Ballpark Neighborhood Master Plan

CMP 6160 - Plan Making - Spring 2020 Department of City and Metropolitan Planning The University of Utah

BALLPARK NEIGHBORHOOD MASTER PLAN

May 2020

Contents Acknowledgments ...... 3 Executive Summary [Meadow, Byron, Lily, Maddy] ...... 4 Introduction and Community Profile ...... 7 Plan Objectives ...... 7 Definition of Area Boundaries ...... 8 Community Profile ...... 9 Community Vision ...... 32 Community Engagement ...... 32 Vision ...... 34 Focus Areas ...... 39 Focus Area 1: Reimagining Main Street: A New Centrality for Ballpark ...... 39 Focus Area 2: Creating Housing Opportunities for Current and Future Neighbors ...... 49 Focus Area 3: Increasing Mobility Options ...... 57 Focus Area 4: Greening Ballpark ...... 69 Focus Area 5: Creating Vibrant Transit Station Areas ...... 84 Appendix ...... 101

Acknowledgments This plan was prepared in Spring 2020 by the students in the Plan Making class (CMP 6160) at the University of Utah, Department of City and Metropolitan Planning.

Liz Arnold Ian Bradley Katie Bussell Mehrnaz Fereydouni Jake Gallaher Mitch Gardner Molly Gaughran Byron Head Hanna Hutcheson Mohammad S. Lari Janie Lundgreen Maddy McDonough Lily Oswald Brad Potter Damian Rodriguez Monika Roy Shi Jie Sheng Brandon Siracuse Derek Stephens Meadow Wedekind Yi Wei

Instructor for the class: Alessandro Rigolon - Assistant Professor in the Department of City and Metropolitan Planning

Partners for this project Students and faculty at the University of Utah would like to thank the following partners who have made significant contributions to the activities that led to this plan:

Ballpark Community Council Amy J. Hawkins - Chair

Salt Lake City Council Darin Mano - District 5

Salt Lake City Planning Division Molly Robinson - Planning Manager

Special thanks to all of the Ballpark residents, business owners, employees, and visitors who participated in the master plan process.

Executive Summary [Meadow, Byron, Lily, Maddy]

Introduction The Ballpark Neighborhood Master Plan, the first comprehensive plan for this neighborhood, will act as a framework for guiding new growth, development, and public investment in the area. This plan represents the community’s vision and goals to be realized over the next 20 years.

The Ballpark neighborhood is located near the center of Salt Lake City, Utah, and is approximately 1,172.9 acres, or 1.65% of Salt Lake City’s total land area. The neighborhood is bounded by 900 South on the north, State Street on the east, 2100 South on the south, and the I-15 freeway on the west. Due to its proximity to downtown and current neighborhood amenities, including the Bees’ baseball stadium, Ballpark is in a position to expand significantly with the projected growth of Utah’s population in the coming decades.

Ballpark is on the cusp of redevelopment and reinvigoration, spearheaded by dedicated community members. This master plan serves to guide the community’s current and future residents toward a cohesive and inclusive neighborhood, well-connected and integrated with all that Salt Lake City and the surrounding region has to offer.

Current Conditions The Ballpark Neighborhood Master Plan process began with identifying existing conditions regarding demographics, housing, land use, and ownership, transportation, community facilities and businesses, and urban design within the Ballpark area. The current conditions of each sector are illustrated in detail throughout this report and include how they affect the lived experiences of Ballpark’s residents and Salt Lake City at-large. Ballpark lies geographically just south of downtown Salt Lake City. This location affords Ballpark the position of leveraging its economic assets while continuing to provide for its long-term and short-term residents and managing traffic through the neighborhood. There are several other community improvement efforts affecting areas in and near Ballpark including the Life on State corridor plan, the City’s Affordable Housing Overlay, the Fleet Block rezone, and rapid redevelopment in the Granary District; these projects are complementary to the vision for Ballpark and the future land use recommendations outlined in this report. Findings from the analysis of the existing conditions will provide a useful benchmark for Ballpark as it anticipates growth and will be advantageous when the neighborhood considers future land use decisions.

Community Engagement The primary data source for this report’s analyses was a survey produced by the University of Utah’s Plan Making class which was distributed at a Ballpark Community Council meeting, via an email link, and linked on various social media pages. Most responses were collected online through Google Forms, and a small number of paper surveys were completed at the Ballpark Community Council meeting on February 6, 2020. The Ballpark survey yielded over 50 responses which informed the creation of the Vision and Focus Area sections of this report. Local and regional news articles and their comment sections, online ratings for businesses and places, and prior surveys and plans were used as secondary data sources for community insights to the Ballpark neighborhood. These comments were used to represent and supplement opinions and findings from Ballpark residents that may not have been captured by community surveys or public participation.

Vision The community vision for the Ballpark Neighborhood is a safe, vibrant, diverse, connected, and accessible neighborhood that welcomes new growth while preserving the existing sense of community. Safe- Residents will feel safe in their homes and throughout their community, and the neighborhood will be perceived as a safe area of the city. Vibrant- The Ballpark Neighborhood will be a destination for culture, arts, and entertainment that will be economically thriving and attractive to new businesses and visitors. Diverse- The neighborhood will include a wide variety of land uses, amenities, and housing types to serve the needs of its diverse residents. Connected and Accessible- The Ballpark Neighborhood will be a “gateway to the City” that feels both physically and socially connected to the rest of the City as well as internally. Balanced- The neighborhood will welcome new growth while preserving the existing sense of community.

Focus Areas The strategies to implement the plan’s vision are organized into five key Focus Areas. These focus areas represent discrete yet related planning issues that are integral to this neighborhood plan. Each focus area is then further divided into more specific Guiding Principles, which are key values or objectives that will help direct decision-makers as they facilitate change in the neighborhood.

Reimagining Main Street is the focus area considering land use in the Ballpark neighborhood. It consists of four guiding principles: encourage small business development, create gateways to the neighborhood at specific intersections, promote mixed-use development along the Main Street corridor, and create lively public spaces.

The second focus area is Creating Housing Opportunities for Current and Future Neighbors. This focus area is concerned with housing conditions in the neighborhood. Its four guiding principles are: plan for gentle density, increase housing opportunities along 300 West, create transit-oriented communities (TOCs), and turn blighted lots into opportunities for affordable housing.

Increasing Mobility Options is the focus area addressing transportation in the Ballpark neighborhood. It is organized under the following guiding principles: improve the bicycling network, improve the public transit network, improve pedestrian safety, and improve pedestrian comfort.

The fourth focus area is Greening Ballpark. This section concerns the effort to provide outdoor green and recreational spaces for the people of Ballpark to enjoy. Its guiding principles are to create spaces for community gardens, beautify the neighborhood’s alleys, integrate privately- owned public spaces (POPS) along the neighborhood’s corridors, and ensure that all Ballpark residents live close to these spaces.

The fifth and final focus area in this report is Creating Vibrant Transit Station Areas. Since every transit trip starts and ends with a walk or bike ride, this focus area addresses the streets and buildings directly surrounding the transit stops in the Ballpark neighborhood. The five guiding principles supporting this focus area as follows: improve the landscape design around transit stations; design transit station areas (TSAs) as community landmarks; create attractive, safe, and comfortable streets around TSAs; design TSAs to connect with the surrounding community; and ensuring the surrounding building design contributes to active and welcoming streets.

Introduction and Community Profile

The Ballpark Neighborhood is located south of central downtown Salt Lake City and is bounded by I-15, 900 S, State Street, and 2100 S. The neighborhood is known as the home of the Salt Lake City Bees, a minor league baseball team whose stadium is located in the center of the neighborhood. Ballpark is undergoing rapid development and change, with new, contemporary apartment complexes and townhomes changing the neighborhood landscape.

The neighborhood is home to not only the baseball stadium but also numerous big box stores such as Target, Wal-Mart, and Lowes. Local businesses, such as Lucky 13, Penny Ann’s Cafe, RoHa Brewing, and Fillings and Emulsions add to the fabric of the community and support the local economy within the neighborhood.

This is the first master plan for the Ballpark neighborhood to date. The objectives and implementation strategies outlined below will help create the vision residents of Ballpark want for their neighborhood in the future.

Plan Objectives

The Ballpark Neighborhood Plan aims to set forth a vision for how the community will look and function in the future. The guiding principles and implementation strategies presented here will provide guidance to achieve the goals of the community vision. This is not an official plan of Salt Lake City, but a document created by the Plan Making course at the University of Utah with the hope to provide guidance for the Ballpark neighborhood in the future.

The key goals of the Ballpark Neighborhood Plan are to: ● Develop guiding principles to assist in the future growth of Ballpark ● Balance the needs of new growth while preserving the character of Ballpark ● Create a framework to measure implementation strategies

Connection to Plan Salt Lake Plan Salt Lake is a citywide vision for Salt Lake City for the next 25 years. The plan is based on existing city policies and input gathered from the people of Salt Lake City. By establishing a citywide vision, Plan Salt Lake creates a framework to prepare Salt Lake City for growth, while focusing on sustainability and livability, with objectives focusing on placemaking, a diverse mix of uses, connectivity and circulation, density, compatibility, maximizing public investments, resiliency, and green building designs. Through these objectives, Plan Salt Lake created guiding principles that help assist the city in determining what kind of growth occurs (Figure 1).

The Ballpark Neighborhood plan is a community plan that aligns closely with the objectives outlined in Plan Salt Lake. The objectives in Plan Salt Lake created the foundation for this plan, and the vision, goals, and implementation strategies for Ballpark coincide with the goals of Plan Salt Lake.

Figure 1. Guiding principles from Plan Salt Lake, the city’s general plan.

Definition of Area Boundaries The Ballpark neighborhood, located in City Council District 5, lies immediately south of Downtown Salt Lake City. Other adjacent neighborhoods include Central City and Liberty Wells to the east, Glendale and Poplar Grove to the west, and the City of South Salt Lake to the South. State Street, 900 S, I-15, and 2100 S form the boundaries of the Ballpark community.

Figure 2. Map of Ballpark and surrounding communities.

Community Profile

The following sections provide a picture of what the Ballpark community currently looks like. The community profile is broken down by demographics, land use and ownership, housing, public facilities and economic development, transportation, and walkability and urban design.

Demographics [Damian] Data Collection

The datasets used in the community demographics analysis come from the United States Census Bureau’s American Factfinder website. All datasets referenced are the American Community Survey (ACS) 5-Year estimates, which provided the most current obtainable data at the time of writing this document. Unless specified otherwise in the individual subsection, all snapshots in the demographic analysis represent data for 2017. The time trend analyses were conducted using ACS 5-Year estimates for the study period of 2013 to 2017, a 5-Year period with data points for every interim year.

Tables B18105, B02001, S0101, and S1903 were used for demographic analyses. All tables were publicly available at the American Factfinder website, which the Census Bureau has since decommissioned. Identical data sets can now be found at data.census.gov. The analyzed datasets used in conjunction with this report are available upon request.

The data was broken down by the census tract or block group-level, depending on the dataset. Ballpark neighborhood boundaries perfectly correspond to Utah census tract 1029, this census unit was used most often to gather data for the Ballpark community. Alternatively, the Ballpark community figures could be derived as an aggregate of the 3 census block groups that comprise census tract 1029.

Main Findings

A 2017 demographic snapshot of the Ballpark Community revealed a population estimate of 4,864 residents. That figure grew at an average rate of 5.4% annually over the 5-Year study period (2013 -2017).

A look into the 2017 racial distribution reveals that the majority of Ballpark residents are white, not of Latino or Hispanic origin (64.1%). The second-largest racial classification is “Other” (9.5%), which may include some of the community’s Hispanic population. Almost one-fifth (19.7%) of the Ballpark Community was estimated to be ethnically Hispanic or Latino. The area median household income (AMHI) in Ballpark was $23,853 in the year 2017. This is considerably low compared to the AMHI of Salt Lake City and Salt Lake County. The AMHI in Salt Lake City was $54,000 in 2017, while the AMHI for Salt Lake County was $67,922.

One factor to note when considering the relatively low AMHI of the Ballpark neighborhood is the comparatively small household sizes of the community. The average household size in the neighborhood is 1.94 persons per household. This suggests a high concentration of single resident households in the area. The average household size is 2.46 persons per household at the city level and 2.95 persons per household at the county level. Additionally, the median age of residents in the community is 29.1 years, younger than Salt Lake City (31.2) and Salt Lake County (32.9).

One important community demographic that should not be overlooked is the number of disabled residents. The population size with ambulatory difficulty (i.e. difficulty of mobility) is important to consider when designing the community’s built environment, particularly its future housing stock

and transportation options. According to estimates, roughly 497 people in the community currently live with a disability that limits their mobility. This portion (10.2%) of the population requires special consideration in the urban design process. This portion of Ballpark is also higher than that of both Salt Lake City and Salt Lake County. Five percent of Salt Lake City and 4.6% of Salt Lake County are estimated to live with mobility difficulties, meaning designers and planners should take extra care to ensure accessibility throughout the community.

Summary of Main Findings

1. The population grew at 5.4% annually from 2013-2017 2. The median age of Ballpark residents is 29.1 3. 19.7% of the population identifies as Hispanic or Latino 4. 10.2% of the population live with mobility difficulties 5. The area median household income in the neighborhood is relatively low 6. Single-resident households are common in the neighborhood

Land Use and Ownership [Jake, Meadow]

Data Collection Data was gathered from a variety of sources to establish a complete and up-to-date understanding of existing land use conditions in Ballpark. The Salt Lake City Zoning Map, provided by the city, was used to determine which uses the city zoning ordinance currently permits in the neighborhood. Various existing corridor and other area plans pertain to land use in and around the Ballpark neighborhood, including the South Salt Lake Downtown Master Plan and the ongoing plan for 300 West. These plans and others affecting the area add to the land use picture. In total, fifteen different regional, small area, or transportation-related plans that could potentially affect the area were analyzed. The Interactive Parcel Map from the Salt Lake County Assessor also helped to distinguish between public and private ownership of land. Also, a windshield survey of the neighborhood was conducted to identify potentially vacant or abandoned properties. These resources and techniques provided information that could be combined to create an accurate understanding of the current conditions and plans that can impact future neighborhood land use.

