AMERICAN FORK STATION AREA PLAN STATION AMERICAN FORK AFSAP Connectivity Boundary Secondary Influence Zones

May, 2014 May, AMERICAN FORK STATION AREA PLAN STATION AMERICAN FORK AFSAP Connectivity Boundary Secondary Influence Zones

Pioneer Crossing

Connectivity Boundary Secondary Influence Zones

Pioneer Crossing

TOD Planning Area

TOD Planning Area AFSAP

Planning AreaAMERICAN Boundary Approx. FORK 385 AcresSTATION AREA PLAN MARCH 20, 2014

Planning Area Boundary Approx. 385 Acres Partnered with: Prepared by:

Utah Transit Authority Psomas American Fork City Hales Engineering Mountainland Association of Governments

Planning Planning " " Area Boundary September 19, 2013 Area Boundary September 19, 2013 Table of Contents

Introduction 1 Planning Context 2 Methodology 3 Site Analysis 4 Land Use 5 Circulation 6 Ownership 7 Districts -TOD Development Zones 8 Scenario 1 10 Scenario 2 11 Scenario 3 12 Transportation 13

AFSAP Block Comparison 14 UTA FrontRunner Station 15 Key Features Map 16 Key Features 1-10 17 Key Features 11-20 18 Recommended Development Scenario 19 Transit Area Core District 20 Transit Area Core District - Residential 21 Transit Area Core District - Retail 22 Transit Area Core District - Office 23 Transit Area Core District - Open Space 24 Transit Area Core District - Parking 25 Transit Supportive District 26 Transit Supportive District - Residential 27 Transit Supportive District - Retail 28 Transit Supportive District - Office 29 Transit Supportive District - Open Space 30 Community Transition District 31 Community Transition District - Residential 32 Community Transition District - Open Space 33 Next Steps 34 3 AMERICAN FORK STATION AREA PLAN Introduction

The American Fork Station Area Plan (AFSAP) looks to the future. The arrival of commuter rail to the Wasatch Front and more specifically to American Fork is a transformative event. Over the past 161 years American Fork has witnessed many transportation innovations that have left their mark on the size, form and feel of the City. The construction of the interstate highway more than 50 years ago brought the winds of change to American Fork, and along with it, increased economic vitality in areas that were once predominantly dry farms and cattle range. Since that time the City has evolved by embracing new types of land use and traffic patterns, while at the same time maintaining its iden- tity and charm. Long-time residents welcomed new residents into their community and helped them understand what it means to hail from American Fork. As our economy and society contin- ues to evolve, the built form must also evolve in order to accommodate the needs of future generations. Cities stand in jeop- ardy of losing their youth and their wisdom if they don’t provide housing types and environments designed for these younger and older buyer demographics. In this way AFSAP is designed for the future. It will provide a place, in the same community where they grew up, that your children will want to live; as well as an attractive place for seniors who would like to down-size and simplify without having to leave American Fork. Transit-Oriented Development (TOD)

According to the Center for Transit-Oriented Development:

“Transit-oriented development is often defined as higher-density mixed-use development within walking distance – or a half mile – of transit stations. We use a performance-based definition, and believe that projects should also:

• Increase “location efficiency” so people can walk and bike and take transit • Boost transit ridership and minimize traffic • Provide a rich mix of housing, shopping and transportation choices • Generate revenue for the public and private sectors and provide value for both new and existing residents • Create a sense of place

We believe that TOD is really about creating attractive, walkable, sustainable communities that allow residents to have housing and transportation choices and to live convenient, affordable, pleasant lives—with places for our kids to play and for our parents to grow old comfortably.”

The American Fork Station Area Plan sets in place all of the ingredients that are required to establish a thriving transit-oriented development. 1 Planning Context

AFSAP is located immediately south and west of the Pioneer Crossing interchange with I-15. The FrontRunner commuter rail corridor that traverses the northern edge of the study area creates a very narrow sliver of land between the railroad track and the interstate. Automobile access to this land is difficult due to the lack of at-grade rail crossings from the south and limited ingress/ egress points along Pioneer Crossing.

Directly across I-15 in the secondary influence zone there is a significant amount of regional and local serving commercial that has been developed over the past decade. The reconfiguration of the interchange, the construction of Pioneer Crossing, and the completion of the FrontRunner Station has served as a catalyst for this area.

