves this. This is a 66’ stories along the corridor
high building on 132’ wide street. • No height limit in downtown cores
• Create an urban environment. A
recommended min. density of 25 housing
units/acre on future development will
promote transit use and an urban character.
Design Recommendation:
• Clearly delineate the urban cores. Both
cities should clearly define downtown core 75% of the primary street frontage and
(with taller buildings) with surrounding urban 50% of side or rear frontages should
neighborhoods (with mid-rise buildings) be buildings.
Transparent windows and doors on the ground Outdoor amenity space, which may include
floor of buildings increase the liveliness of a street. landscaping, street furnishings, public art, trees,
Design Recommendation:
Passers-by can see the action inside, and those sidewalk cafes, or other amenities, should be
inside can watch people and keep eyes on the 60% of a building façade with required or incentivized.
street; in turn creating a higher perception of frontages that are not residential
safety and security. uses should be made of transparent
windows and doors and allow
visibility to the inside of the building.
Design Recommendation:
An active ground floor does not require retail
to enhance the pedestrian experience and the Set-back frontages create a usable and defensible private
vibrancy of an area. Residences built on the open space that encourages public interaction and surveillance.
ground floor, when done correctly, can contribute between six and ten feet from the property line
in equal measure to lively, comfortable and safe
landscaping with generous stoops, porches, terraces,
streets. In an area like State Street, where “over-
or patios enhance social interaction and safety in the
retailing” is already a risk and additional housing
public realm
is anticipated, design guidelines should be
Raised ground floor provides a greater sense of
implemented that encourage residential uses to
ownership, leading to more use in the setback.
engage with the street and provide opportunities
for interaction at the street edge. between three and five feet above the sidewalk
create a direct line of sight to people on the street,
Important principals of these ground floor but still allow for privacy
residential uses include:
Fences, railings, gates, grilles, planters and
• Distinct transitions between public and private retaining walls create defensible spaces and delineate
space; private from public space.
• Clear and identifiable living space; screening elements should be between three and six
feet tall, and should not be solid above three feet
• The ability of residents to use the space to
promote more “eyes on the street.” if located on top of a landing or porch, railings and
fences should be allowed as seen in the picture to the
right, but should be at least 75% transparent
Design Recommendation:
Active uses on the ground floor of buildings, such In areas where the right-of-way is constrained
as restaurants and shops, add to the vibrancy and Key activity centers and and cannot be modified to provide more
liveliness of the street. They are vital parts of a city, intersections should make a sidewalk space, cities should consider requiring
but are typically a small fraction of total square visual impact with: a 10-foot “Pedestrian Activity Zone” setback on
footage and need a large population base to Active ground floor uses, such as all primary frontages. This zone essentially acts as
support. This neighborhood can only support restaurants, shops, offices an extension of the sidewalk, providing additional
active ground floor uses in some buildings, so they Build to lines within 5’ of property (no space for pedestrians, outdoor seating, and other
should only be required at critical locations. driveways, parking or drive-thrus) amenities.
State Street
S 2100 S
2700 S
700 S
200 S
1700 S
300 S
500 S
600 S
800 S
900 S
3300 S
100 S
1300 S
North Temple
South Temple
400 S
Streetcar
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78 | LIFE ON STATE IMPLEMENTATION PLAN | APRIL 2018
BUILDING AND SITE DESIGN
Design Recommendation:
State Street needs to move away from the model Parking on the rear and sides of buildings frees up
of free parking, to support higher and better uses. • Residential: A minimum of 0.75 the street frontage for pedestrian activity. It also
In urban areas, parking is an inefficient and spaces per residential unit. Reductions makes businesses more visible from the sidewalk
expensive use of space, especially when it may be possible if the project is near and street.
requires a parking structure to accommodate it. a transit station, and a parking study
This cost is passed on in rents, making housing shows lower demand. Design Recommendation:
and commercial space less affordable. Or, it may
make a project too expensive to build. Parking areas should comprise not
• Commercial: A minimum average
more than 25% of street frontage.
of 2 per 1.000 square feet of
Free or low-cost parking is also an incentive to Parking located between the building’s
commercial space. Exempt the first
drive, which is counter-productive to creating front façade and the primary street
3.000 square feet of commercial in
compact, walkable centers. In areas with many should be prohibited or severely limited.
a mixed-use building with a shared
options for riding transit, biking, walking, and ride parking plan to reduce the cost
services, parking standards can be set much lower. burden for small businesses.