Main Findings

Trends

The Ballpark area has a long history of both residential and commercial uses. Its early residents included farmers, artisans, and small business owners; houses in the area reflect that long history–a majority are over 50 years old. A ballpark for Salt Lake City’s minor league baseball team was built in 1994, and the city’s first TRAX line began serving the area in 1999. Planners hoped that this would lead to urban renewal, but at the time a UTA property manager noted, “I don’t think developers have caught the vision yet.” Ten years later, developers have finally caught the vision. Especially since 2019, new residential developments have begun to appear in the southern portion of the Ballpark neighborhood, in part because much of the land in the area is zoned as a commercial corridor. Commercial corridor zoning allows developers, as long as they meet parking requirements, to build two-story residential buildings without needing special

approval from the city. With many of these developments including affordable housing units, Ballpark is likely to become more mixed in both land-use and income level.

Ownership

Private parties own a majority of the land in Ballpark, both in residential and commercial areas. Dealing with private ownership in redevelopment projects could be much more challenging than public ones. For private owners, initiatives related to future land use and/or rezoning amendments should be persuasive and profitable enough to proceed with the implementation of the plans. The second-largest landowner is Salt Lake City, which owns some parcels including People’s Freeway Park and affordable housing developments aimed at serving aging populations and other specific demographics. The Utah Transportation Authority is the third- largest landowner, possessing a few parcels of land in Ballpark adjacent to the TRAX line as well as a park-and-ride lot. Land in the Ballpark neighborhood is primarily used for residential, commercial, and light industrial purposes. The main commercial corridor is located at the eastern edge of Ballpark along State Street, and the industrial zone is on the western side next to I-15. Residential areas exist mostly between these two corridors, extending roughly from 2100 S to 900 S.

Abandoned or Unoccupied Houses

Residents have consistently expressed concern over the number of vacant or abandoned properties in the Ballpark neighborhood. This concern is highlighted in a policy recommendation document sent to former Mayor Jackie Biskupski on August 27, 2019, by Ballpark Community Council leadership. To further examine these conditions, a windshield survey of parcels that appeared to be vacant or abandoned with potential for redevelopment was conducted. While this windshield survey certainly provides insight into the number of potentially vacant or abandoned parcels in Ballpark, it may not include all parcels with redevelopment potential. Further input from residents who are more familiar with the area will help determine which parcels and areas of the neighborhood are most eligible for redevelopment. The initial survey of conditions revealed a significant number of parcels with potential for redevelopment along State Street on the eastern boundary of the neighborhood. Several other commercial properties in the neighborhood also appeared to be vacant, as well as a few parcels scattered in residential areas. While residents’ concerns focused mostly on vacant residential parcels, the majority of vacant parcels were zoned as “Commercial Corridor” and were located along the eastern boundary of the Ballpark area. Notable numbers of vacant parcels were also located in the “General Commercial '' zone on the east side of the neighborhood and the northern area of the neighborhood governed by form-based code. The vacant properties in the northern area of the neighborhood subject to form-based code provide a particularly unique opportunity for redevelopment because of the flexibility of allowed uses as well as the proximity of those parcels to the 900 S TRAX station. To further address Ballpark residents’ concerns about vacant residential parcels, it would be helpful to have residents and community representatives review the survey of land with redevelopment potential and provide feedback on areas in need of redevelopment that were not identified or areas that were falsely identified as suitable for redevelopment.

Main Corridors and Land Uses

The Ballpark neighborhood features several prominent corridors that serve as main thoroughfares within the community, with the most central corridor being 1300 South. This corridor primarily has commercial uses along its entire length. It is also home to Smith’s Ballpark. Other major corridors include 300 West, 900 South, 1700 South, and State Street, all of which are lined with general commercial uses. These corridors may present ideal sites for land use changes to spur redevelopment. 300 West features several big-box retailers, which makes that corridor a city-wide retail center. Residential uses are clustered in the interior of the neighborhood, typically in between these major corridors.

Summary of Main Findings

1. Increase in residential development in recent years 2. The land is primarily privately owned 3. Residents are concerned about vacant and abandoned properties 4. Several prominent corridors offer redevelopment potential

Housing [Damian]

Data Collection

Datasets used for housing analysis came from the United States Census Bureau’s American Factfinder website, and data are American Community Survey (ACS) 5-Year estimates. Unless stated otherwise in the individual subsections, housing figures are valid for 2017, the most current data the time of writing.

Tables B25001, B25003, B25064, B25077, and DP04 were used for housing analysis. All tables were publicly available at the American Factfinder website, which the Census Bureau has since decommissioned. Identical datasets can now be found at data.census.gov.

Main Findings

A look at the housing stock revealed an estimate of 2,359 total housing units in Ballpark in 2017. Approximately 80 of those homes are vacant, indicating a low vacancy rate of 3.4%.

The overwhelming majority (76.2%) of Ballpark residents are renters. In contrast, just under half (47.4%) of all city residents are renters, and only 31.7% of county residents rent their current home. This information indicates that the Ballpark neighborhood has regional concentration of renter-occupied housing within Salt Lake County.

Cost of living (COL) in the neighborhood is low in comparison to city and county figures. In 2017 the neighborhood had a median gross rent value of $803 per month, compared to $881 in the city and over $1,015 in the county. Neighborhood monthly rental rates have been increasing at a lower rate than at the city and county level as well. The period from 2013 to 2017 saw an average annual rent increase of 4.4% in the Ballpark Neighborhood, whereas average annual rent increases were 12.5% in Salt Lake City and 13.4% throughout Salt Lake County.

Table 1. Median Monthly Rent by Area, 2017.

Source: U.S Census Bureau, American Community Survey 5-Year Estimates

The average owner-occupied home price in Ballpark is also relatively low, with a median home value of $162,267 in 2017. The median home value was $266,800 in Salt Lake City and $260,700 in Salt Lake County the same year. By these estimates, it costs nearly 40% less to buy a home in Ballpark than elsewhere in Salt Lake City and nearly 37.8% less than in Salt Lake County.

Table 2. Housing Statistics by Area, 2017.

Source: U.S Census Bureau, American Community Survey 5-Year Estimates

This information might be considered a positive asset to planners, ecologists, and city residents, because local concentrations of reasonably affordable housing in the city can help reduce traffic congestion by enabling people to live closer to work or school. One important trend for planners to consider is the relationship between housing unit value and rental rates in the community; the relationship between these factors incentivizes home ownership if a home-buyer can be approved for a mortgage. Low-income earners, very low-income earners, and the homeless population are often not in a position to be approved for a mortgage. However, specific grants and subsidies can be leveraged to help disadvantaged buyers be approved for a mortgage.

Summary of Main Findings

1. Median rent grew at a 4.4% annual average 2. The Ballpark Neighborhood contains a regional concentration of rental housing 3. Living expenses in the Neighborhood are lower than that of the surrounding area 4. The vacancy rate is relatively low at 3.4%

Public Facilities and Economic Development [Katie, Brad, Molly, Maddy]

Data Collection Data were gathered for the employment profile of the Ballpark Neighborhood from OnTheMap, a website run by the US Census Bureau containing visual representations of census data. In this case, data comes from the year 2017, as this was the most up-to-date data available at the time of collection. Employment characteristics, such as the industries in which people who live and work in Ballpark are employed, as well as the industry for those who live in Ballpark but work elsewhere, were analyzed and condensed into a table. The geographic location of where people work was also analyzed, as were locations where people who commute to the neighborhood for work live. All of this information provides a good picture of the current economic status of Ballpark while also indicating what it needs for future development. Data for community services were gathered from the Salt Lake City website, Google Maps, and the Salt Lake City School District website.

Main Findings The Ballpark neighborhood is currently lacking certain community services such as libraries, community centers, public green spaces, and police stations. It seems that community facilities have not expanded at the same rate as population growth. The most recent park to be established in Salt Lake City is Imperial Park near the Sugar House neighborhood. That project was made possible through significant community fundraising to purchase the lot from the Church of Jesus Christ of Latter-Day Saints in 2011.

It is important to note that the Gail Miller Homeless Resource Center is located in the Ballpark neighborhood and provides very important city and state-wide functions for a disenfranchised group of people experiencing homelessness. Additionally, Ballpark is home to Palmer Court, The Road Home's permanent supportive housing development. Finally, Advantage Services is a non-profit that employs people currently or formerly homeless as well as persons with disabilities and previously incarcerated persons. It is located just north of Ballpark on 800 S and is currently under contract for several projects in the Ballpark neighborhood, including an ongoing effort to clean up sidewalks and public parks.

The Ballpark neighborhood has only 4.17 acres of public green space, including a small patch of green infrastructure on Jefferson Circle that is not a park, but excluding Smith's Ballpark (which is owned by Salt Lake City but not used as public green space). Within the neighborhood boundaries, there are currently no county or city libraries. Depending on one's location of residence, the closest library would be the Glendale Branch, Sprague Branch, Columbus Library, or Salt Lake City Main Public Library in downtown (Figure 4). Given the city-wide goal of every household being within ¼ mile of a community facility and within ½ mile of a park, Ballpark certainly needs more green spaces (see Figure 3) and community facilities, such as libraries.

Figure 3. Access to green space in Ballpark.

Figure 4. Libraries surrounding the Ballpark neighborhood.

There are no police stations within the Ballpark neighborhood; however, the Central Pointe Station is located just south of 2100 S. Fire Station 8 is located inside Ballpark near Smith's Ballpark.

Within the Ballpark neighborhood, there is one alternative public high school, Horizonte Instruction and Training Center, that also serves as a continuing education and job training center for the area. Other students in the neighborhood are assigned schools by attendance zone within the Salt Lake City School District. This is, of course, assuming that students have not applied for an intra-district transfer or otherwise elected to attend a charter or private school. There are no public elementary schools within Ballpark and both assigned schools are located east of State Street which requires students from Ballpark to cross a six-lane street to travel to and from school each day.

Table 3. Jobs by NAICS Sector for people employed in Ballpark.

Table 4. Jobs by NAICS Sector for people who live and work in Ballpark.

The employment analysis found that the vast majority of people employed in Ballpark are living outside of the neighborhood. There are around 10,000 who work in Ballpark (Table 3), and around 2,000 of those people live and work in the neighborhood (Table 4) out of the 8,000 people that live in the neighborhood. The vast majority of people leave to go to work in the Granary District and some in Central Downtown (Table 5). Those who come into Ballpark to work generally live in West and South Jordan (Table 6). Furthermore, most residents have at least an associate's degree or higher (Table 7), which could explain why many residents commute out of Ballpark (there appears to be a lack of white-collar jobs within the neighborhood). Because a large number of people travel to and from Ballpark daily, more bike routes with pocket-parks along-side them could encourage people to commute by bike, helping to reduce carbon emissions and improve air quality.

Of the people who live and work in Ballpark, the top five employment sectors are Retail Trade; Accommodation and Food Services; Health Care and Social Assistance; Educational Services; and Administration and Support, Waste Management, and Remediation (Table 4). Retail Trade likely employs the highest number of people in Ballpark due to the presence of several big-box stores along 300 W and the numerous car dealerships within Ballpark.

Accommodation and Food Services employs numerous people at the many restaurants, bars, and breweries within the neighborhood. Health Care and Social Assistance include businesses such as the Gold Cross Ambulance Center and a few job placement centers such as APEX Staffing on State Street, Excel Resources on 300 W, and PeopleReady, a temporary employment agency also on 300 W. The Educational Services sector includes a business at the Challenger School of Salt Lake (a private school) and the Administration and Support sector includes businesses such as the Housing Authority of Salt Lake City and the Probation Office

within Ballpark. Finally, Waste Management and Remediation has businesses such as ServPro Fire Restoration Services.

Table 5: Job counts of where workers are employed in Ballpark.

Table 6. Where workers employed in Ballpark live

Table 7: Educational Attainment for residents who work in Ballpark.

Table 8: Monthly Earnings of Residents Working in Ballpark

In terms of overall businesses, the neighborhood seems to have a disproportionate amount of big box stores, auto-shops, and neighbor-identified “less desirable” businesses such as corner convenience stores, low budget motels, and massage parlors where purportedly illicit activities have occurred. Because of this, the economy within Ballpark itself is mostly blue-collar industries. Forty-eight percent of workers who live in Ballpark make between $1,251 to $3,333 a month (Table 8), which equates to an annual salary range of $15,012 to $39,996. While this is a very broad range, it is still indicative of a blue-collar economy that prevents other potentially higher-paying businesses from moving in and causes people to search outside of the neighborhood for other types of employment. To address both of these issues, an overlay zone would be needed, or the city could enact stricter regulations on those “less desirable” businesses to ensure no illegal activity is occurring there. To revitalize the area, we would need to attract businesses with higher tax bases, such as workforce development areas, business management consultants, or a healthcare provider office, to supplement the already robust businesses in the neighborhood.

The number of people both living and working in Ballpark, though about half of the total number of jobs, could increase in the future as the neighborhood adds more housing developments that spur businesses to move there. According to a study conducted by the Kem C. Garner Policy Institute, Salt Lake County is projected to add an additional 600,000 people by 2065. This may seem like a long way off, but a significant amount of people will need to be accommodated within the valley in a short amount of time. Some of these people could choose to live in Ballpark due to its access to downtown and various housing developments. With the growing population, the various housing developments, and implementation of pedestrian and bike friendly infrastructure, people will be more encouraged to live near the places they work, which could increase the total amount of people living and working within the Ballpark neighborhood. Having bike infrastructure and pocket-parks in place could further that growth and make living in the neighborhood safer and more desirable.