Historically the area south of the tracks to the shore of Utah Lake has been prodominantly developed as residential. However, the completion of the American Fork station provides an opportunity to establish a true transit- oriented mixed use development in this area. More intense uses should be located adjacent to large roads, freeways, or the rail corridor. Intensity should decrease as it approaches existing residential development.

Connectivity Boundary Secondary Influence Zones AFSAP

Pioneer Crossing

TOD Planning Area

American Fork Station is a mid-system stop along the commuter rail line that extends from Ogden to Provo. Even after the planned Vineyard Station is completed the American Fork Station will provide convenient access to the largest geographic area in Utah County. Located on Pioneer Crossing, the American Fork Station is the near- Planning Area Boundary Approx. 385 Acres est facility to the majority of residents in Saratoga Springs, Eagle Mountain, American Fork, Pleasant Grove, Cedar Hills, Highland, and much of Lehi.

2 Planning " Area Boundary September 19, 2013 AMERICAN FORK STATION AREA PLAN Methodology

The American Fork Station Area Plan presented an opportunity to define development across an area of more than 380 acres. This area was, for the most part, undeveloped at the time the transit station was planned and constructed. The existing land uses are predominantly agricultural with a small number of single family residences on lots in excess of one-half acre.

The planning area has significant constraints related to accessibility due to the existing Interstate highway and the railroad tracks. Vehicular and pedestrian access corridors from the eastern developed areas of American Fork are severely limited with new access corridors viewed as cost prohibitive except where necessary.

Development of this area has also been constrained by the aggressive development patterns on more easily accessed parcels within surrounding cities. These attractive parcels represented lower barriers to entry into the real estate market and therefore absorbed much of the recent market demand. Market Demands Community An additional consideration in formulating this plan is the fact that the intended demographic of users that and Compatibility Needs and Values are drawn to the transit connectivity and higher density aspects of the area do not currently exist within the community of American Fork.

With these factors in mind, the following process was utilized in preparing the Station Area Plan:

1. Data collection and stakeholder interviews 2. Review of student studies from the University of Utah. 3. Field reconnaissance of the property. 4. Community Open House forum and input with explanations of Transit Oriented Development prin- ciples. 5. Joint work session with the City Council, Planning Commission and city staff. 6. Preparation of preliminary market responsive concepts. 7. Charrette exercise with two teams looking at alternative land use patterns based on different access Transit Station solutions. 8. Preparation of Land Use Plan alternatives based on Charrette outcomes. Functionality 9. Preparation of the Special Area Plan report. 10. Internal and stakeholder review of the report . 11. Incorporation of comments into a final Station Area Plan for adoption and publication.

The next stage of the process will be for the City of American Fork to prepare a comprehensive development ordinance to support and guide the plans presented in the study document. It is anticipated that the result of the ordinance development will be a “Form Based Code” that will guide the type, density and physical expression of the development over the next decade. Finding the “Sweet Spot” for Site Appropriate Forms of Transit Oriented Development

3 Site Analysis

Physiography: The AFSAP study area is predominantly flat and has been used for farming since the pioneers settled the valley. In this area there is the potential of high water table and wetlands. Site specific testing will be required to determine the presence of wetlands and bearing capacity of the soil.

The site tour revealed that this area is currently predominantly agricultural. Looking to the future the combination of Pioneer Cross- ing, I-15, and the railroad tracks creates a truncated service area. The traditional market/service radii used to quantify the amount of commercial uses that are sustainable, based upon population, is compromised by these major transportation facilities. A detailed economic analysis should be completed to adequately understand the level of services and commercial for this site.

A focus on residential uses and marketing the area for business expansion should be the initial priority as these uses will support the expansion of commercial services. AFSAP

4 AMERICAN FORK STATION AREA PLAN Land Use The American Fork City Land Use Map to the right indentifies the uses within the AFSAP study area as low density residential, a small area of high density residential, major transportation facilities, and an area of transit-oriented development surrounding the UTA Front- Runner station.

The American Fork City Zone Map below indentifies the uses within the AFSAP study area as Residential Agriculture 1 and 5 acre lots, Public Facilities, Planned Industrial, and Residential with 15,000 s.f. lots. A large portion of the area is still unincorporated Utah County.