Cities should conduct a parking utilization Developers and property owners deserve a
study and create a parking management Policy Recommendation: quick, fair review based on clear rules and
strategy to reduce overall parking demand and transparent process. Public input is important, but
provide parking closer to buildings that lack it. Dedicate a share of capital the more than can be discussed and decided up
Consolidated free or low-cost public parking improvements budgets to a parking front, while writing new plans and ordinances, the
lowers parking requirements, opens up the option facility fund. better.
for removing street parking, and makes it easier
Establish a parking fee-in-lieu program
for smaller businesses to offer parking. Shared Cities need to address shortfalls with the
for developers to buy into a shared
parking will require new parking lots or even development approval and building permitting
parking facility instead of being
structures, and funding mechanisms to pay for their process. City staff should work to reduce
required to provide their own where
construction and management. conflicting direction, duplicative approvals (from
cost or space may be prohibitive.
Parking Costs per space (National Average) different departments), and hierarchy questions.
Work with developers and property
Structured parking $20,000 owners to identify opportunities to
Underground parking $50,000 build parking.
Surface parking $3,000
Explore creating a Business
Improvement District fund for parking.
Research on Transit Oriented
Developments (TODs) by University of
Utah research has shown that parking at
TODs is overbuilt, with typically a maximum
75% of it in use.
The cities’ Redevelopment Agencies (RDAs) have Cities have recognized the need and should
some established RDA districts on State Street. Policy Recommendation: prioritize affordable housing (Growing Salt Lake
There are several additional opportunities for new City 2018-2022).
areas that should be created. Redevelopment Assist developers with design solutions
tools should be applied in these areas to support and predevelopment activities. Cities should make it more attractive to build by
a wide range of projects. providing the amenities that new residents seek
Provide financial support, such as (trees, parks, places to walk and bike, events, and
loans, gap financing, grants or land attractive streets). Cities should also support non-
buy-downs. profit developers who provide affordable housing
with incentives, grants, low-interest loans, or tax
Provide funding for infrastructure, such abatement programs.
as roads, lighting, and streetscape,
utilities.
Add Green Space Support Existing Businesses Adopt a Main Street America Approach
This neighborhood needs parks, open space, and State Street business owners are a dedicated State Street can benefit from many of the
public amenities. Land is available, and parks and diverse group. They have survived and grassroots techniques promoted by the “Main
should be strategically located for maximum often thrived under current conditions and while Street America” program of the National Trust for
benefit. Small parklets, plazas, and infill open they are generally supportive of change, are Historic Preservation. The aim of the program is to
spaces should be used to knit the urban fabric wary of anything that might upset their business. bring economic vitality to older neighborhoods
together. Draw attention to the greenways that Often, construction projects damage a business that have a classic Main Street form, but need
cross State Street (9-Line, Parley’s, Millcreek) and to the point of endangering them. The cities must to adapt to a modern economy. They also help
build high-comfort crossings for them to connect consider how to help businesses thrive under the existing businesses to adapt and thrive in a
neighborhoods. stresses of a construction project. Priority should changing environment.
be placed on assisting business owners by
supporting paths to building ownership and also These tools and training, which are being used
on small business relocation. by Salt Lake City, are comprehensive, inclusive,
place based, and people focused. Efforts include
incentives, storefront and tenant improvement,
design assistance programs, support for co-
location opportunities, and other innovative
solutions.