The Ballpark community has four stores that sell groceries within its boundary and one just outside of the boundary to the south. Of those four, two were ruled out from our analysis (Sam's Club and Costco) because shopping there requires a membership, limiting the number of people who can shop there. Using the remaining grocery stores, a walking distance buffer of 0.25 and 0.5 miles from the stores was applied to determine which 2010 census blocks fall within reasonable walking access of the grocery stores. In addition to walking distance, a 10- minute driving distance buffer was applied to the overall analysis. The Ballpark Community Access to Grocery Store map (Figure 5) shows that the census blocks within Ballpark have

limited access to grocery stores within a half-mile of each household. As can be seen in Figure 6, the USDA considers Ballpark to have “low-income census tracts where a significant number or share of residents is more than .5 mile (urban) or 10 miles (rural) from the nearest supermarket.” This limited access is something to note when considering that the neighborhood population will likely continue to increase.

Figure 5. Grocery stores and walksheds in the neighborhood.

Transportation [Byron, Ian, Mohammad, Yi] Data Collection

For this analysis, data comes from local, regional, and statewide online sources, as well as several surveys of the residents of the Ballpark neighborhood. Data from Walkscore.com is used to compare the bike score and walk score of the Ballpark neighborhood with other neighborhoods in Salt Lake City. According to the website, the walk score and bike score for Ballpark are both 78. Compared to other neighborhoods such as Central City (87 walk score, 94 bike score) and Liberty Wells (72 walk score, 90 bike score), the Ballpark neighborhood can be ranked as a moderate-level walkable and bikeable neighborhood in Salt Lake City. Therefore, there is potential for the Ballpark neighborhood to develop improved bike lanes and sidewalks in the future.

Shapefiles and other data for the maps created for this analysis come from the Utah Automated Geographic Reference Center, the Salt Lake City Open Data Portal, the Utah Transit Authority Open Data Portal, and the Wasatch Front Regional Council GIS and Data Library.

The three factors of AADT (Annual Average Daily Traffic) from UDOT, the automobile production rate in the United States from the United States Department of Transportation Bureau of Transportation Statistics report, and population growth rate from the United States Census Bureau support the idea of developing bike lanes and sidewalks by road diet. Data about commuting trends comes from the American Community Survey, Table S0801.

Main Findings

Commuting Trends

According to the most recently available data at the census tract level from the American Community Survey, 68.5% of workers that live in Ballpark commute to work by driving alone. Though that number is down from the previous year’s value of 72%, the trend has been increasing over the past eight years. Carpooling and public transit are the second and third most common modes, at 14.1% and 7.4% respectively. The drive alone commute mode share is counter to the city- and region-wide goals of improved air quality, livability, public health, and transportation options. The city and community council should investigate methods to decrease the drive-alone commute mode split and increase more desirable modes. Figure 6 below displays the neighborhood’s mode split trends from 2007 to 2015.

Figure 6. Mode share among Ballpark commuters over time.

Road Diet Possibility

The Annual Average Daily Traffic charts on the Ballpark area from UDOT, the automobile production rate in the United States from the United States Department of Transportation Bureau of Transportation Statistics report, and the negative rate of population from the United States Census Bureau, show that there is a great potential for implementing road diets in this area, which makes adding sidewalks and bike lanes possible in the future.

The AADT table (Table 9 below) displays the possibility and priority of doing a road diet, with the dark green color being more favorable and the darker red color being less favorable.

Also, the negative rate of automobile production and the positive rate of population growth support the premise that in the future the community will have more people and fewer cars, so more space for people moving through the transportation network with non-motorized modes will be necessary. With its exceptionally wide right-of-way widths, Salt Lake City, and Ballpark, in particular, have a high potential for road diets to help solve this problem.

Table 9: AADT for major Ballpark roads.

Improved pedestrian infrastructure

The Ballpark neighborhood currently has good sidewalk coverage. However, most of these sidewalks are narrow and on long, exposed blocks. With the neighborhood's expected increase in population and density in the near future, more pressure will be placed on the current pedestrian infrastructure in the community. While additional analysis is needed, Salt Lake City should look into expanding pedestrian infrastructure in the area, focusing on issues such as closing sidewalk gaps, widening sidewalks, and adding crosswalks that help break up the large blocks and make crossing the street more pedestrian-friendly and people-oriented.

More Bike Facilities

Current bike lanes should be preserved to maintain current ridership and circulation. The city, along with Wasatch Front Regional Council, is proposing several new bike facilities throughout the neighborhood, ranging from shared lane markings to separated/protected bike lanes (See Figure 7 below).

Figure 7. Ballpark Sidewalks and Bike Facilities Map.

Parking

In community feedback from December 2019, the public did not raise parking as a major issue or concern in Ballpark. Community members that did mention parking either voiced concerns

that the issue of parking had been given too much importance over community concerns or requested designated electric vehicle parking spaces. Moving forward, Salt Lake City should look into potential costs of adding some electric vehicle parking spaces in the Ballpark Neighborhood.

Transit

The Ballpark neighborhood is relatively well-served by transit. There are three bus lines and three TRAX lines operating on 15-minute headways with stops in or immediately adjacent to the community, as well as another bus route with 30-minute headways (see Figure 8 below). The neighborhood is a direct beneficiary of the recent launch of the Frequent Transit Network in Salt Lake City in August 2019. Both the 2100 S and 900 S routes now operate on 15-minute headways during the weekdays, operate later on weeknights, and offer Sunday service. The current trend of increased public transportation use across the Salt Lake City region, as opposed to solely depending on personal vehicles, makes public transit a critical component of the transportation network going forward.

Figure 8. Ballpark Community Transit Map.

Walkability & Urban Design

Data Collection [Jay]

The primary sources of data for this analysis were Google Maps, Google Earth, the Salt Lake City Zoning Map, and Walk Score. Google Maps and Google Earth provided geographic

information and the Salt Lake City Zoning Map and Walk Score website helped identify the current circumstances of land use and walkability in the Ballpark neighborhood. Also, some data may be hard to collect by reviewing documents, so the information received from observation is essential for analyzing tree canopy, a sense of place, and sidewalk condition. All data and information were managed, categorized, and reflected on the tables and maps. These maps and tables serve to identify the circumstances of walkability, zoning, and street design and provide foundations for the community vision.

Main Findings [Janie]

Unsatisfactory Walking Experiences

The experience overall walking throughout the Ballpark neighborhood depends on where you are. The sidewalks are in poor condition in many of the residential areas, as seen below. Due to these sidewalk conditions, people with disabilities may experience difficulty moving about their neighborhood. Some sidewalks also do not meet ADA width requirements. Because of these issues, walking is less than desirable in some of the residential areas. The walking experience is also not entirely comfortable on most of the streets due to the lack of trees or other shade- providing objects, especially in the hot summer months.

Many stores lack shading canopies that could make walking more comfortable. Table 10 shows that the only street in Ballpark with over 50% tree canopy is West Temple. Additionally, large roads and surrounding parking lots contribute to the urban heat island effect. Another feature of the neighborhood that could be improved is bus stop seating, which sometimes does not provide enough seating for riders waiting for the bus.

Figure 9. A Ballpark sidewalk in poor condition.

Table 10. Existing Street Configuration. [Monika]

Street Width Sidewalk % of Tree Tree Canopy Other features Canopy Diameter

No median, No 300 West 80’ 5’ - 6’ No buffer 21% 10’ - 30’ street parking

No median, 5’ - 6’ Mostly West Temple 32’ - 48’ 78% 25’ - 50’ Available street buffered parking

Bike lanes w/o Main Street 60’ - 68” 6’ Mostly buffered 48% 20’ - 45’ buffer, Street parking, No median

No median, State Street 100’ 5’ - 6’ Little buffer 26% 20’ - 40’ Available street parking

No median, No 2100 South 70’ - 105’ 4’ - 6’ No buffer 2% 15’ - 40’ street parking

Bike lanes w/o 1700 South 60’ 5’ - 6’ No buffer 4% 22’ - 45’ buffer, No street parking, No median

Bike lanes w/o 1300 SOUTH 60’ 6’ No buffer 13% 12’ - 30’ buffer, No street parking, No median

No median, 900 SOUTH 68’ 6’ Fully buffered 39% 12’ - 30’ Available street parking Data source: Google Earth Street View (https://www.google.com/earth)

Large Street Sizes

Another problem within the community, similar to the rest of the city, is the large street sizes. The street sizes are a debated topic because drivers often enjoy the city’s wide, multi-lane streets, but one of the many and crucial downsides is best put from the perspective of someone crossing the street. As a pedestrian, and depending on the streets, it can take anywhere from 15-25 seconds to cross a street in Salt Lake City at normal walking speed. The street sizes vary from two-lane roads to State Street with more than 6 lanes at many intersections. The large street sizes impact how people walking feel when crossing the street. The Ballpark neighborhood consists of many such large streets with heavy traffic that are not always easy streets to cross, such as State Street, 1300 South, and 2100 South.

Lack of Mixed-Use Areas

An important consideration is how segregated the commercial and residential areas are from one another. Land use maps show that many commercial uses are mostly on the west side of

the Ballpark neighborhood, with some on the east side, with residential areas in between. Many of the areas in the neighborhood’s west side, though commercial in nature, are very spread out and covered by parking lots. Stores like Costco and Target, both located on 300 W, are located within walking distance of other commercial buildings but are surrounded by large parking areas, negatively impacting walkability. Some of the highest walkability scores are still within commercial zoning districts, but this is mostly because they are located on either Main or State Streets; however, this does not make it a walkable area because it is so spread out. While no residential areas are listed on the walkability table, this might suggest that land uses could be more mixed between the two to create walkable, mixed-use areas.

Emerging Trends within the Community

Ballpark neighborhood is known for a few things, but crime is among one of the heavy trends within the community. As residents have expressed, crime seems to have decreased overall, but there are opportunities for further reductions. Drug-related crimes and homicides are relatively common within the neighborhood, and with future resources, it could improve. Along with crime, future developments are being proposed to enhance the surrounding areas to create growth and help the community evolve. Existing plans would promote the aforementioned and would also address the wide streets, especially the freeway exit/entrance near 900 S. One of the proposed plans is to revamp 300 W, which could help revitalize the corridor in Ballpark.

Existing plans [Monika]

The Ballpark community has a mixture of residential, commercial, and manufacturing areas stretching from Interstate 15 to State Street between 900 South and 2100 South. TRAX runs through the neighborhood along what would be 200 W in the street grid system. The community’s vision is to build a safe, accessible, welcoming, and vibrant neighborhood reflected by existing studies and public inputs. However, no comprehensive plans specific to the Ballpark community have been created up to this point.

Recently, Salt Lake City has undertaken a study of the reconstruction of 300 West in Ballpark. The reconstruction may start in 2021. The plan focuses on upgrading curbs, sidewalks, and drainage. The goal is to increase safety and accessibility as well as to enhance the street environment. An online survey has been used to get feedback from the community.

In 2018, Salt Lake City partnered with South Salt Lake to introduce the “Life on State” plan. The project aims for coordination between the two cities to create a better vision for State Street, the eastern boundary of the Ballpark neighborhood. The plan focuses on 4 issues: Safety, Mobility, Business, and Living. The final goal is to make State Street a safe and memorable destination. The project has gone through most of its process including public workshops and community participation, and an action plan is now being developed. It is important for the Ballpark plan to consider Life on State’s recommendations, which include 6-story buildings with ground-floor commercial, adding street trees, widened sidewalks, high-visibility markings, pedestrian bulb- outs, and ground-level transparency. While this project is a significant step for State Street, there is no such current project for other Ballpark neighborhood streets.

According to the community survey report, the 300 West corridor most lacks the qualities of walkability and good urban design. People who participated in the online survey expressed that; they use the street mainly for shopping purposes, with the majority choosing to drive. Walking, biking, and other active transportation modes have a much lower mode share.

Tree canopies are also considered an influencing factor for walkability. Table 10 shows that West Temple has the most tree canopy (78%), followed by Main St. (48%) and 300 W (21%). Most East-West corridors have very low tree canopy, including 2100 S and 1700 S, where trees cover just 2% and 4% of the street, respectively.

Some of the other walkability issues are a lack of ADA-compliant ramps, high-speed vehicles traveling very close to sidewalks, a large number of driveways, unattractive walking environment, poor sidewalk conditions, inadequate street lighting, inadequate crossing, and missing or narrow sidewalks. This indicates a lack of universal accessibility. In the community survey, 55% and 58% of respondents indicated a desire for “sidewalks with benches” and “sidewalks with green buffer” as elements that would encourage them to walk more. Sixty-five percent of respondents also indicated support for center medians landscaped with trees, another urban design element that can provide shade, a sense of enclosure, and safer crossing.

For the redesign of 300 W, project developers mentioned that they would incorporate the city’s Complete Streets Ordinance and Crime Prevention Through Environmental Design guidelines. The ultimate goal is to promote security and create a more sustainable pedestrian-friendly environment for people of all ages and abilities along 300 W. While reconstructing 300 W is necessary, a detailed plan layout regarding this has not been published yet. Besides, existing plans are not looking at the other street design conditions such as 2100 South, 1700 South, or State streets.

Another recent planning study published at Building Salt Lake is exploring the idea of removing the I-15 ramp at 900 South that currently divides the Ballpark neighborhood. This would not only eliminate a direct source of traffic pollution but also reconnect the neighborhood. Additionally, there can be eight acres of potentially developable land. The ramp also acts as a visual barrier for the neighborhood. However, UDOT is currently not considering the removal of the freeway ramps since it would significantly reduce freeway access and may bring potential traffic congestion to other routes.

Community Vision

Community Engagement Introduction [Derek] Throughout the semester, our class has been involved in several community engagement activities to understand and incorporate the wishes of the Ballpark Residents. Engaging the

community is a vital aspect of creating a successful neighborhood plan. Some of our strategies include creating an online survey, researching online reviews, attending multiple city council meetings, and interviewing local community members. These strategies have been broken down into primary data sources and secondary data sources. These activities directly influenced our decisions.

Primary Engagement [Liz, Jake] The primary data source for this neighborhood plan was a survey produced by the Plan Making class distributed both at a Ballpark Community Council meeting and via email and social media. The survey included questions from topics including; housing, land use, transportation, public amenities, and urban design. Most responses were collected online via Google Forms, and a small number of paper surveys were completed at the community council meeting. The survey sample size was over 50 residents. The students used feedback from the surveys to compare different futures for the Ballpark neighborhood. This feedback was integrated into land use scenarios and informed which outcomes could be favorable in the future. Our initial findings were presented to Amy Hawkins, the chair of the Ballpark Community Council, and Molly Robinson, from the Salt Lake City planning department. Utilizing additional feedback from them helped us to refine and formalize our concepts.