AFSAP Study Area

American Fork City - Zone Map American Fork City - Land Use Map 5 Utah's Unified Transportation Plan Map 2011-2040 Utah's Unified Transportation Plan - All Phases - Includes UDOT and MPO Projects Through 2040 Circulation The American Fork Transportation Master Plan (2004) indentifies extension of the traditional grid system in this area. 200 South extends to Mill Pond Road. A new major collector at approximately 1300 West extends to the proposed arterial extention of 1500 South. 7300 North is also upgraded to a major collector just south of the study area boundary.

In addition to automobile facilities the AFSAP incorporates transit, bicycle, and pedestrian modes into the physical structure of the plan. Multi-modal accessibilty to a wide range of uses and corre- sponding community amenities is essential and should be influen- tial in decision making throughout the development process.

AFSAP Study Area AFSAP

AFSAP Study Area

Source: UDOT GIS

Phase 2 Project: Phase 1 Project: Phase 3 Project: Bus-Rapid Transit, American Meadows Connection Road, Pioneer Crossing/Vineyard Fork to Eagle Mountain line 200 South to State Street, Expressway, Mountain View American Fork Highway, to South Wasatch Highway Phase 2 Project: Pony Express Parkway, Redwood Road, Saratoga Utah Department of Transportation (UDOT) has four projects in the Long Range Plan that will directly impact Springs to I-15 interchange, the area. The two that most directly impact the project are the Meadows Connection Road and the Pioneer Pleasant Grove Crossing/Vineyard Expressway. There are some significant challenges that will need to be overcome to provide these connections; intersection geometry along Pioneer Crossing, and the road grades associated with the grade-separated crossing of the railroad tracks. As UDOT’s road plans have a significant impact on the plans for this area, the City should coordinate with UDOT Region III managers in an ongoing basis. 6 AMERICAN FORK STATION AREA PLAN Ownership The AFSAP study encompasses property owned by 42 different land owners. Much of the ground has not been developed and is still used as agricultural property. A few small subdivisions have occured in the area over the past few decades, but the majority of the ground remains unencumbered by permanent structures.

7 Districts - TOD Development Zones AFSAP

8 AMERICAN FORK STATION AREA PLAN

This Page Intentionally Left Blank

9 Land Development Scenario #1

The Primary variable that affects the study area is the potential alignment for UDOT’s proposed Vineyard Connector roadway. This proposed arterial roadway begins at Pioneer Crossing and crosses over the existing rail tracks adjacent to the commuter rail station as it pro- ceeds in a southerly direction through the middle of the transit oriented development planning area. This road alignment, based on its ulti- mate location, will significantly affect the land use elements of the plan as it crosses through the initial half-mile distance from the station area. AFSAP

Concept One emphasizes the potential of the transit investment and moves the alignment to the east of the Platform and the existing Park and Ride lot. This alignment allows the transit development area to fully access the platform while incorporating a larger area into the primary TOD zone. The area between the rail line and the highway corridor will have at-grade access and will be visible from the UDOT roadway network. An additional benefit will be for the proposed Vineyard corridor to serve as a boundary between the high density transit area developments and the existing single family homes.

10 AMERICAN FORK STATION AREA PLAN Land Development Scenario #2

Business Enterprise Zone Offices and Research Campus 3 Acres Development 10 Acres 0.5 FAR Park & Ride 392K s.f. 2 Acres 0.8 FAR 5.5 Acres 72K s.f. 2 Acres TOD Mixed-Use 10 Acres 1.0 FAR 4 Acres 152K s.f. High Density MFR 0.8 FAR MFR 25 to 40 Units/Acre TOD 8 Acres 168K s.f. 3 Acres 5 Acres Mixed-Use TOD Mixed-Use 4 Acres 0.5 FAR 1.0 FAR TOD 178K s.f. 3 Acres 7 Acres 3.5 Acres 305K s.f. Mixed-Use 1.0 FAR MFR 3 Acres SFR MFR TOD Mixed-Use 5 Acres 305K s.f. 3 Acres 8 Acres 3.2 Acres MFR 4 Acres 32 to 48 Homes 1.5 Ac. 1.0 FAR MFR 2 Acres 6 to 9 Homes SFR 305K s.f. 1.5 0.8 3.5 Acres MFR Acres Ac. 0.8 14 to 21 Homes TOD Main Street Retail 3 Acres Ac. MFR MFR SFR 2 Acres MFR 4 Acres 6 Acres Medium Density 1.5 0.8 24 to 36 Homes Single Family Acres Ac. 0.8 Residential Ac. MFR Medium Density SFR SFR 4 to 6 Units/ Acre 2 Acres Multi-Family Park 12 to 25 Units/Ac. 7 Acres 9 Acres 7.5 Acres 36 to 54 Homes 31 Acres 7 Acres 28 to 42 Homes 2 Acres 124 to 186 8 to 12 Homes Homes