Seven Canyons Fountain at Liberty Park Existing Businesses in South Salt Lake on State Street
The cities should play a large role in boosting Tactical urbanism projects are another effective A wide variety of projects and programs should
the image of State Street and giving the tool to make quick changes and build buzz. work together to create a sense of place and a
neighborhood a positive, unique reputation. Projects such as food truck parks, public art, pop- clear brand for State Street. Salt Lake City has
Design guidelines for character, ordinances for up community gardens, and container parks have employed the Main Streets USA program to
preservation of buildings and iconic signs, and been used effectively to kick start neighborhood build this. South Salt Lake is starting a Creative
flexible zoning for adaptive reuse of buildings image. Quick transportation projects like Industries Zone project that builds on the same
are proven tools for building on historic assets. temporary bulb outs and bollards help people type of assets.
The cities also should invest time and energy into gain a sense of control and community that builds
events, and into merchants and community group its character. Recommended programs include:
organizing to help grassroots efforts to build a
better neighborhood. • Signage and wayfinding program –
Create a plan that identifies key signage and
wayfinding locations and styles.
• Public art program – Create spots that
people can remember and share their
experience.
• Historic preservation program – Promote
the reuse and restoration of buildings and
signs.
• Business district – A merchants group
should help support programming (concerts,
strolls, etc.) and projects (lighting, planters,
Food Truck Thursdays at the Gallivan Center etc.) that make this place stand out.
Making State Street into a great street will The following action items are separated into two
take many steps, large and small, by many categories:
different players. Indeed, there is a large
change needed on the part of people and • Do Now items are actions that can begin
businesses– a shift in attitudes, behaviors, immediately. Project partners know what INSIDE THIS CHAPTER:
and investment. needs to be done, and they should begin
now! DO NOW
This plan focuses on what government entities
can do in the realms they steer – transportation • Do Next items will require additional study DO NEXT
and transit, public property improvements, zoning and coordination into the future. Transforming
and design requirements and redevelopment a corridor like State Street won’t happen
incentives. Many small steps can be taken by overnight, and the continued collaboration
government, funding entities and taxpayers to get and commitment from all project partners will
the ball rolling. be vital to its success.
I. OUTREACH SUMMARY
A public workshop was held in February 2017 In the Life on State Mapping Exercise, Top priorities included:
to share project progress and gather ideas from workshop participants stated their priorities for • More green parks, trees, landscaping
residents, stakeholders and the wider Salt Lake the location of new housing and businesses, • Higher quality bike & pedestrian infrastructure
community. 129 attendees participated in the community centers and services, and infrastructure
• Traffic calming measures & general traffic
interactive workshop, taking part in a live polling upgrades along the State Street corridor. They
safety
activity and two hands-on exercises that offered did so by placing “game pieces”, or stickers, on
participants an opportunity to grapple with trade- a map of the area in places where they saw the • Additional mixed-use development and
offs and contribute ideas to the planning process. greatest opportunity for positive change. shopping/services throughout the corridor
The Live Polling Activity revealed that a STREET GAME PIECES: 666 TOTAL PLACED ON MAPS
majority of participants ranged in age from Street Trees 127
20-49, and 85% indicated it was their first time Landscaped Median 72
Pedestrian Lighting 67
participating in a planning event about the State Protected Bike Lane 61
Street corridor. Workshop participants had a Traffic Calming 37
New Pedestrian Crossing 37
wide mix of connections to the area, ranging from
Pedestrian Refuge 31
living, working, or going to school in the corridor, Street Lighting 28
owning property or a business, and visiting Safety Improvements 28
Wider Sidewalks 28
the area for shopping and entertainment. The Gateway 27
questions asked of workshop participants were Standard Bike Lane 20
Wayfinding 18
also open to the entire region through an online Enhanced Transit Station 16
survey at www.lifeonstate.com, the responses of Transit Priority Lane 14
Stormwater Management 12
which were combined with the polling results. A
Reduce Traffic Congestion 12
summary of these combined results can be found New Traffic Signal 10
on the following page. Curb Extensions 7
Reduce Crashes 7
Enhanced On-Street Parking 6
Shared Bike Lane 2 One of 20 groups completing the Mapping Exercise
Mixed-Use
Development
Shopping &
26% Services
29%
Housing
Development
6% 20% Civic
Development
19%
Parks &
Open Space
The State Street Design Exercise engaged STATE STREET DESIGN EXERCISE: 100 TOTAL CROSS SECTIONS COMPLETED
workshop participants in a hypothetical redesign
of State Street where they used streetscape
elements, such as travel lanes and sidewalks of
various widths, lighting, street trees, transit, and
bike lanes to design their ideal version of a better
State Street.