Secondary Data [Molly, Yi] Our team searched through hundreds of Google, Yelp, and other online reviews of local small businesses and amenities to get a sense of how community members and visitors viewed the neighborhood. Impressions ranged greatly, depending on the individual and his or her experiences, but provided information on the desires of locals and visitors of the community. “I love to stay local, and there are many local businesses in the area.” -User on Niche.com, 2014 “Always one of the best places to watch a baseball game. The Wasatch Mountain backdrop is beautiful and the food is decent.” -Google user Justin Peterson reviewing Smith’s Ballpark, 2020 “Yummy, cheap and the best pho in the city. Distinct ambience.” -Google user Debasish Nayak reviewing Pho Tay Ho, 2019.

Local and regional news articles and their comment sections were also used as a secondary data source to gain community insights to the Ballpark neighborhood. These comments were used to represent opinions from Ballpark residents that may not have been captured by community surveys or other public participation activities.

Survey responses from previous plans created by Salt Lake City impacting the Ballpark neighborhood were also reviewed. One such survey from 2019 recorded a total of 32 responses. Most citizen responses expressed concerns regarding the potential safety risks, explained the potential opportunities for future development, or requested improvement to their community or neighborhood. Moreover, they also stated that some specific types of crime such as drug and theft happen regularly in some areas and thus more frequent police patrol and more common public transportation services should be implemented around their neighborhood. They also pointed out that they expected more timely response and efficient feedback from the Salt Lake City government to help them to resolve their concerns more effectively in the long run.

Vision The vision for Ballpark is to create a safe, vibrant, diverse, connected, and accessible neighborhood that welcomes new growth while preserving the existing sense of community. This vision is rooted in core values shared by community members and visitors alike. Each of these values will be described in detail below to explain the basis for the master plan’s focus areas as well as our proposed land use changes (see Figure 10).

Safety [Hanna]

One of the key aspects of the Ballpark Neighborhood vision is that it will be a safe place for both residents and visitors to the area. Residents have expressed concern about current conditions, and hope to feel safer and more comfortable, both about crime and vehicular traffic, in the near future. These are issues that can be helped through aspects of this plan including increasing walkability through urban design, enhancing outdoor lighting, and creating spaces where people can be outside. While safety is currently a challenge for the Ballpark Neighborhood, it is also an area of great potential.

Vibrant [Ian]

Another key aspect of the vision for the Ballpark Neighborhood is the vibrancy of the community. Ballpark is on its way to becoming a popular destination, particularly as it continues to develop and become a more attractive place to live, work, and play for both residents and visitors. This plan works to enhance the vibrancy of the Ballpark Neighborhood, including working to improve the walkability and liveliness of the neighborhood, by improving pedestrian infrastructure and increasing the number of places that can be accessed through foot traffic. Changes in future land use in the Ballpark Neighborhood will help encourage mixed-use developments, more residents, and the development and expansion of the community’s public spaces. These changes will help improve the quality of life for both residents and visitors, along with providing more places where the community can shop, grab a bite to eat, and spend their leisure time.

Diverse in places and people [Brandon]

The Ballpark neighborhood is home to a diverse mix of people, businesses, services, and housing types, making it a neighborhood where people from all walks of life feel welcome. The neighborhood contains employment centers, popular dining and nightlife destinations, and Smith’s Ballpark, the community’s namesake. Ballpark also contains housing types of many shapes, sizes, and price points, including apartment communities, townhomes, and single- family houses. Ballpark residents treasure the vibrancy this brings to their neighborhood, and the neighborhood will continue to maintain its vibrancy in the future by expanding on the current mix of people and places. Additionally, the Ballpark neighborhood should continue to support housing that remains affordable to existing and future residents.

Connected and Accessible [Janie]

One of the many reasons the Ballpark neighborhood is so beloved is its proximity to downtown Salt Lake City and the Granary District. Through access to TRAX and public transit, the neighborhood is a quick stop away from both of these areas. Not only is the community physically connected to downtown, while staying connected within the neighborhood itself, it is also connected socially and psychologically. The Ballpark neighborhood is a tight-knit community, but, like any area, it could use some improvements. One way of improving the connectivity and accessibility of the Ballpark community would be implementing new TRAX stations with more accessibility for all ages and abilities because some stations and bus stops do not have usable cycling facilities. Another useful change would be improving the physical relationship between mixed-use developments and residential areas. Additionally, connecting, expanding, and protecting green spaces in the neighborhood would help to create a better community for all ages and abilities.

Balance Old and New Identities [Monika]

Balancing old and new identities is a way of protecting community identity and ensuring sustainable development. The Ballpark Master Plan envisions to preserve local heritage as an integral part of this balance. Today’s rapid commercial and real estate development pressure may set this balance at stake. Therefore, the old characteristics of properties will be protected, renovated, and reused, instead of destroying the whole property infrastructure. New functions of these properties will welcome more social activities. With proper design interventions, current streets can evolve into new corridors that celebrate old and new developments.

The guidelines and initiatives presented in this document explore several ways by which new developments in the Ballpark Neighborhood can cohesively mix with the existing local identity. We try to offer insights into the impact of new design interventions on the authenticity of the place. At the same time, the measures can help improve the functionality of Ballpark’s urban areas. The city will also play a leading role in improving the old infrastructure and creating a better living environment, with the participation of residents. Thus, residents can live as they lived before, but within a more vibrant, active, and safe environment.

Future Land Use Map

Figure 10. Ballpark future land use map.

Focus Areas Introduction

Reimagining Main Street: A New Centrality for Ballpark [Hanna]

We have chosen to focus on turning the Main Street corridor into a gathering place, specifically, the section between 1300 S and 1700 S. Its location near transit, including the Ballpark TRAX Station, as well as its proximity to Smith’s Ballpark, makes this an optimal place for community placemaking. This placemaking is a critical component of directing the Ballpark neighborhood to become a vibrant “epicenter for culture, art, food and innovation” in Salt Lake City, as envisioned by Mayor Mendenhall and by residents. Creating Housing Opportunities for Current and Future Neighbors [Brandon]

A diverse mix of people currently calls the Ballpark neighborhood home, a characteristic that makes the community vibrant. Ballpark residents tend to agree that housing in their neighborhood is generally affordable, and many would undoubtedly like the neighborhood to remain affordable well into the future. While the neighborhood is mostly built up, there are many opportunities to create affordable places to live while allowing existing residents to stay in place. Increasing Mobility Options [Byron]

Getting people and goods from point A to point B is the job of the transportation system. As the survey results demonstrated, Ballpark residents are primarily concerned with safe and efficient alternatives to driving. These transportation modes (primarily walking, cycling, and public transit) are not only better for the city’s air quality, but they are also better for people’s health. People will walk, bike, and take transit when it is safe and convenient to do so. With this in mind, the Increasing Mobility Options focus area discusses ways to make walking safer and more comfortable, the expansion of UTA transit service, and improvements to Ballpark’s bicycling infrastructure. Greening Ballpark [Molly] Through reviewing community survey results and social media reviews, we discovered many of the residents within Ballpark are concerned about the behavior encouraged by the type and general appearance of businesses in the neighborhood. Additionally, residents want more access to safe, clean, and convenient outdoor space within their neighborhood. Therefore, we have identified three focus areas to facilitate these improvements: parks and greenspaces, zoning regulations, and urban design standards. Access to parks will help improve the standard of living within Ballpark, and zoning ordinances along with urban design standards for businesses will create a more welcoming atmosphere to encourage economic development. The Ballpark community envisions the neighborhood to be a place where they feel safe, where they can take pleasure in walking as a form of transportation, where small businesses cater to their needs as residents, and where green space is readily available.

Creating Vibrant Transit Station Areas [Mitch]

With walkability and urban design in mind, it is apparent through the survey results that the Ballpark community needs more destinations and places of interest. The destinations should promote walkability around the community and create a desirable atmosphere. These features

will benefit the residents of Ballpark and also attract members of surrounding communities along the Wasatch Front.

A possible solution to the community's lack of destinations is transit-oriented communities (TOC) along 200 West where the Utah TRAX train runs from South Salt Lake to Downtown. The TOC stations would provide more housing, businesses, and gathering opportunities to the residents and visitors of the Ballpark neighborhood. These communities are designed around walkable, desirable spaces and will help achieve the overall vision of Ballpark residents. For more information on transit-oriented communities and guidelines on their success, please refer to the focus area titled “Creating Vibrant Transit Oriented Communities”.

Focus Areas

Focus Area 1: Reimagining Main Street: A New Centrality for Ballpark Guiding Principles [Meadow]

Main Street between 1300 S and 1700 S, including the intersections of those streets, was identified as a key location in the Ballpark Neighborhood with the potential to become a new centrality for the neighborhood. This location was identified based on the community survey results that indicated an interest in both residential and commercial growth along Main Street and the area’s existing beneficial features such as its proximity to transit, central location, proximity to the Ballpark Stadium, and existing zoning and uses. The four guiding principles for reimagining Main Street are (1) integrating mixed-use into Main Street, (2) creating convivial public spaces, (3) intersections as gateways to Main Street, and (4) encouraging small business development.

City Planning Context [Mehrnaz]

One significant plan that could affect the Ballpark land use is the South Salt Lake Master plan that is supposed to be built with 2,500 multi-family housing units, 1.5 million square feet of retail, and 3 million square feet of other uses. Since this area is adjacent to the site from the south, its commercial development would create more job opportunities and cause growth's potential for Ballpark. Consequently, this development would affect population growth in the long term. Another effective plan is 9 Corridor Master Plan; the vision is connecting residential neighborhoods, growing commercial and area centers, and promoting recreation locations. This development will positively affect the Ballpark Community’s accessibility and livability, especially the northern region of the community.

According to the State St Corridor plan, development is going to happen based on the increase of connectivity and accessibility between State St and its surrounding neighborhoods. Ballpark is adjacent to State Street from the east side. The potential routes of the plan are recognized to connect State Street to the Ballpark area. Based on the SLC Transit Master Plan, Ballpark has excellent accessibility from other areas through 200 West, which street is almost at the center of the neighborhood, and the red, blue, and green TRAX lanes are included.

Moving Forward

Guiding principle 1. Integrating Mixed-Use into Main Street [Meadow] Initiative 1.1: Consider alternative zoning options along the Main Street Corridor

The majority of land along Main Street in the Ballpark is zoned corridor commercial. The current purpose of the corridor commercial district is to “provide an environment for efficient and attractive commercial development with a local and regional market area arterial and major collector streets while promoting compatibility with adjacent neighborhoods through design standards.” However, to encourage mixed-use developments with more intentional design elements, form-based code could be implemented along Main Street. While the current commercial corridor zoning is not necessarily restrictive in terms of permitted uses, it does not

provide for the intentional type of development that could bring a new sense of vitality to the Main Street Corridor. There have been other instances in Salt Lake City where form-based code has been implemented or is being implemented successfully. There is even already a small area in the north end of the Ballpark Neighborhood that is regulated by form-based code. A form- based code specifically tailored to the Main Street Corridor could regulate parking placement, allowing for a more walkable and appealing street facade, loosen parking requirements near the intersection of 1300 S and Main due to the proximity of the TRAX stop, and encourage more intentional design along the Corridor. Commercial ground floor units could be limited in size to encourage ideal Main Street type shops and businesses to locate in the area while limiting non- ideal uses and structures such as oil change stations or tire shops to create a more appealing and walkable environment in the Corridor. Residents have expressed a desire to participate in visioning and design activities for their neighborhood and could be a source of input for developing a form-based code tailored specifically to the Main Street Corridor. Initiative 1.2: Encourage gently density along the Main Street Corridor to create a cohesive buffer between the neighborhood's residential core and State Street’s commercial development

One benefit of encouraging form-based code along the Main Street Corridor is that it can encourage the development of gentle density in the area. One example of such use of form- based code is in Cleveland Court in Liberty Wells where “despite the abundance of RMF zoning, new multi-family development is relatively rare because RMF-35 and -45 (35 and 45 feet maximum) discourages densification. Its height restrictions, and expensive parking + setback requirements encourage lower density that is hard for developers to pencil without true luxury investment and pricing.” The developer of Cleveland Court is requesting a change in zoning from multi-family zoning to FB-UN1 (Form-Based Urban Neighborhood) to allow for mild densification of the area. According to the Community Survey we conducted, Ballpark survey respondents seem moderately open to medium residential density. Implementing a form-based code could allow for a variety of different housing types in combination with commercial development along Main Street and the form-based code could eliminate existing barriers to development such as setbacks and parking requirements. In conjunction with form-based code that encourages a variety of housing types in the area, density bonuses are an incentive that usually allows developments to include more units as a result of meeting specific criteria. This criterion could include such things as proximity to transportation, environmental conservation, public spaces, or the inclusion of additional units for moderate and low-income housing. Density bonuses along the Main Street Corridor could specifically be tailored to promote desired outcomes along Main Street such as the incorporation of public gathering spaces or public art. One local example of this is Orem’s new form-based code for its State Street Districts.