Medium Density Medium Density Medium Density Single Family Single Family Single Family Residential Residential Residential SFR 4 to 6 Units/ Acre 4 to 6 Units/ Acre 4 to 6 Units/ Acre 9 Acres 36 to 54 Homes 37 Acres 23 Acres Concept Two emphasizes the potential of the transit 23 Acres 92 to 138 Homes 92 to 138 148 to 222 investment and moves the alignment to the west of Homes Homes the Platform and the existing Park and Ride lot. This alignment allows the transit development area to fully access the platform while incorporating a larger area into the primary TOD zone, while also providing a key connection to ‘The Meadows’ shopping center to the north. 11 . -

American Fork Commuter Rail Station Concept One

0' 100' 200' 400' Station Area Plan for Transit Oriented Development Land Use Plan March 20, 2014 Land Development Scenario #3 Building The Recommended Plan The following pages contain a description of the form-giving components of the Recommended Plan. These include establishing the road structure relative to existing ownership patterns that will provide connectivity to regional destinations, the identification of a block structure that will maximize marketability, and a proposed solution to relocate the park and ride lots to increase accessibility. The key features of the plan are presented on pages 15 and 16. AFSAP

Concept Three focuses on the existing UDOT prefer- ences and utilizes the existing alignment for the road that has been previously identified. This alignment crosses the tracks at the western edge of the existing platform and creates a divided planning area. The abil- ity to utilize the area north of the platform for parking and transit operations is limited by access problems and visibility from the roadway. Development to the west is cut off from both physical and visual access to the platform resulting in limited transit connectivity for future development. The primary area for development that is directly related to transit operations is severely limited in size. Additionally, the location of the road pushes higher intensity development eastward toward the existing single family homes.

12 Transportation AMERICAN FORK STATION AREA PLAN

The road structure is a modified grid that is shifted to run parallel to the railroad tracks. Roads that extend beyond the core area turn to meet back up with the existing historic grid system.

13 Block Comparison AFSAP

14 AMERICAN FORK STATION AREA PLAN

Buses only (access road)

Expanded parking fields Tunnel under the tracks to access the platform

Bus drop-off

UTA FrontRunner Station Grade-separated crossing The primary feature of this plan is the relocation of the UTA Front- Runner Park and Ride facility to the north side of the rail corridor. This proposed relocation accomplishes two important objectives. First, it will significantly decrease the distance that motorists must travel to access the facility from I-15 and Pioneer Crossing. This may also increase ridership due to much improved convenience.

Secondly, the creative circulation concept will take motorists from existing grades at Pioneer Crossing, up and over the railroad tracks, over 200 South, back down to existing grade at an intersection with 300 South, and then continue south to tie into the Vineyard Con- nector. A by-product of this roadway configuration is the greatly Grade-separated crossing improved accessibility it creates for the narrow parcels between the interstate and the rail corridor. The new Park and Ride facility will improve bus movement and provide more surface parking stalls. The proposed braided road system will create land parcels that are This is a conceptual artistic rendering of a potential finally viable for development. re-configuration of the Park and Ride facility. This image does not represent an actual site plan for the proposed UTA FrontRunner station. 15 Key Features AFSAP

16 AMERICAN FORK STATION AREA PLAN Vineyard Connector – A proposed alternative Vineyard Connector Street Crossing – An elevated alignment that permits development of the tran- structure would be required to provide for a continua- 1 sit platform area as a cohesive neighborhood tion of the existing 200 South roadway alignment. The district. This alignment also allows access to a 6 200 South roadway could be dropped below existing park-and-ride lot north of the platform. grade while the Vineyard Connector remains elevated in this location. Pedestrian and bicycle connectivity should be a priority in this location.