A total of 983 participants answered questions, TOP PRIORITY FOR THE CORRIDOR
either through the live polling activity at the Public
Workshop, or through an online survey emailed
1 2
to people and available at www.lifeonstate.com.
TOP PRIORITY SECOND PRIORITY
Participants were asked how they travel to, from,
5.5% 9.5% Add more housing
and on State Street, and how they typically use
6.4% 9.6% Improve public transit
the corridor. Most importantly, participants stated Make the streets safer for
27.7% 30.3% walkers, bikers, and cars
what their top priorities are for the future of State Add more trees, trails, and open space
19.8% 25.7%
Street as it relates to housing, mobility, business, 26.1% 21.5% Reduce crime
and overall. 13% 1.6% I can't decide
Something else
41.3% No change
No change 2.8%
0.4% Rather not say
84117 14
84104 12 State Street
Study Area
84010 10
Local business owners were interviewed at People who interact daily with State Street A project website, www.LifeOnState.com,
the outset of the project and were asked to and the people on it took part in discussions in was established and continually updated with
provide input throughout the process. General meetings they organized. This included police, information about the project, outreach events,
takeaways from these discussions included: fire and crossing guards, school principal and survey and workshop results, and project
teachers, business owners, public works dept, resources and documents. It will continue to be an
• Crime and personal security are major community development departments, Salt Lake open resource to learn about State Street plans
concerns for business owners and their County, Salt Lake Community College and others. and progress.
customers, and seen as having a negative
impact on their businesses. Fifth graders at Woodrow Wilson Elementary
took part in a classroom activity to discuss their Between December 2016 and
• On-street parking is seen as important to experiences on State Street. They were asked to December 2017, the website received:
support small businesses due to the lack share the best and worst parts of the street and
of publicly accessible off-street parking what they would like to see happen there. • 10,500 page views
available in the corridor. • 3,185 unique visitors
The city and county mayors and agency directors
• Many business owners welcomed the idea participated in an executive committee throughout
of widened sidewalks, more mid-block the project. They discussed their observations on
crossings, and additional street trees and the issues, community priorities and how changes
green amenities as being good for business. on State Street fit into each of their strategic plans.
Each of the scenarios was constructed using a conditions, compatibility conflicts with adjacent been lacking: predominantly three and four-story
range of building types that could be constructed land uses such as low density single family, and apartments, five and six story mixed-use buildings,
in the Salt Lake market. Within a context such as regulatory requirements, the development of townhomes and rowhouses, and small grained
the State Street corridor, a range of buildings could building types that could truly transform State Street retail projects that can infill some of the shallow,
be anticipated. However, due to existing roadway into the mixed-use, urban corridor envisioned have narrow lots in the corridor.
Building 6-Story Mixed- 4-Story Mixed- 6-Story Mixed- 4-Story Townhomes/ Small lot
Office Tower
Characteristics use Office use Residential use Residential Apartments Rowhouse Retail Infill
• 1 space per
• 1 space per dwelling unit
• No parking • No parking dwelling unit • No parking
• No parking
required for first required for first • No parking required for first
required for
3,000 sqft 3,000 sqft required for first min 1 space per min 2 space per 3,000 sqft
Parking Ratios first 3,000 sqft
• min 2.0 spaces • min 2.0 spaces 3,000 sqft comm. dwelling unit dwelling unit • min 2.0 spaces per
comm.
per 1,000 sqft per 1,000 sqft • min 2.0 spaces 1,000 sqft above
• min 2.0 spaces
above 2,000 above 2,000 per 1,000 sqft 2,000
per 1,000 sqft
above 2,000 above 2,000
Housing density
- - 71 82 51 35 -
(DU per acre)
Job density
196 2,156 12 12 - - 23
(jobs per acre)
Average dwelling
- - 750 750 750 850 -
unit size in sqft
Within the current context of the corridor, it is not There is a growing body of research supporting feasibility of more expensive, urban style projects.