Initiative 1.3: Encourage targeted growth in specifically targeted locations along the Main Street Corridor

Because the Main Street corridor is a long stretch of land, it may also be helpful to consider variations in density, intensity, and growth in different sections of the Corridor. The intersections at 1300 S and 1700 S may be areas along Main Street where growth can be initially focused and promoted. A significant increase in height limitations and permitted densities right around these intersections could allow for the development of apartment complexes that would provide a larger and more permanent customer base for shops and restaurants along Main Street. One way to do this, and to add defining character to each area, would be to assign varying districts to

the area around these intersections that highlight a specific focus in the area such as art or focus on a defining characteristic of the Ballpark neighborhood such as diversity. A model for this can be found in Orem's State Street Districts code. Developing variations in the form-based code implemented along the Corridor can promote focused development even within the Corridor and create a sense of place that will make the Main Street Corridor more of a destination for arts, culture, and entertainment. Guiding principle 2: Create convivial public spaces [Mehrnaz]

Initiative 2.1: Form-based code with design guidelines

Most developments in the Ballpark neighborhood happened based on conventional zoning, so there is no wonder if parking lots are at the setbacks of buildings and next to streets, or multi- story buildings are placed near one-story, single-family housing without any setback. Form- based coding could be a solution to these problems. Form-based code is a type of zoning that regulates the impacts or interacts of new development with the context, specifically public spaces such as streets and sidewalks. Trolley Square is an example of form-based code in Salt Lake City; it has FB-UN2 zoning that allows reduced building setbacks, so the buildings would build closer to streets and consequently more pedestrian-friendly. Some subjects of form-based code can be found below: 1- Street Alignment: Form-based codes consider “furnishing zone” to streets that include trees, bicycle lanes, and parking, street lights, and other streetscape elements. Thoroughfares, where possible, can be designed for vehicles speeds below 25 mph for a sense of comfort and safety. 2- Placement of Parking: surface parking lots based on form-based codes need to be located at the rear or side of buildings or the center of blocks, rather than between streets and buildings. This will minimize the negative impacts of parking lots on physical quality and sidewalks. Additionally, some form-based codes promote shared and on-street parking for areas with good access to transit. 3- Integration of Uses: the University Neighborhood in Palm Desert, CA, is a good example of form-based code zoning intended to create walkable and identifiable neighborhoods by the integration of uses. Most of life’s daily needs are combined with places people live and work. 4- Building Forms: buildings facades are the walls of public spaces, so form- based code regulates the height, percentage of required transparency, and building entrance to ensure that they are appropriate for a desired vision of the area. For example, for transparency, “A minimum of 20% of the upper story front facade, measured floor to floor shall have transparent, non-reflective windows.” 5- Street-based codes: one potential form-based code for this focus area is street-based code that will activate street life. Planners can set Street-based codes based on street types (boulevard, arterial, etc.) to see how the buildings are required to address the street and its amenities. Some relevant codes to the street are boardwalk frontage, shopping frontage, and parking surface frontage codes. The 1300 S, 300 W, and 1700 S have the potential for street-based codes through new development or transforming the current development (see Figure 11).

One example of form-based code in the Ballpark neighborhood is the area on the northern side near the Granary District, which has FB-UN2 zoning. Although the building and parking

regulations are specified for this zone, there are no regulations related to developments’ impact on streets and urban spaces. For example, a lack of guidelines on the percentage of transparency, design standards, etc. exists in the current form-based codes. City council considers some changes to form base code; the zoning amendments need to clarify design standards and change the setback and stepback requirement for FB-UN2 code.

In this focus area, the intersections of 1300 S, Main Street, and 1700 S have the potential to be rezoned based on FBC. However, the different characters between these two intersections need to be considered. The former is surrounded by more public land use, and the latter is surrounded by residential zones. The form-based urban neighborhood codes can apply to 1300 S, Main street intersection to provide options for dining or fulfilling daily needs, housing types, and public spaces (see Figure 12).

Figure 11. Form Based Code. Setting codes to consider transparency at the frontage side of buildings and raised sidewalks.

Figure 12. Form Based Code. Suggested area “1300 S and Main Street intersection” to rezone based on FB-UN2 code and its related regulations.

Initiative 2.2: Road diets and pedestrian spaces

Based on the online survey of phase 1, people expressed they use streets mostly for shopping, with the majority of travel being done by automobile with people less inclined to walk. The Ballpark’s streets, the same as many other streets, are designed for automobility; they are not designed for walking. There is no wonder then, why the streets are too wide and no sidewalks can be found in some areas. A Road diet (reducing car lanes) is an intervention that can make broad streets safer and more desirable for all transit modes. Putting a road on a diet can also involve adding traffic calming measures, sidewalks, bike lanes, and green planting strips (See Figure 13). A road diet often turns streets to complete streets, a street that considers pedestrian, bike, and car traffic. Moreover, reducing the width of the lanes would encourage drivers to slow down; which might mitigate the number of crashes.

1300 S, Main Street, and 1700 S have five, six, and five lanes respectively. They can convert to 4 and 5 lane streets (See Figure 14). These streets have a shortage of sidewalks and standard bike lanes. The loss of the extra lane can be dedicated to these amenities. One challenge associated with road diets is conversion; the traffic may convert from the dieted roads to the

surrounding streets. For example, if the road diet happens only at 1700 S, the traffic will convert to 1300 S. Planners need to consider both streets for dieting simultaneously. Other streets in this area are local streets, which already have lower speed limits than the arterial streets (1300 S, Main Street, and 1700 S), so there is a low chance to be affected by the conversion. 1300 S between State Street and 700 East was converted to complete street by reducing lanes to one vehicle lane in each direction and adding bike lanes. Additionally, the road diet that happened at 1700 S from State St. to 500 E did not convert lanes; only the parking from the south side of the street converted to the bike lane. Another example of a road diet is the city of Seattle projects that reduced 4/5 lanes to 3 lanes.

Figure 13. Road diet, alternative cross sections based on different lane capacity.

Figure 14. Improving pedestrian spaces for 1300 S street. Car Wash can be replaced by a café, restaurant, etc. The five-lane street can be reduced to 4 lanes. Bike lanes, parklets, bus stations, and raised crosswalks can be added.

Initiative 2.3: Placemaking / public art / parklets Placemaking, correctly implemented, inspires people to memorize public spaces as the heart of the community. It is more than designing urban spaces; it is about paying attention to the cultural and social identities. The 9th East and 9th South intersection, Salt Lake City, is a good example that transformed the intersection into vibrant public spaces. There are shops, restaurants, and businesses in this area, which made a vibrant space. The artwork and metal sculptures at the four corners of the intersection successfully created a unique character. Salt Lake City’s Art Program supports public art ideas and projects, and it has funding resources from different agencies. Lots of public art examples that are implemented can be found on its website.

Parklets or street seats are types of public seating that use curbside parking spaces to create vibrant community spaces. Urban designers usually consider these spaces next to the thriving neighborhood retail streets or commercial areas and include distinctive design features such as seating, greenery, and bike racks. Street seats can enhance the livability of neighborhoods by adding more social life to the streets. In this focus area, planners could combine parklets with

road diets to use the extra lane for seating zones; however, parklets should be implemented next to the public zones (café, restaurants, etc.) to assist with activation. Potential areas for parklets in this geographical zone are 1300 S, and 1700 S, and Main Street intersections. Parklets will not be activated unless they could be adjusted with appropriate land uses, i.e. shops, restaurants, and cafes like 9th and 9th. In addition to land use, street design, public art, etc. need to be added to convert these automobile-based intersections to places for seating, walking, and enjoying the space. Guiding principle 3. Intersections as Gateways to Main Street [Jake]

Initiative 3.1: Allow Highest Densities at Major Intersections

The adjacent areas to the intersections at 1300 South and 1700 South should allow for increased densities, up to 5 or 6 stories. Visually, the allowed heights will create anchor points along the Main Street Corridor. Also, the increased density at 1300 South is approximately a quarter-mile from the existing TRAX station. Similarly, 1700 South would also be near a TRAX station if the proposed station along 1700 South is built in the future. These anchor points will have the opportunity to attract a mix of office, retail, and residential options. These community and regional nodes are also indicative of the current planning strategies being deployed throughout Salt Lake City. The Westside Master Plan recognizes the importance of these nodes as centers of activity.

These intersections are also well positioned to access nearby amenities. Specifically, the intersection at 1300 South provides direct access to Smith’s Ballpark. With increased densities and a redeveloped Main Street corridor, this area could act as a gathering place for events that take place at the ballpark. Many residents and baseball enthusiasts have expressed the desire for additional opportunities in this area. Changes to the uses and densities at this intersection will enable the area to transform into an “epicenter for culture, art, food, and innovation in our city,” as desired in the mayor’s State of the City address. Initiative 3.2: Safe Movement of People

1300 South and 1700 South typically see considerable amounts of vehicular traffic. These roads had an Average Annual Daily Traffic Count (AADT) of 18,000 and 12,000 vehicles respectively in a 2017 count provided by UDOT. Pedestrian movements along these corridors can feel intimidating with the current state of the traffic movement. As such, intersection modifications can be made to ensure the safety of pedestrian and bicycle movements within the corridor.

Simple interventions, such as providing bulb-outs and a leading pedestrian interval can greatly increase pedestrian safety. These measures reduce the amount of roadway a pedestrian has to cross and gives them a few extra seconds to cross before drivers receive a green light which increases visibility. These modifications will improve connectivity to nearby businesses, transit stops, residences, and the ballpark without impeding vehicle movements. A rendering of what this could look like is located in Figure 15, below. These measures will further reinforce the neighborhood’s commitment to becoming a welcoming environment for all modes of travel.

Increasing pedestrian safety can also lead to an increase in transit ridership. By improving the walkability of the area, more people may feel less intimidated by traveling on foot or by bicycle. Improved safety will increase access to nearby bus and TRAX lines. Increasing active mobility and transit ridership also allows people to lead healthier lives with cleaner air.

Figure 15: Proposed streetscape improvements at 1300 S & 1700 S with Main Street.

Initiative 3.3: Implement Design Elements

These two intersections should function as local landmarks for the Ballpark neighborhood. Design elements should be incorporated that create a sense of identity and signal motorists that they are in a unique neighborhood. Consistent branding, fixtures, and street ornaments will contribute to an overall sense of placemaking. One popular local example would be the 9th & 9th area. These changes may spur this area to garner its unique name, such as the Ballpark District or 13th, 17th, and Main. The alignments of buildings as they face the street will be of utmost importance to achieve a strong and welcoming streetscape. Implementing a form-based code would force development to respect these guidelines. Following suit from the current form- based code in the Central Ninth neighborhood would be a welcome starting point.

Design elements can also contribute to the above initiative of increasing safety. The use of street trees, art, and furniture will naturally slow vehicular traffic down in the area while increasing the visual appeal. These design elements let drivers know that pedestrians are expected to be in the area and therefore their speed needs to be reduced. Pedestrians feel more welcome, safe, and engaged in a neighborhood with these types of environments.

Guiding principle 4. Encourage Small Business Development [Hanna] Initiative 4.1: Promote Businesses Where People Can Gather

An important aspect of making Main Street a place to gather is to promote businesses that will attract visitors to the area, such as local restaurants, small entertainment venues, bars, etc. To encourage this small business development, it would be prudent to look at what resources are available through Salt Lake City’s economic development program and redevelopment agency. There are various existing programs such as an economic development loan fund, tax increment reimbursements, and many others. Through state funding, there are options for businesses rehabilitating historic buildings. While all of these programs provide potential funding sources for small businesses and restaurants, many of them have specific requirements that may be difficult for some people to attain.

Another idea might be to implement something specifically for local restaurants, such as San Leandro, California’s restaurant incentive program. This program offers funds of up to $25,000 for 50% of a restaurant’s costs and applies to fees, payment for infrastructure, exterior, or tenant improvements. A program like this might allow smaller restaurants to take a risk on a new, somewhat unestablished location like the Ballpark neighborhood, and these locations would provide a gathering place for both residents and an attraction for people in the area for baseball games.

Another way to potentially create a gathering place while simultaneously boosting the local economy would be to hold a farmer’s market in the area during the spring and summer months. A market would help increase the sense of place we are hoping to create in this neighborhood, and could “help grow small businesses…and make a more attractive destination for shoppers.” A market of this type would also be helped by the next two points, which focus on improving the pedestrian experience; safer streets would not only be better for active transportation and transit, but would also provide an area to hold the market. This area could also be used for an annual street fair or festival, such as what occurs in the Avenues or the 9th and 9th neighborhoods in Salt Lake City. Initiative 4.2: Increase Walkability to Nearby Transit

A second initiative for this guiding principle is to increase walkability to nearby transit. This area has great access to the TRAX station on 1300 S, bus lines, and likely a future TRAX station on 1700 S. Yet, the street design is not necessarily geared toward pedestrians. UTA bus route 200 runs along State Street, the eastern edge of our proposed focus area. While this has the potential to bring people into the area, anyone riding the bus from a southern stop would have to cross State Street after disembarking to get to the Ballpark area – a daunting task for pedestrians. While the optimal solution would likely be to implement a road diet in the area, that is unlikely to happen anytime soon; a better option might be to make sure there are sufficient crosswalks for pedestrians so that they do not have to choose between walking long distances or jaywalking and to make sure that the bus stops align with those crosswalks.

Also, 1300 S, the street that pedestrians would most likely walk along to get from the TRAX station to the ballpark, is wide and lacking in crosswalks. The land along that path is primarily parking lots or industrial buildings, and so does not meet many of the standards of walkability including enclosure and human scale. By widening sidewalks and perhaps adding street trees between pedestrians and the street, people walking would feel more comfortable. The inclusion of more small businesses as noted previously would also increase walkability. Finally, reducing the number of parking lots in the area would also improve the pedestrian experience. Initiative 4.3: Balance Parking and the Pedestrian Experience

While a reduction in parking lots would make the Main Street area more walkable, it is also important to ensure adequate parking for ballgames and for the increase in people coming to the area we hope to see. One idea to achieve this is to make use of shared parking lots. In this scenario, buildings that require more parking during the day, such as offices, share parking lots with buildings that require more during the night, such as restaurants. This would reduce the overall need for parking lots, while still providing spaces for people who need it. This works especially well in mixed-use developments. Under Salt Lake City regulation, shared parking requires a written application and approval from the Transportation Director. Another option would be to require parking to be behind buildings. A reduced setback requirement could also keep buildings closer to the street, creating a sense of enclosure and, optimally, transparency to increase walkability and a sense of security for pedestrians.

Portland, Oregon has different setback requirements based on different zones, with many of them set up to “promote buildings close to the sidewalk and reinforce a pedestrian orientation.” This type of change could help preserve parking spaces while still encouraging pedestrian activity. Finally, an overall reduction in parking requirements is another way to minimize the amount of asphalt that pedestrians have to walk by. Salt Lake City is currently working on updating its parking requirement ordinance, which would make use of a context-sensitive rather than a one-size-fits-all approach. Portland, Oregon has reduced parking requirements, raised the price of off-street parking permits, and added meters to residential areas. They then used the money they raised – some $1.4 million a year – to invest in alternative modes of transportation such as bike share and transit passes, as well as in road improvements. This could be a practical way of reducing the number of parking lots while also increasing other modes of transportation.