Central Utah Water Conservancy District Water 300 South Intersection – The primary, on-grade inter- Transmission Pipeline – This recently installed section for the Vineyard Connector serving the transit 2 pipeline runs diagonally through the station area 7 district. From this location, 300 south will run diago- planning boundary. Placement of structures or fill nally to the northwest providing a primary roadway materials in excess of five feet will not be allowed connection to the Pioneer Crossing while serving as in close proximity to the pipeline. the transition point between higher intensity, transit- supportive development and transitional land uses.

Park-and-Ride Lot Vehicle Access – Access into Pedestrian Transit Plaza Access Corridors – Pedes- the lot from the on-grade intersection of Pioneer trian oriented plazas providing a well-defined connec- 3 Crossing and the Vineyard Connector is pos- 8 tion between the transit district street pattern and the sible at this location. This access point may be platform access points. These plaza areas should be restricted to UTA buses only. well identified and designed with pedestrian amenities, mixed-use and retail components. Strong signage and vehicular drop-off zones must be located at the street edge. Visual access to the rail platform is encouraged.

Transit Platform Rail Crossing – Access to the Transit District “Main Street” Environment – This northern parking lot would be provided by a tun- 2-block section of the neighborhood street grid func- 4 nel running beneath the FrontRunner and Union tions as an identifiable mixed-use “Main Street” with Pacific rail lines. This crossing would need to be 9 retail services and activities. The scale and intensity is constructed with the new parking lot. Cost is an oriented to the immediate neighborhood rather than important consideration in planning this connec- attempting to become a community-wide retail district. tion. It terminates at the station platform entry plaza.

Vineyard Connector Bridge – An elevated struc- Neighborhood Square and Park – A small ture providing access across the Frontrunner open space area and park that functions as a 5 and Union Pacific rail lines. This will only be nec- recreational destination within a high intensity essary as part of the UDOT roadway project. 10 land use pattern related to the transit platform. This square can be used for events and con- certs as well as serving as a detention basin for the surrounding development.

17 Civic Anchor Location – This corner should be Extended Frontage Road – Extending the frontage reserved for a community supportive use such road alignment will provide access to the parcels 11 as a library or community center. The location is located between Interstate 15 and the rail right-of-way. a strong landmark site that identifies the station 16 Bike lanes are a key component of the roadway. area neighborhood and the access point for the “Main Street” segment and station access plaza.

Church Site, Civic or Entertainment Use – Across New Rail Crossing – An improved, on-grade crossing from the Neighborhood Square and along the that allows for improved safety while eliminating the 12 primary roadway, this location is another land- 17 existing acute angle crossing on 200 South. mark building location that serves the entire district. Care should be taken in site planning to accommodate the Central Utah pipeline alignment.

Typical District Corner Monumentation – Key Pioneer Crossing Access Road – A new access intersections should receive enhanced design roadway from Pioneer Crossing to 200 south will al- 13 elements such as signage and landscaping that 18 low better access from the transit facilities to Pioneer reinforces the unique nature of the American Crossing. Fork Transit Station district. AFSAP

300 West Underpass Connection – Realigned Roadway Alignments – New roads within the transit connection between the existing underpass and district should utilize existing alignments where pos- 14 the southern frontage road allowing the frontage sible. Where extensions occur they should be located road to flow as the through road. 19 to avoid conflicts with existing homes and structures. New collector roads should also incorporate the pipeline alignment where possible.

Existing 200 South Rail Crossing – Close the American Fork City Collector Roadway – A new existing acute angle, on-grade railroad crossing road connecting the northern shopping district to 15 in favor of a new 90 degree crossing further to the Pioneer Crossing roadway and the transit dis- the west (17). 20 trict will require an overpass when crossing Inter- state 15. This option should also include pedestrian and bicycle travel options.

