UTA adopts design guide to help cities plan better land use and access around transit.
Walk This Way
By Benjamin Wood @BjaminWood
DEPOT DISTRICT—The Utah Transit Authority could run all the buses, trains and ride-share vehicles that money can buy, but it would hardly matter if passengers are dropped in the middle of nowhere and nothing.
That dynamic, which sees transit services either bolstered or hobbled by the zoning and street design decisions of municipal, county and state stakeholders, led to the creation of a new Transit Oriented Communities (TOC) design guide, adopted unanimously by the UTA Board of Trustees on Wednesday.
“We’re trying to provide a high-level guidance to UTA staff and our partners—both regional and local,” said Paul Drake, UTA’s director of real estate.
UTA already has a role in so-called “station area planning,” in which state law offers an incentive framework for cities to approve mixed-use density around Trax, Frontrunner and Bus Rapid Transit (BRT) stops. But until now, the transit agency’s role has largely been to approve cities’ plans after they’re created, with only informal input by multi-modal experts as those location-specific proposals take shape.
But with the new guidelines, UTA is seeking to establish best practices at the start of the planning process, like the minimization of surface parking and the need for direct, safe and convenient cycling and walking connections between transit stations and street-facing commercial and recreational amenities.
UTA Trustee Beth Holbrook noted that every city is unique, and she complimented the team behind the new guidelines for taking a collaborative, rather than prescriptive, approach to transit-adjacent land use zoning and street design.
“I hear from cities all the time how they really appreciate the opportunity to understand this more,” Holbrook said.
Utah’s population is projected to jump, considerably, in the coming decades, and roughly 80% of all Utahns live within a narrow footprint along the Wasatch Front. But while mountains, lakes, desert and other geological features constrain the potential for outward, suburban expansion (or “sprawl”) it also makes the Ogden, Salt Lake City and Provo metropolitan areas uniquely suited to urbanized, transit-oriented infill development.
“TOC principles provide a framework for managing both population and economic growth, guiding commercial development in ways that support employment opportunities, protect air quality, expand transportation options, and provide affordable housing opportunities,” an intro to the new guidelines states. “TOCs offer a proactive response to the challenges of growth by creating high-density, mixed-use hubs that improve land use efficiency, reduce dependence on automobiles, and preserve open space.”
Several station area plans have already been adopted, while many are currently making their way through the approval pipeline. But others lack any real effort to improve the built environment for transit riders, and additional station areas will be coming online in the coming years with the construction of the Midvalley Express BRT service in Salt Lake County, Trax expansions in Salt Lake City and at Point of the Mountain, and the extension of the S-Line Streetcar across Highland Drive and into the Sugar House Shopping Center.
Below are some of the highlights from the UTA's transit-oriented communities document:
—“Streets should be designed to calm traffic and create a safe buffer between pedestrians and vehicles. This can be achieved through landscaping elements, including the strategic placement of street trees between sidewalks and drive aisles.”
—“Designate bicycle-priority corridors that connect directly to transit stations and regional trail networks.”
—“Blocks should be no longer than 250’–350’ to maintain walkability and connectivity.”
—“Land uses that encourage automobile dependency or compromise pedestrian safety and comfort must be excluded. Land Uses to be avoided include: Big Box Retail; Drive-Thru; Industrial; Storage.”
—“Building setbacks shall be between 0 and 5 feet from the sidewalk on primary streets and 0’ to 10’ on secondary streets. A larger setback may be allowed if fronting a major corridor with more than four lanes of traffic.”
—“Parking structures should incorporate active uses on the ground floor along street frontage. Including wrapping the structure with retail, residential, or office uses to limit the visibility of the structure from the street.”
—“Foster community interaction by creating spaces that encourage social interaction, such as plazas, outdoor dining areas, or event spaces, to build a sense of community and vibrancy.”
About The Author
Benjamin Wood
Lifelong Utahn Benjamin Wood has worn the mantle of City Weekly's news editor since 2021. He studied journalism at Utah State University and previously wrote for The Salt Lake Tribune, the Deseret News and Entertainment Weekly
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