Figure 16: This is a mock-up of what the Main Street area could look like with mixed-use buildings, widened sidewalks and narrower lanes, as well as street trees and on-street parking. While not as extensive as a street diet reducing the number of lanes, this would still provide lower-speed traffic and buffers for pedestrians. This also does not have any surface parking lots facing the street.

Focus Area 2: Creating Housing Opportunities for Current and Future Neighbors Guiding Principles Utah’s housing crisis calls for solutions to increase the supply of affordable housing. Based on our assessment of housing data and our surveys with residents, our group focuses on affordable housing within the Ballpark neighborhood. As part of our effort to increase housing options, four main focus areas were identified: gentle density, increasing housing opportunities on 300 W, transit-oriented community and density bonus programs, and turning blighted lots into housing opportunities.

City Planning Context [Brandon]

Increasing housing opportunities will be important in Ballpark in the future as the Salt Lake City region works to address its housing shortage. In our research, the main issue we have found is

that the amount of developable land in Ballpark is extremely limited. The neighborhood is largely built up, which is not surprising given its centralized location within the city. To complicate the situation further, Interstate 80/15 forms the western boundary of the neighborhood. Interstate highways notoriously produce high concentrations of poor air quality in their immediate vicinity, and housing built too close to the interstate would be a major public health and environmental justice concern. This may be one reason why very little housing currently exists west of the TRAX line (which is approximately 2,000 feet from the interstate).

The only way to ensure that the housing supply in Ballpark meets a quickly growing city demands to increase the number of living spaces on the limited land available. Achieving higher residential density may prove difficult in Ballpark, as the survey of Ballpark residents indicates that residents’ highest preference for housing style is single-family homes. A sizable share of residents also seems open to the idea of 2-, 3-, and 4-family homes, townhomes, and condos, but support for other housing types is much lower. Residents also have expressed that they believe the Ballpark neighborhood is at least somewhat affordable, and presumably, they would like it to stay that way. This leads us to conclude that a predominantly gentle density (i.e. missing middle) approach to housing would be appropriate for the Ballpark community. Several initiatives can be implemented to achieve this.

As a commercial corridor, 300 W is one of the best locations in Ballpark to add denser housing. The commercial zoning allows for higher density residential development, and the road has a high enough volume to support larger apartment buildings. As mentioned above, however, the interstate presents a major challenge to housing in this area.

Denser housing may also be reasonable options on land near the TRAX stations in and near Ballpark. Building transit-oriented housing has the potential to relieve a sizable portion of what would normally be additional car traffic in a standard housing development. With one station located in Ballpark, two directly adjacent to the neighborhood, and the potential to add another station in Ballpark in the future, transit-oriented development is a tool that can help Ballpark reach its housing goals.

Finally, boarded homes are a commonly-recognized problem in Ballpark. The community has a higher than average proportion of boarded-up homes, and oftentimes these abandoned homes cause concern among residents. Not only are boarded homes dangerous and unsightly, but they are also a poor use of land in a city experiencing a housing shortage. Encouraging the demolition of boarded homes and constructing new homes on these sites is a key tool to help address the affordable housing crisis.

Moving Forward Guiding principle 1. Plan for Gentle Density [Brandon] Initiative 1.1: Zoning changes in Ballpark

The first initiative proposed to foster “gentle density” in Ballpark is changing zoning to allow for more diverse housing types. This could be primarily accomplished through the elimination of single-family zoning. This idea has been gaining traction around the country as cities and states aim to address their respective affordable housing crises. Minneapolis spearheaded this effort in 2018 when the city council voted to eliminate single-family zoning and allow for duplexes and triplexes on all residential land at minimum. Similar upzoning has also been passed or proposed at the state level from coast to coast and everywhere in between, including in Oregon, Virginia, and Nebraska. To be clear, upzoning would not ban single-family homes. However, rezoning all

R-1 areas to R-2 or RMF-30/35/45 would simply allow for the construction of new multi-family homes on any residential property (single-family homes could still be constructed as well). Rezoning would also allow any owner of an existing single-family home to convert their home to a duplex or triplex if they so desire. In this sense, upzoning will help increase housing supply in Ballpark over time and give property owners more freedom to use their land in different ways. Additionally, if Ballpark became the first neighborhood to be entirely upzoned in Salt Lake City, it could be a very good case study in support of upzoning other parts of the city.

Figure 17. Land in Ballpark currently zoned for single-family homes only. This land could be upzoned to allow for duplexes and triplexes.

Another zoning option to encourage gentle density would be to introduce form-based code to more parts of the Ballpark neighborhood. At the very minimum, land near the ballpark could be rezoned to form-based to allow for the area to develop a distinct look and feel. Not only would form-based code increase residential density, but it would also lead to a degree of placemaking since this type of zoning regulates building form rather than function. Initiative 1.2: Townhomes as infill housing

A second gentle density initiative, which would be helped by Initiative 1, is encouraging the construction of townhomes as infill housing in Ballpark. In some areas, existing zoning allows for multifamily housing already, so Initiative 1 is not a prerequisite for this initiative. Because Ballpark residents who participated in our survey indicated an affinity toward townhomes, this style of housing should be the focus of new construction missing middle housing. Townhomes could be encouraged through incentives at the city level, particularly incentives aimed at increasing the supply of affordable housing. With new townhomes such as the Lucy townhomes being constructed in Ballpark, developers see this housing type as suitable for the area. To encourage more townhome construction, the city could waive a portion of the impact fees and/or application fees for potential developments. The city could also offer tax incentives for the construction of townhomes on residential lots. A balance would need to be found between incentives and expected benefits to the community, but incentives could be very helpful in guiding developers toward certain housing types and densities. Initiative 1.3: Encouraging ADUs by reducing burdens and increasing education

Salt Lake City has loosened its rules regulating accessory dwelling units (ADUs) in recent years, and although the city has seen a slightly higher number of ADU applications than expected as a result of these changes, some burdens still prevent more widespread adoption of ADUs. Cost is the largest burden associated with ADUs for many would-be applicants, and unexpected costs have even led some actual applicants to withdraw their applications. The city’s 17-foot height limit on ADUs is one costly restriction for homeowners. To build a two-story ADU, some homeowners have to dig considerably into the ground, which adds a significant cost. Increasing height limits to allow fully above-ground construction would remove a significant barrier for many people.

Additionally, ADUs are currently allowed as conditional uses rather than permitted uses in R-1 zones (i.e. most of the residential land in Ballpark). Conditional uses require property owners to meet certain requirements before they receive approval to build. Upzoning the neighborhood, as suggested in Initiative 1, would make ADUs as-of-right uses, which would, in turn, make them easier for the average homeowner to construct.

Finally, to encourage the construction of ADUs in Ballpark, an educational campaign would be helpful. Possibly, many residents who might be interested in constructing an ADU on their lot may not know that ADUs are allowed. Some residents may not even know what an ADU is. The Ballpark Community Council could be leveraged to help regularly disseminate information about ADUs. The Community Council could bring representatives from the city to meetings to talk about the possibility of building ADUs, and it could also use social media and email to spread the information. The Community Council could also partner with manufacturers of prefabricated ADUs to hold demonstration events in the neighborhood to show residents how much an ADU could benefit them.

Guiding principle 2. Increasing housing opportunities on 300 W [Damian] Initiative 2.1: Incentivize Development and Retrofit of Underutilized Parcels

Currently, the area of 300W in focus is accessed by Salt Lake City residents mostly by car and for the purpose of shopping. The street is home to the much needed and desired big box stores, such as Wal-Mart, Target, and Lowes. Incentivizing the development of apartment complexes along 300 W (currently zoned general commercial) would assist in increasing access to affordable housing opportunities in the Neighborhood. This corridor has already seen the successful introduction of large apartment complexes. The Enclave serves as a stellar example of this. The Enclave is a 4-story, 210-unit apartment complex adjacent to the Lowes department store on 300 W. The complex was rated 4.8 out of 5 stars by tenants on the Complex’s Facebook page.

The targeted waiving of development fees or the provision of tax credits can be ways to incentivize the desired developments where the vision requires them. The provision of these government incentives has more potential than simply alerting regional developers of the city’s intentions, but these augmentations have the potential to close the financial gap that exists between the costs of development and the returns associated with building affordable housing.

According to the latest census bureau estimates, the area median household income of the Ballpark Community was $23,853 in the year 2017. To make housing units affordable (housing costs equal or less than 30% of income) for the area median income earners of the neighborhood, a developer would have to build units that they could rent for $7,155.90 annually or $596.33 monthly. This value is far less than the 2017 median rent value of $803 monthly. Additionally, that $596.33 monthly rent value captures the value of what rent would need to be to make housing affordable for the median income earning households; it does not capture affordable rent for low and very-low-income earning households. Building new affordable housing is not feasible without significant public subsidies. Initiative 2.2: Create a 300-Meter Housing Development Buffer from I-15

Research suggests that numerous adverse health effects are associated with living near or spending a considerable amount of time near highways. Those adverse health effects include impaired lung function, the increased likelihood of asthma, and chronic obstructive pulmonary disease (COPD) in children, as well as poor cognition, dementia, and premature deaths in adults. Children and those who already have asthma or diabetes have been identified as the highest risk, but the likelihood of the onset of these effects increases with proximity to highways for all.

All of 300 W in the Ballpark Community is more than 200 meters from I-15, but the same is not true for 400 W. Any residential development west of 300 W, save for the few blocks immediately south of 9th S (the neighborhood’s northern boundary), will break a 300-meter buffer from the highway and would likely break a 200-meter buffer as well. This is too close to the highway and its shed of pollutants for children and people with preexisting conditions to live. Furthermore, the afflictions to health and cognition caused by the lengthy exposure to highway pollutants would put a strain on any person. Many of these would-be residents might likely be financially cost- burdened upon arrival. Adding additional health problems would unduly increase strain on the community and its residents. For this reason, the disallowance of future residential development west of 300 W, between 9th South and 2100 S is proposed.

The great majority of block frontage east of 300 S is more than 300 meters distance from I-15. After sidewalks and other offset standards are considered, any potential future development east of the corridor will be more than 300 meters from the highway. If commercial buildings or parking lots are placed nearer 300 W, between the corridor and residential buildings, the more ideal buffer of a ¼ mile’s distance from the highway will be achieved. The Enclave Apartment Complex, north of High Avenue, is a successful example of the ¼ mile standoff from the highway being achieved by this method.

A 2007 study determined a 200 meters distance from highways as the point associated with adverse cardiac and pulmonary effects, but another study has found that a rise in some adverse health effects has been recorded as far as 500 meters from major highways. Preventing residential development west of 300 S would create a minimum of a 300-meter buffer from I-15 preventing the vast majority of all known adverse health effects.

Initiative 2.3: I-15 Wall Buffer

In a 2010 report, the Center for Disease Control and Prevention (CDC) provided a list of strategies to mitigate the adverse health effects caused by the shed of highway pollutants. In addition to land-use policies, the CDC recommended physical barriers to decrease the dispersion of pollutants. A study published in 2012 found that the presence of a brick wall emplaced parallel to a highway to serve as a sound barrier prevented ultra-fine pollutant particles (UFP) from drifting beyond the road. The researchers measured upwards of 50% fewer UFPs immediately beyond the sound barrier without any significant change to UFPs measured above the highway itself. Those same researchers did not find the same reduction in UFP drift when trees and other natural vegetation items were present as a sound barrier in place of a wall structure. Strong winds and other meteorological conditions did, of course, influence the sound barrier to effectively act as a UFP barrier as well, but in all conditions, the presence of the wall did have some reducing effect on UFP drift.

The parcels that will benefit most from the presence of a barrier wall placed east of I-15 are those closest to that highway; some residential, but mostly commercial structures, are places where many spend the majority hours of their day. Large, multifamily residential developments east of 300 W might benefit from the wall more so as from the sound barrier effect. Overall, the inclusion of a barrier wall will make living and working along Ballpark’s 300 W corridor a healthier, happier experience. Guiding principle 3. Transit-Oriented Communities (TOC) and Density Bonus Programs [Lily] Initiative 3.1: Land Value Tax & Tax Increment Financing

Some municipalities that have adopted TOCs have leveraged a land value tax (LVT) to incentivize productive uses of land in specific areas and offset the costs of needed building improvements. High property taxes can work against incentivizing important improvements or maintenance to properties; this allows for many buildings to fall apart or be unusable. This is a common issue in Ballpark. Land value taxes around the appropriately designated TOC areas within Ballpark (along TRAX lines, shown on the Future Land Use Map section) would provide incentives to productively develop land and tax the land itself instead of improvements or properties-which has been proven to be ineffective. Anchorage, AK was in the position to adopt a land value tax recently and was able to compile a series of pros and cons of this potentially positive shift in taxation. As stated in the Lincoln Institute of Land Policy’s Assessment of Theory and Practice of Land Value Taxation, “land is effectively in fixed supply, so an increase in the

tax rate on land value will raise revenue without distorting the incentives for owners to invest in and make use of their land.”

This program, in addition to flexible density bonus programs and land use policies within Salt Lake City would encourage affordable housing unit provision. Another similar program to land value tax leveraging is tax increment financing (TIF). TIF programs are a powerful tool that can be used for financing urban redevelopment projects and may be advantageous for the 17th South proposed TRAX station in Ballpark. Money that is collected through TIF can be used in part for infrastructural improvements and can also set aside money for affordable housing (to be used within the designated TIF area). One advantage of TIF programs is that they can be established in specific areas of the city, where they are deemed most appropriate. Initiative 3.2: TOC Overlay & Density Bonus

Another straightforward initiative to adopting and maintaining TOCs in the Ballpark neighborhood is through a TOC overlay or density bonus program. An affordable housing overlay is already well on its way in Salt Lake City. This overlay could be complemented by a smaller, more focused TOC overlay area that would set incentives and design standards (in addition to existing zoning) within these overlay zones along transit routes. A well-known example of successful TOCs is in Portland, OR. One of the TOCs in Portland was created with an overlay zone around the transit area which was funded through a grant. Existing federal, state-wide, and regional grants exist for supporting Salt Lake City’s growth and sustainable development-including TOCs and sustainable improvements. Additionally, an overlay zone would complement UTA’s goals related to TOCs. In Salt Lake City, it would take an ongoing commitment to incentivize and provide TOC and increase the share of subsidized affordable housing units within existing developments.