18 AMERICAN FORK STATION AREA PLAN Recommended Development Scenario The strength of the recommended development scenario is the manner in which connectivity is achieved from Pioneer Crossing to the Vineyard Connector, and the positive separation that is created between existing single family homes on 200 South and the intensity of the proposed Core. This scenario activates the vacant land between I-15 and the rail corridor, provides a more balanced mix of intensities and amenities in the Core area, and establishes a transportation network that contemplates ownership patterns and existing infrastructure alignment.

19 building configuration Number of Bldgs per Lot Limited by max density Transit Area Core District Height - Principal Building 5 stories max.

Required. Height cannot exceed Structured Parking associated buildings Connectivity Boundary Lot Coverage 95% max Interstate 15 Lot Frontage 20 ft. min.

Pioneer Crossing Density Range 12 - 60 du./ac.

Encourage transit based reduc-

Parking Requirements tions and multiple use shared Transit Oriented parking standards in structures. Core District

SETBACKS - PRINCIPAL BUILDING

(a) Front Setback Principal 0 ft. min. 12 ft. max. 330 South (b) Front Setback Secondary 0 ft. min. 8 ft. max (c) Side Setback 0 ft. min.*

Planning Area Boundary 13 ft. min. from center line of rear (d) Rear Setback lane The highest intensity development should occur within this small Frontage Buildout 70% min at setback geographic area in closest proximity to theStation FrontRunner Area Station. " Development Components Development Zones January 15, 2014 The Transit-Oriented Core District is a true urban environment *All buildings must comply with IBC and IFC. focused around the platform. Concentrating the highest inten- Land Use: sity only in this small area accomplishes two primary objectives. High density residential First, it provides the necessary support for the transit system. Transit oriented retail Transit ridership increases when the land use pattern supports Office lifestyles that can function exclusively without a car. By provid-

AFSAP Restaurants ing high density residential, convenience retail, daily services, Library Max. N office, urban recreation and access to distant educational insti- Museum height 3 tutions and large jobs centers via FrontRunner, future residents Farmers market Max. 2 can have a high quality of life without daily dependence on an 2 height automobile. The second objective that this land use pattern Public Amenities: 1 1 achieves is the preservation of the rural landscape. By concen- Urban plazas trating intense development in a small geographic location and Sidewalk cafes building height programming more distant areas with less intense development Enhanced streetscape amenities ensures that the suprise strip-mall is less likely to occur. Retail- Public art Corner Lot ers generally follow the rooftops and want to be next to the high- Bike racks est concentration of buyers. Water features (b) (d) Street vendors The following pages, with the red transition background, contain Specialized lighting (a) Mid-Block imagery and concepts that define the design intent for residen- Specialized signage tial, retail, office, open space, and parking within the Transit Area On-street parking Core District. Farmers market

20 AMERICAN FORK STATION AREA PLAN Transit Area Core District - Residential

Sociologists and behavioral psychologists have been studying the phenomenon of crowding in human environments for decades. The experts agree that there is a significant difference between healthy urban living and negative density. The difference is the design of the living space coupled with immediate access to amenities that compensate for having less personal space. High density development in urban environments should have a higher level of finishes, reflected in cost per square foot. Urban residences should maximize the use of both indoor and outdoor space. Therefore, residential development with the Transit Area Core District of the AFSAP should incorporate high-quality finishes and materials and provide direct access to a wide range of amenities. Residential densities allowed in the Core District are between 12 and 60 units per acre.

21 Transit Area Core District - Retail

Retail uses are either horizontally or vertically integrated into mixed use development within the Transit Area Core District. Most commonly in transit-oriented developments retail is placed on the ground-floor level with office and residential above. The compact nature of the Core District will limit the amount of potential retail in the area and ensure that tenant vacancy is mini- mized.

Retail will consist of small-plate spaces targeted to restaurants with both indoor and outdoor dining, daily service providers, apparel and boutique; patterned after what has recently been launched 2100 Sugarhouse project located in the old Granite Furniture block in Sugarhouse. AFSAP

22 AMERICAN FORK STATION AREA PLAN Transit Area Core District - Office

Office is encouraged as ground-floor and/or second story integration in mixed use buildings. This type of office configuration can support a wide range of potential tenants. Office uses are an important component to ensure the sucess of the proposed retail in the Core District.