financially feasible for land developers to invest the assertion that public realm investments into However, as market conditions swing in favor of
in the type of mixed-use, urban development walkability, placemaking, and high-capacity more expensive development, the preservation
described above. However, with investments into transit such as light rail, streetcar, and bus rapid and production of affordable housing becomes
roadway improvements and regulatory changes, transit can have a positive effect on residential increasingly important.
such as increased height allowances or reduced pricing. This implies that people are willing
parking minimums, the corridor could support to pay more to live in areas with these kinds
higher-density, higher quality development. of amenities – ultimately, contributing to the
Rent/Price
Variable Factor Product Type Study Area Source
Impact
within 1/4 Measuring the Value of Transit Access for Dallas
Distance to LRT Station +11-19% Multi Family Dallas
mile of station County: A Hedonic Approach. Leonard (2007)
walking
California, New Jersey, Georgia, Impacts Of Rail Transit On Property Values. Diaz
Accessibility Increase distance to +3-40% All
Pennsylvania, Florida (2007)
station
The impacts of an urban light rail system on residen-
within 500
Distance to LRT Station +11% Single Family Houston tial property values: a case study of the Houston
meters
METRORail transit line. Pan, Qisheng (2013)
1/4 to 1/2 Comprehensive review of studies
Distance to LRT Station +6-45% All Residential Cervero (2004)
mile of station undertaken between 1993-2004
within 1/4
Distance to LRT Station +40% Commercial Dallas Cervero (2004)
mile of station
within 1/2
Distance to BRT Station +10-21% Residential Pittsburgh NBRTI (2009)
mile of station
neighbor- An Assessment of the Marginal Impact of Urban
Proximity of “full pack-
hood amenity +20% All Uses Portland Amenities on Residential Pricing. Johnson/Gardner
age of amenities”
level (2007)
The power of scenario analysis lies in the ability to In scenarios 2-4, it is assumed that both cities also making more expensive construction feasible.
test out and compare different alternative futures. address key zoning issues to allow for a wider This relationship between the amount a developer
The alternatives considered in this analysis ranged mix of development, require active street fronts, is willing to pay for land in relation to their project
from a no action scenario to full implementation: provide transit-supportive parking standards, and costs is called “residual land value”. The table on
make other regulatory improvements to support the next page shows the estimated increase in
• Scenario 1: Business as Usual
higher quality development. residual land value by building type as assumed
• Scenario 2: Streetscape Upgrades investments are made in each scenario.
These assumptions, when fed into the Envision
• Scenario 3: Moderate Investment
Tomorrow model, lead to an estimated In summary, the increasingly high levels of
• Scenario 4: Full Implementation increase in achievable rents (shown in the table investment assumed in scenarios 2-4 lead to an
below), increasing the feasbility of urban style estimated increase in development and infill within
(see page 23 for more detailes about each development in the State Street corridor. As the corridor, showing the substantial opportunity
scenario) developers are able to charge higher rents they for change that new investment into walkability
are able to maintain an adequate return on and placemaking unlocks.
investment (ROI) while paying more for land, and
Assumed rent by scenario + building type
6-Story Mixed- 4-Story Mixed- 6-Story Mixed- 4-Story Townhomes/ Small lot
Scenario Office Tower
use Office use Residential use Residential Apartments Rowhouse Retail Infill
Scenario 1:
($169.25) ($1,945.60) ($46.89) ($59.40) ($8.12) $15.07 ($16.57)
Business as Usual
Scenario 2:
Streetscape (136.46) ($1,677.71) ($29.75) ($39.32) $1.51 $21.92 ($9.26)
Upgrades
Scenario 3:
Moderate ($51.11) ($819.11) $11.91 $12.71 $25.10 $38.74 $13.46
Investment
Scenario 4:
Full $23.12 $323.80 $71.05 $80.29 $59.22 $79.22 $32.28
Implementation
The State Street corridor has many zoning Salt Lake City - South Salt Lake -
designations applied within it. Within downtown Current Zoning in Study Area Current Zoning in Study Area
Salt Lake City, the predominant zoning is D-1 Category Acreage % Category Acreage %
Central Business District and D-2 Downtown D-1 - Central Business District 223 21% CC - Corridor Commercial 165 20%
Support. South of downtown, CG General
CG - General Commercial 152 14% DT - Downtown District 158 19%
Commercial and CC Commecial Corridor are the
D-2 Downtown Support 145 13% CG - General Commercial 149 18%
main zoning designations.