Los Angeles’s TOC density bonus program has successfully increased the number of affordable housing units for approved development projects. One way L.A. incentivizes its affordable housing unit provision is through streamlined processing and review commitments to developers if their projects meet zoning standards and propose at least 50% affordable units. Permits with TOC boundaries that include 20-50% affordable units within their proposals receive density bonuses and expedited processes in L.A. This program is a successful example of providing affordable housing units within transit station areas and allowing for density bonus programs to work alongside affordable housing unit provision. Initiative 3.3: Leveraging SLC’s Existing Land Use Policies

A third potential initiative for TOCs in Ballpark is taking advantage of existing land use policies within Salt Lake City. For example, Salt Lake City’s transit-oriented development policies are inline with strategic TOC goals and visions for the Ballpark neighborhood future land use. SLC’s Policy TOD-1.2, “utilize a broad community involvement approach to identify appropriately located and scaled transit-oriented development that puts people first” is essentially the same goal for the Ballpark Neighborhood Master Plan’s designated future land use areas and placement of TOCs along known TRAX routes.

Additionally, SLC’s Transit Station Area (TSA) Guidelines (2017) are complementary to the guiding principle for providing affordable housing. One specific goal written into Salt Lake City’s citywide document “rezone the areas within 1/2 or 1/2 miles around the four station to TSA district” is similar in scope to a TOC and its goals. Specifically, these TSA districts within Salt Lake City (including in Ballpark) could help create affordable housing through mixed-income housing and by placing added value on items such as 33% or more affordable housing units

within the development; this creates an incentive for strategic, new development and redevelopment within TSAs and surrounding neighborhoods. The variety of flexible but strategic policies around TSAs and TOCs for Salt Lake City will allow for a productive dialogue between the City and the neighborhood to take advantage of existing policies that will benefit Ballpark’s TOCs and the city at-large. Guiding Principle 4. Turning Blighted Lots into Housing Opportunities (Liz) Initiative 4.1: Implementing Policy Changes to the Demolition Ordinance

To help alleviate the housing burden, one solution is the construction of new housing developments. However, Salt Lake City currently has an ordinance in place regarding the issue of demolition permits that presents an obstacle to most developers. The city zoning policy currently states, in part, that a demolition permit cannot be issued unless there is a viable development plan. The ordinance in effect is trying to keep productive buildings from being torn down without plans to replace them, yet this is not the case in Ballpark.

Some specific amendments could be made to the ordinance, and its restrictions and requirements, depending on the percentage of boarded homes within the area. That way, those areas with higher percentages of boarded homes will not be subject to the same requirements as areas with low percentages of boarded-up housing units. Currently, the city’s ordinance has failed to alleviate the blight that it was intended to prevent and needs to be adjusted. Amending and making changes to this ordinance would greatly impact the Ballpark area as the ordinance is presently preserving boarded up homes and vacant lots within the neighborhood that are actively and negatively impacting the area.

It is the city’s concern that the lots will sit vacant after having a building demolished. It is inevitable that when a building is demolished, the result is a vacant lot. Vacant lots can sometimes be easier to maintain than a vacant building. Not only that, but vacant lots can be used in a variety of different ways that could even turn them into neighborhood assets in the interim. Vacant lots can become market gardens, mini-parks, or even tree farms. Where those solutions might not work, the Pennsylvania Horticultural Society has come up with another solution called LandCare program. This entails the identification of a vacant lot, laying down sod, planting a small tree or two, and then putting up a split-rail fence. The costs on average are about $1,000-$1,500 a lot, but the result is an area that people then respect and is no longer such an eyesore to the community. This is a solution that could be implemented in Ballpark. Initiative 4.2: Implementing Policy Changes to the Boarded Housing Ordinance

As boarded-up homes are an eyesore and affect public safety, we recommend that changes be made to Salt Lake City’s boarding permit ordinance. While there are fees associated with boarded-up buildings, they are so negligible that there is no incentive for property owners to sell or revitalize their property. This means that blighted, unattended properties are likely to sit vacant for a long time with no plans moving forward. An increase in the boarding permit initial and yearly fees would encourage property owners to redevelop their land and work at a quicker pace.

The Rust Belt region is another area where boarded homes have been a huge issue. As a result, cities in these areas have established more aggressive boarded housing ordinances to combat the issue. The boarded homes ordinance in Cleveland, Ohio states, “the property owner is responsible for attorney fees, costs of inspection, administrative staff and support staff, property maintenance costs, court costs, title search fees, process server fees, skip tracing expenses, and costs of collection of prosecution.” Additionally, whenever an inspection is made

after the date to determine if the violation has been remedied, there shall be a cost as well. In cases where these efforts do not work, the city employs spot blighting, using eminent domain, to acquire the property and then remedy the blight and negative impacts. This is a similar tactic that could be applied to Ballpark.

Focus Area 3: Increasing Mobility Options Guiding Principles [Mohammad]

Based on the teamwork and studying the Ballpark neighborhood in the aspect of transportation, and analyzing the data from the residents and the existing condition of the area, we proposed guiding principles for the near future of the neighborhood’s transportation system. These guiding principles are Pedestrian Safety, Pedestrian Comfort, Expanded Transit Service, and Improved Bicycling Network.

City Planning Context [Byron]

Numerous existing plans incorporate the Ballpark neighborhood. It is important to consider this system of plans when preparing a neighborhood-specific plan to ensure that local planning efforts do not work at cross purposes with city-wide and regional plans. All of these plans, from Wasatch Choice 2050 to Plan Salt Lake, even down to corridor plans for 300 W and the 9-Line Trail Extension Study, envision a livable, sustainable, and healthy community.

Wasatch Choice 2050 is a plan produced by the Wasatch Front Regional Council to determine the overarching, 10,000-foot vision for the entire Wasatch Front region. The plan lists ten regional goals. Five of them relate directly to transportation: livable and healthy communities; manageable, reliable traffic conditions; quality transportation choices; safe and user-friendly streets; and clean air. WFRC developed four key strategies to help achieve those goals, two of which relate directly to transportation: provide transportation choices, particularly better access to transit and bicycle facilities; and link economic development with transportation and housing decisions. We interpret these goals and strategies to mean improving the transit, bicycling, and walking networks throughout the region. The plan also lists numerous projects planned for the Ballpark neighborhood in the coming year. Table 11 below lists the projects in Phase 1, which are scheduled for construction by 2030.

Table 11. Ballpark Neighborhood Transportation Projects in Wasatch Choice 2050 Phase I (2019-2030). Project ID Project Type Description 2019 Cost

T-S-32 Transit 15-min service along 900S Capital: $11,454,00 between Redwood Rd and Operating: $898,000 University South Campus TRAX station

A-S-10 Cycling 2.1mi bike lane along 1300S Capital: $210,000 from 700W to 700E

T-S-34 Transit 15-min service along the 1700S Capital: $10,624,000 between Redwood Rd and Operating: $833,000 Foothill Dr

R-S-12 Roadway Operational improvements, Capital: $7,800,000 Operation including widening, along the 2100S from I-15 to 1300E

T-S-24 Transit 15-min service along 2100S Capital: $10,890,000 between Central Pointe TRAX Operating: $853,000 station and University South Campus TRAX station

T-S-13 Transit BRT service along State St from Capital: $58,800,000 North Temple FrontRunner Operating: $6,468,000 station to Draper FrontRunner station

Plan Salt Lake is Salt Lake City’s vision document. It complements the regional goals and strategies from Wasatch Choice 2050 with a set of 13 guiding principles for the growth and development of the city. Of these 13 principles, five of them are related to transportation: growing responsibly while providing people with choices about where they live, how they live, and how they get around; a transportation and mobility network that is safe, accessible, reliable, affordable, and sustainable, providing real choices and connecting people with places; air that is healthy and clean; a beautiful city that is people-focused; and ensure access to all City amenities for all citizens while treating everyone equitably with fairness, justice, and respect. As with Wasatch Choice 2050, these principles indicate a desire to increase the attractiveness, safety, and connectivity of the city’s transit, bicycling, and pedestrian networks.

Salt Lake City has also completed, or is currently working on, two transportation corridor studies that concern the Ballpark neighborhood: the 300 W reconstruction study and the 9-Line Trail Extension Study. The public involvement of the 300 W study demonstrated that people are primarily concerned with the corridor’s unattractiveness, lack of bike lanes, and traffic speeds and volumes. The 9-Line Trail study outlined six goals, two of which relate to transportation: improve conditions for walking, bicycling and access to transit for all ages and abilities; and connect destinations and neighborhoods across Salt Lake City. The goals and concerns outlined in these

corridor-level plans reinforce the city and regional visions of becoming a livable, sustainable, and accessible place. In Ballpark, that means improved transit, bicycling, and walking infrastructure.

Moving Forward Guiding Principle 1. Pedestrian Comfort [Mohammad]

Based on an onsite visit by our team members on Sunday, February 23, 2020, and on the analysis of pedestrian infrastructure on several Ballpark neighborhood roads, we came to the conclusion that in most locations, pedestrian comfort was low. Indeed, on most streets, there is little to no separation between sidewalks and streets. This is a particularly serious issue on busy roads like 1300 South, State Street, and 300 West. Many of the sidewalks were also cracked and uneven, with 1300 South and State Street showing the worst conditions (see Figure 18).

Based on this information, we propose three initiatives: (1) adding buffers, (2) adding street trees, and (3) sidewalk maintenance and paving.

Figure 18. The sidewalk on the southern side of 1300 S by the Lowe’s is obstructed by rocks and piled snow.

Initiative 1.1: Adding Buffers

We propose adding buffers and landscape areas on streets that are wide enough to allow for it. We propose following AADT guidance from UDOT (See Table 9), which can help create a comfortable, walkable sidewalk for pedestrians. Also, adding green landscaped areas upon road diet provides a more attractive place and creates visual comfort (see Figures 19, and 20).

Figure 19. Road diet, trees, and green space added. The curb separates the buildings from the sidewalks.

Figure 20. Existing situation sketch and 3D sketch of design suggestion for road dieting, adding buffers, curbs, green landscape areas, and adding trees.

Initiative 1.2: Adding Street Trees

Adding street trees provides a more natural feel to the built environment as well as aesthetic qualities. In this case, the addition of trees also provides comfort for pedestrians thanks to the shade they case, and the further separation they help create between busy streets and sidewalks (see Figures 19 and 20). Initiative 1.3: Sidewalk Maintenance and Paving

Based on an individual visit and inspection of the neighborhood, we observed that many sidewalks are in disrepair. Proper sidewalk maintenance is essential. In addition, adding pavement instead of concrete in a few selected places within the neighborhood can improve the quality of the sidewalk and help Ballpark’s walkability.

Guiding principle 2. Pedestrian Safety [Yi] Initiative 2.1: Implementing traffic calming strategies

Traffic calming strategies can be described or defined as the main methodology which can utilize street alignments. Installation of certain road obstacles and barriers to lower operating speeds and reduce overall volumes of traffic flows. As reflected by the community survey, 13% of respondents believed that speeding has caused a hazard to future or current pedestrians in the Ballpark Neighborhood area. Some pedestrians will likely be more vulnerable to accidents or collisions with vehicles that are driving the speed limit. To lessen this vehicle speeding situation, some traffic calming technical measures can be recommended and applied in the Ballpark Neighborhood. For instance, speed bumps and speed cushions can be implemented. Both interventions have been proven to be effective at reducing driving speeds. Initiative 2.2: Make intersections more pedestrian-friendly

Creating safer intersections for pedestrians can be vital to lower the risks of fatalities and serious injuries coming from the converging of pedestrians and vehicles in unexpected ways. Moreover, sometimes it is just coincidence that pedestrians will have simultaneous conflicts with vehicles especially during rush hours in some parts of the Ballpark Neighborhood area. However, accidents shall be accidents and urban planners and traffic engineers need to figure out final solutions that can resolve this issue in the long-term future. Also, on the analytical basis of our survey responses previously, it has been the second prioritized concern that responders claimed that they were more worried about whether more safety intersections can come into existence very soon. To address this issue, the establishment of roundabouts in the epicenter of large intersections can be beneficial to creating safer intersections. That is because more buffering time and space can be generated for potentially increasing volume of pedestrians and vehicles will have adequate reacting time to control the speed or slow speed before they reach the roundabout area in the center. Initiative 2.3: Include pedestrian-oriented street lights

Street lights installation can help to make pedestrians realize more potential crime accidents in advance and strengthen personal safety in the early morning or late at night. It can allow pedestrians to be visible to any possible dangers or road-oriented risks before these accidents truly approach them physically or mentally. Based on our team’s detailed observation from Ballpark Neighborhood sidewalks and pavements, it did not look like an adequate number of

street lights have been established there. And consequently, 17% of all survey respondents mentioned that they were very concerned with the issue that there existed no early or late bus public services during a special time and thus they dared not walk at night or early morning on the street or sidewalk which stimulates more self-driving and traffic congestion. Guiding principle 3. Expanded Transit Service [Ian] Initiative 3.1: 1700 South TRAX station [Ian]

Currently, the only TRAX station in the Ballpark neighborhood is located at 1300 South. The second closest station is eight blocks further south beyond 2100 South and the border of Ballpark. This means many Ballpark residents live beyond what would typically be considered a walkable distance from these stations. This is why we recommend Ballpark coordinate with UTA on developing a future TRAX station located at1700 South, making a TRAX station significantly more accessible and walkable for a significantly larger portion of the Ballpark neighborhood. Initiative 3.2: Extended Service [Ian]

According to the responses from the Ballpark community survey, earlier and later public transportation services proved to be the most selected response for what would encourage people to drive less. People who commute to work often choose to drive because the current lack of early or late public transportation services may not fit with their schedules or they may not want to risk not being able to get home if they stay out later.