23 Transit Area Core District - Open Space

Open space amenities in an urban environment require a greater attention to detail and programming. Providing for the recreational need of a more diverse population will translate into a higher level of design than spaces designed in a standard suburban location. Elements that stimulate the senses are par- ticularly important in urban environments. These include water features, fragrant plant material, visually prominent public art, attention to texture in informal seating, and creating safe spaces for people to relax and watch the vibrant streetscene. AFSAP

24 AMERICAN FORK STATION AREA PLAN Transit Area Core District - Parking

Parking in the Core District will be accomodated via on-street parking, structured parking, or limitted off-street parking lots. A shared parking district is encouraged to accommodate parking requirements within the Core.

25 building configuration Number of Bldgs per Lot Limited by max density Transit Supportive District Height - Principal Building 3 stories max.

Permitted. Height cannot exceed Structured Parking associated buildings

Connectivity Lot Coverage 85% max Boundary Interstate 15 Lot Frontage 20 ft. min.

Density Range 6 - 30 du./ac. Pioneer Crossing

Encourage transit based reduc- Parking Requirements tions and multiple use shared parking standards

SETBACKS - PRINCIPAL BUILDING Transit Supportive District (a) Front Setback Principal 4 ft. min. 18 ft. max.

330 South (b) Front Setback Secondary 4 ft. min. 20 ft. max (c) Side Setback 0 ft. min.*

13 ft. min. from center line of rear Planning Area Boundary (d) Rear Setback lane

Frontage Buildout 60% min at setback Station Area

" *All buildings must comply with IBC and IFC. The Transit Supportive District is intendedDevelopment to provide Zones for those January 15, 2014 Development Components building types and uses that complement urban development in the Core District and the FrontRunner station. This includes limited Land Use: retail development that is supportive of the needs of transit users Medium density residential and residents, opportunities for a broad range of office tenants, High density residential residential development in the medium to high density range, and AFSAP Transit supportive retail Max. open space amenities that are designed for the needs of a diverse Office height user group. Incubator 3 Restaurants Max. 2 2 height The following pages, with the green transition background, contain Library 1 1 imagery and concepts that define the design intent for residential, Museum retail, office, and open space, within the Transit Supportive District. Farmers market building height

Public Amenities: Plazas and pocket parks Corner Lot Enhanced streetscape amenities Public art (b) (d) Bike racks Water features (a) Mid-Block Street vendors Specialized lighting Specialized signage On-street parking Farmers market (c) principal building setbacks

26 AMERICAN FORK STATION AREA PLAN Transit Supportive District - Residential

Residential development within the Transit Supportive District of the AFSAP should incorporate a wide range of product types and floorplans. This is not urban living. Although there may be some opportunties to integrate residential units over office or retail in this district, the majority of units will be more traditional medium to high density suburban products. Similiar to the Core District residential products, homes will incorporate high-quality finishes and materials and provide direct access to a wide range of amenities. Because the densities are still fairly high in this district it is important to provide passive and active recreational spaces within neighborhoods.

27 Transit Supportive District - Retail

Retail will consist of small-plate spaces targeted to restaurants with both indoor and outdoor dining, daily service providers, and boutique shopping; patterned after the form and scale exemplified at 9th and 9th or 15th and 15th retail districts in Sugarhouse. AFSAP

28 AMERICAN FORK STATION AREA PLAN Transit Supportive District - Office

Office is encouraged in the Transit Supportive District as either free-standing or ground-floor and/or second story integration in mixed use buildings. This type of office configuration can support a wide range from large corporate tenants to small business owners.

29 Transit Supportive District - Open Space

The Transit Supportive District should provide a diverse array of passive and active recreational opportunities that is balanced to support the residential component of this District. This may include plazas, pocket parks, skate parks, basketball courts, volleyball, horseshoes, croquet, bocce, town greens, community gardens, splash pads, town squares, etc. AFSAP

30 building configuration AMERICAN FORK STATION AREA PLAN Community Transition District Number of Bldgs per Lot Limited by max density Height - Principal Building 2 stories max.

Structured Parking Not permitted

Connectivity Boundary

Interstate 15 Lot Coverage 70% max Lot Frontage 36 ft. min.

Pioneer Crossing Density Range 2 - 12 du./ac.

Must comply with standards by Parking Requirements use as defined in municipal code

SETBACKS - PRINCIPAL BUILDING (a) Front Setback Principal 10 ft. min.