CC - Commercial Corridor 142 13% Light Industrial 140 17%
R-1-5000 - SF Residential 109 10% R-1 - Single Family Residential 129 15%
In South Salt Lake, DT Downtown District zoning
PL - Public Lands 55 5% CN - Neighborhood 34 4%
covers most of the corridor north of I-80. South of Commercial
D-4 - Secondary CBD 45 4%
I-80, CC Corridor Commercial is the dominant MIXED - Mixed-Use 33 4%
zoning category along State Street, while CG FB-UN2 - Form Based Urban 33 3%
Neighborhood 2 MPMU - Master Planned 17 2%
General Commercial covers most land west RMF-35 - Moderate Density 30 3%
Mixed Use
of State. In both cities, areas to the east of the Multifamily East Streetcar Neighborhood 8 1%
corridor are zoned primarily for single family BP - Business Park 27 2% PO - Professional Office 2 0.2%
residential uses. R-MU - Residential Mixed Use 23 2%
I - Institutional 22 2%
Specific zoning designations within the Life on UI - Urban Institutional 19 2%
State corridor study area are shown in the tables D-3 DT Warehouse Residential 16 1%
to the right. RMF-45 Moderate/High 9 1%
Density Residential
CN - Neighborhood 6 1%
Commercial
RMF-75 - High Density 6 1%
Residential
FB-UN1 - Form Based Urban 6 1%
Neighborhood 1
zone was able to cost-effectively build a mixed- Parking Ratios • 0.5 per Unit
use residential building with good urban form and • 1 per 1000 sqft
a project return of 10% IRR. Assessment of current commercial
zoning was then used to test the feasibility impacts Average Unit Size 750 Simplified rendering of cost-effective 4-over-1 mixed-use
Density 93 units / acre residential building type. Building style permitted under D-2
of new development regulations, to see if they Downtown Support zoning, but not required
10.3 jobs / acre
improved the ability to produce an urban style
Floor Area Ratio (FAR) 2.23
development.
Project Value $8.3 Million
Unit Rent (average) $1,500 / month Recommendation
The zones tested were those with the highest
amount of land coverage impacting State Street • Introduce simple, but clear design criteria to
Findings ensure an active ground floor experience
itself. They included:
• D-2 zoning permits the construction of an • Do not permit large surface parking lots
efficient, cost-effective urban building facing the street
Salt Lake City
• Height, parking, and lot coverage
• D-2 - Downtown Support
requirements are adequate for an urban
• CC - Commercial Corridor
setting
• However, regulations do not require urban
South Salt Lake
style-construction
• CC - Corridor Commercial
Contact city council members and state reps Short term: Continuous community Trees
to express support for changes to State Street involvement Planted
Tell a friend or neighbor about the project Short term: Code amendments
Crosswalk
Join or organize a group to Mid term: Design + cost estimates
Installed
advocate for change Mid term: Detailed transportation design
Visit a business or take a walk on State Street Mid term: Initial low-cost implementation Widened
catalytic site improvements Sidewalks
Achieving the goals for State Street takes an Long term: Implementation funding
active and engaged community to advocate Increased
Long term: Full implementation
for change. This Implementation Plan lays out a Safety
variety of design tools, policies, and programs to
ECONOMIC TRACKER
turn State Street into a signature street and major
destination. Additionally, a detailed action plan PEOPLE TO CONTACT
Housing
provides clear direction on how to move the State Units
Street vision forward, identifying implementation My City Council Representatives
partners as well as potential funding strategies. Jobs
My State Legislators