330 South (b) Front Setback Secondary 10 ft. min

Neighborhood Transition (c) Side Setback 5 ft. min.* District 13 ft. min. from center line of rear Planning Area Boundary (d) Rear Setback lane or 8 ft. min. to property line (whichever is greater)

Frontage Buildout 50% min at setback Station Area

As a predominantly “green field” development site, the Ameri- " Development Zones January 15, 2014 can Fork Station Area Plan, has the potential to introduce new *All buildings must comply with IBC and IFC. styles, types and densities of land uses to the local marketplace. It is important to respect the investment of the existing residents. The area beyond the quarter-mile radius from the transit platform will be used to provide a transition zone for development that can buffer the higher densities of the transit adjacent parcels with the surrounding suburban development patterns. Development Components

Max. Land Use: In this zone it is anticipated that residential densities will begin height Max. height with some attached townhomes at 12 units per acre and the Low density residential final densities at the edges of the zone will approach 2 or 3 Medium density residential Suburban-scale convenience retail homes per acre. The lower densities will be detached single building height family home lots typical of the subdivisions bordering the study Medium and large-plate office space area. Restaurants Churches Open space will take the form of city parks rather than urban Schools plazas and commercial activities will be limited to a possible (b) (d) grocery-anchored neighborhood center. Businesses and office Public Amenities: developments will not be placed in this transition zone as resi- Pocket parks (a) dential neighborhoods with identifiable edges will be supported Community gardens in the plan and the code. Community trails Tree lined streets Road patterns will be limited to residential streets and local con- Neighborhood monumentation nectors feeding back toward the freeway connections and the Consistent neighborhood themed lighting (c) transit platform. On-street parking principal building setbacks Local collectors Residential streets 31 City parks Community Transition District - Residential

Residential product types in this district correspond to what is traditionally available in suburban locations in the region. As a transitional district it is important that densities and building forms be compatible with existing development types on the pe- riphery. Conversely, it is not critical that residential products in this district reflect in a significant way, proximity to mass transit. What is critical is the transition of intensity across this district to provide compatibility to both ends of the spectrum.

This page includes a few images that exemplify the kinds of products that are proposed in this district. These range from large single family residences to small detached cottages to mansion style townhomes.

Architectural style is not regulated or prescribed by this station area plan. It is encouraged that a diverse collection of architectural styles and building forms be included in this district. AFSAP

32 Community Transition District - AMERICAN FORK STATION AREA PLAN Open Space

Open space in the Community Transitional District will take the form of neighborhood parks rather than the small urban spaces predominant in the other two districts. Because of their location within a more suburban model of development, open space should be programmed to accommodate the full range of active and passive recreational pursuits. The scale of these potential open space amenities allows for ball fields and court sports. Pocket parks integrated within the neighborhood should be designed with diverse thematic elements. Open spaces in this district should be inter-connected by a trail system and bicycle safe streets.

33 Next Steps

The development of this plan is only the first step in a larger process to guide and facilitate appropriate development around the American Fork station area. Efforts by the City must continue in order to implement the recommended development scenario. These next steps include:

• Formal adoption of The American Fork Station Area Plan (AFSAP) • Conduct a traffic engineering analysis, including an analysis of the Vineyard Connector tie-in and circulation/traffic impacts on surrounding neighborhoods • Amend the City Transportation and Bicycle and Pedestrian Plans for consistency with the AFSAP • Amend capital improvement plans including water, sewer, and stormwater plans for consistency with the AFSAP • Develop and adopt a ‘Form-Based’ development code consistent with the AFSAP • Conduct a market analysis to understand current market conditions and project future market demands and amend the AFSAP as necessary • Work with UDOT and MAG to address the Vineyard Connector alignment, which may include updating the current Environmental Study from 2008 • Work with UDOT, UTA, and Union Pacific on rail-crossing

AFSAP issues, including re-alignment of the 200 S. crossing (elements 15 and 17 on the Key Features Map, pg. 18) • Work with UDOT, MAG, and UTA on the relocation of the UTA park-and-ride lot and pedestrian underpass (element 4 on the Key Features Map, pg. 17) • Proceed with calculated annexation as development occurs to ensure that infrastructure is not overwhelmed

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