Currently, the bus routes in Ballpark are:

● Route 9: east-west route. Connects Redwood Road to the University of Utah. Travels along 300 West and 900 South in Ballpark. ● Route 17: Predominantly east-west route. Connects Central Pointe Station to the University of Utah Student Union. Travels along 1700 South in Ballpark. ● Route 21: Connects Central Pointe Station to the University of Utah. Travels along 2100 South in the Ballpark neighborhood. ● Route 200: north-south route. Connects Murray Central Station with North Temple Station.

Each of these routes is important, but could also see their services improve and expand. We suggest four ways to expand and extend service in the Ballpark Neighborhood.

1. Extend weekend service

Route 17 has no weekend service available, making it difficult for people to rely on that route as a main means of transportation. Adding weekend services along routes like 17 as well as expanding weekend services on the other routes would improve Ballpark residents’ likelihood of choosing to use transit over owning a car.

2. Increase frequency of Transit

Similar to weekend service, route 17 lags behind other bus routes, with buses coming only every 30 minutes during peak hours. Ballpark should work with UTA and see if they can get that down to at least once every 15 minutes.

3. Expand Nighttime service

The city of Las Cruces, New Mexico, is expanding its bus services to include nighttime service, in response to similar success in Albuquerque. They hope to help promote more of their citizens to go car-less, as well as support those who are low-income individuals that struggle to afford to purchase a vehicle.

4. Introduce a new bus line along 300 West

300 South is one of the more important roads in the Ballpark Neighborhood, as it is the location of many jobs and businesses in the area, including major retailers such as Walmart, Sam’s Club, The Home Depot, and Costco that are currently being highly underserved by public transportation. We recommend Ballpark work with UTA to see how they might either introduce a new north-south bus route along 300 South or retool one of the already existing routes to better serve this underserved corridor. Initiative 3.3: Improvement of Current Infrastructure [Ian]

Currently, Ballpark’s (and most of Salt Lake County’s) bus and bus stop infrastructure consists mostly of the simple ‘stick in the ground’ approach of having only metal posts indicating the existence of the bus stop. This approach, while inexpensive, is not remotely enough to convince people to utilize public transit over the comfort of personal vehicles. These stops provide no shelter, no schedule, and nowhere to sit. Often these stops are difficult for people in wheelchairs and other alternative pedestrian vehicles to access, with many lacking the standard concrete that more easily connects sidewalks with bus ramps.

With this in mind, it is important to identify key bus lines where this infrastructural improvement would be most beneficial in the shorter and medium term. Route 17 runs right through the Ballpark neighborhood and should be Ballpark’s, a major west-east connection. However, its bus stops lack the critical infrastructure that would improve riders’ experience and the likelihood of future use.

Such infrastructure improvements include: 1. Addition of bus shelters

2. Improve accessibility at bus stops by building proper concrete pads at stops

3. Provide bus schedules or maps

4. Provide adequate and appropriate lighting at stops (could be built into the bus shelter) A more radical option would be to reconfigure major roads to allow for bus-only or bus & bike lanes, but this would likely be difficult to be implanted in the short-term, although it should be considered in the decades to come. Guiding Principle 4. Improve the Bicycling Network [Byron]

This Guiding Principle addresses bicycling conditions in the Ballpark neighborhood. It is made up of three initiatives: more bike lanes, better bike lanes, and better bike parking. Initiative 4.1: More Bike Lanes The cycling network in the Ballpark neighborhood is incomplete. Of the neighborhood’s main corridors (State St, Main St, 300 W, 900 S, 1300 S, 1700 S, and 2100 S), only Main St and 1700 S have a continuous bike lane. That is one north-south corridor and one east-west

corridor. This incomplete patchwork of facilities discourages people from bicycling, as there is virtually no way to travel through the neighborhood without mixing with motorized traffic. To encourage higher bicycling ridership and reduce vehicle miles traveled, the city needs to expand the dedicated cycling network within the neighborhood.

To increase bicycling-as-transportation trips (in contrast to bicycling-as-recreation), more destinations need to be accessible by cycling infrastructure. Schools, parks, transit stops, retail and grocery stores, workplaces, and places of worship are the most common and important. And most of these destinations are located along the neighborhood’s main corridors. There is a trade-off to be made here. It would be less expensive to route bicyclists through neighborhoods with less traffic that would require little to no new infrastructure. However, when these neighborhood streets intersect the main corridors, they are predominantly unsignalized, and thus serve as barriers to creating a functional network. This would require bike-specific intersection upgrades at these locations, which would create additional traffic signals on the main corridors. City and state traffic engineers have very specific rules about signal warrants and spacing requirements, and may very well object to new signalization at intersections. Upgrading the main corridors themselves to serve all users would avoid this headache. Figure 21 shows the neighborhood’s current and planned bike lanes.

Figure 21. Existing and proposed bicycle facilities in Ballpark.

Initiative 4.2: Better Bike Lanes

According to the Salt Lake City Pedestrian and Bicycle Master Plan, 50-60% of residents are interested in biking more but are not comfortable with conventional facilities. This aligns closely

with the “Four Types of Cyclists” concept first popularized by Roger Geller in Portland, OR. Main St and 1700 S already have painted bike lanes, but these facilities provide no physical separation between cyclists and other traffic. These existing facilities, as well as the upcoming lane reconfiguration of 1700 S and reconstruction of 300 W, should be upgraded to facilities that incorporate physical separation and crash-worthy barriers between bicyclists and motorized traffic. Various options for these facilities are displayed in Figures 21 and 22 below. Designing and installing facilities that cater to this largest group will maximize return-on-investment and has the highest potential for diverting car trips to bicycle trips.

Figure 21: The 9-Line Trail in Ninth & Ninth.

Figure 22: Nashville’s 28th/31st Ave Connector has a bike lane that shifts from the street to the sidewalk.

Intersections prove much more complicated to design for all users than the roads that connect them. Because of this, existing bike lanes are often dropped on intersection approaches. However, new and innovative intersection designs are providing opportunities to retrofit existing infrastructure with improvements. Bicycle boxes, bicycle-specific traffic signals, and complete protected intersections, like the one at 200 West and 300 South (Figure 23 below), will make cycling safer and more enjoyable for the residents of Ballpark.

Figure 23: An aerial view of the protected intersection at 200 West and 300 South.

Initiative 4.3: Better Bike Parking

A necessary complement to increased bicycle travel is increased and improved bicycle parking. If riders are to patronize shops and stores, they will need somewhere to conveniently and securely leave their bikes while they shop or work. There is scant existing bike parking in the neighborhood, and the parking that does exist is less than desirable. The city’s bicycling website has no mention of bicycle parking, whether it be design standards or applications for installation. However, with the heightened concern with shared mobility devices, there is an opportunity for improvement. The city is currently developing guidance and rules for the operation of shared mobility devices. One of the biggest concerns being addressed is parking for these devices, as they are frequently left obstructing the sidewalk and entrances to buildings. This new guidance should also address bicycle parking, as bicycles and dockless scooters are similar in size and could easily share parking.

One additional measure specific to the Ballpark neighborhood is bike parking at the TRAX station and baseball stadium on 1300 S. There are 3 existing UTA bike lockers at the TRAX station, but the payment system is flawed. Instead of being available on a first-come, first-served basis like an airport or train station locker, these lockers are only available for a monthly rate. The community council should collaborate with UTA to see if they could change their current payment scheme to one that is more convenient for passersby and thus, might generate more revenue. If UTA is not interested in this change, the community council could look into procuring and installing its lockers at these two highly-utilized locations. The Portland TriMet has electronic bike lockers that operate this way. Conclusion

The bicycling network in Ballpark is largely inadequate. However, resident feedback and the region-wide focus on improving air quality suggest that there is political will to address this issue. Expanding the network of bicycle lanes, improving the safety and comfort of those lanes, and improving the state of bicycle parking in the neighborhood are the first steps the city should take in this effort. Making these improvements will induce more people to bicycle for transportation, just as widening a road induces more people to drive on it.

Focus Area 4: Greening Ballpark Guiding Principles [Maddy] A defining element of the Ballpark neighborhood is the mix of available amenities, including the stadium from which the community takes its name. There is an opportunity to leverage the community activation that is so obvious during the baseball season and extend that engagement to year-round activities by expanding green spaces and trails and improving access points across major arterials surrounding the neighborhood. Small parks provide a space for community interaction and have been proven to improve neighborhood safety. A more robust trail and park system, safely connected to the rest of the city, will provide opportunities for recreation as well as alternative modes of transit. These initiatives are all a part of the vision for Greening Ballpark.

A 2017 study completed in Philadelphia compared unimproved vacant lots with lots that had been greened. In the areas that had been greened, the study revealed an increase in the perception of safety, an increase in the amount of exercise, a decrease in the amount of vandalism, a decrease in the number of gun assaults, and an increase in the level of community interest in maintaining the newly greened areas. Our hope for Ballpark is that an injection of green spaces will further catalyze community members to proudly care, and continue to fight, for their beloved neighborhood.

Figure 24. Potential urban greening projects

City Planning Context [Maddy] Currently, the Ballpark neighborhood is impacted, directly or indirectly, by at least thirteen different city, county, and regional level plans. Regarding our focus on green spaces, the following plans are the most important to note: 1. 300 West Plan: This plan aims to increase pedestrian safety and promote equitable mobility, such as increasing sidewalk widths for wheelchair access. The improvement of this street, including the addition of more crosswalks, should encourage walkability and the creation of a more activated street. Hopefully, these improvements will also increase accessibility to the Homeless Resource Center on 300 W and High Avenue. 2. 9 Line Corridor Master Plan: This plan envisions connecting the 9th and 9th neighborhood to the Jordan River and beyond via a dedicated bike lane. About 1,000 feet of this trail currently exists in the Ballpark neighborhood. The planned expansion would take the trail directly east on its current trajectory. 3. 900 South Ramp: If a change to this ramp is considered feasible, it could potentially open up new land for redevelopment within Ballpark. 4. Life on State and State Street RDA Plan: Both of these State Street plans focus on providing much-needed access to green space as well as driving economic development by encouraging businesses to move in. 5. Crime Prevention Through Environmental Design (CPTED): This plan provides strategies for improving the function and image of homes to reduce the opportunity for crime. This plan’s strategies should be implemented for community facilities, such as community centers and park spaces. 6. SLC Central Community Master Plan: From 2005, this plan includes a future land use map for the Ballpark neighborhood that indicates the desired vision for the west side of Ballpark to serve as a regional commercial and industrial center. 7. Plan Salt Lake: This city-wide plan sets goals to reach by 2040 to best prepare the region for sustainable, responsible growth. Specifically, the neighborhood guiding principles call for community amenities (parks, natural lands, libraries, schools, and recreation centers) to be located within ¼ miles of every household. The parks and recreation guidelines echo this by stating that parks or open spaces should be within walking distance of every household. The economic guidelines call for an increase in the percentage of households within ½ mile of a neighborhood, community, or regional business node. 8. WFRC Wasatch Choice 2050: This plan focuses on connecting economic development with access to transportation and housing. This is important to consider when creating the neighborhood plan for Ballpark. This plan also calls for a TRAX stop at 1700 S in Ballpark.

Moving Forward Guiding principle 1. Green Alley Beautification [Katie]

The purpose of this principle is to help make the alleys in Ballpark safer for residents while also providing much-needed green space within the neighborhood. The alleyways in Ballpark have historically been associated with illicit activities, so including a way to provide safe corridors through the neighborhood is essential in this area. It will provide residents with a safe environment, increase pedestrian transportation options, improve local air quality, provide access and opportunities to recreate and enjoy nature, beautify the area, and provide a vibrant artistic outlet.

Initiative 1.1: Engage the community.

We propose engaging community residents and businesses to create a pilot “adopt an alley” program within a few alleys. Community engagement is vital to ensure the project is successful and to create a sense of pride and ownership in the project. Two successful initiatives in Los Angeles and Boston provide some insights on how to engage the community in beautifying and upkeeping alleyways: Avalon Green Alley Network and the Dudley Street Neighborhood Initiative. Both of these programs recognized the challenge of inconsistent participation and a negative perception of alleys. To address them, numerous events were created, such as alley cleanups, tree plantings, community art projects, and a neighborhood watch program that coordinates with the police. Another key method in getting the community involved was to get the children of the neighborhood engaged in the project. These programs get kids excited and invested in the project and their neighborhood to ensure that it stays protected as they grow into adults. By investing both in the youth of Ballpark and hosting numerous events, Ballpark can gather community input to not only help implement this program but also protect it in the future.

Two alleyways are proposed as a pilot program to create green alleys and public space. One is the alley on the block between Paxton Ave and Fremont Ave off of 200 W. This is an alley that runs through a residential area. By greening the alleyway through the use of green infrastructure and public art installations, we can reduce flooding while also providing public art to the residents. Another alley that would work well is the one behind the Wasatch Inn, one of the low budget motels in the area. By implementing a public space for those that need it most, we could allow people to not only care about this space but also maintain it, thus potentially leading to jobs and a reduction in crime in the area. The only way these pilot projects can be successful, however, is if the community is involved from the start. Initiative 1.2: Green alleys as green infrastructure.

We suggest improving green infrastructure in alleyways (permeable pavement to reduce flooding, dark-sky light fixtures, high-albedo surfaces, and native planting) to establish the area not only as a space to mitigate stormwater runoff, but also to create a green corridor for recreation and quiet enjoyment. Ballpark residents have cited a lack of green space within their neighborhood, according to the community survey. Out of the 57 responses, 29 answered “parks” when asked, “What types of community services does your neighborhood need the most?”. Creating green space within underutilized areas such as alleyways would assist in filling this need. Further, flooding is an issue within the Ballpark neighborhood, which creates a need for green infrastructure solutions to not only create much-needed greenspace but also solve the issue of flooding.

Numerous plans across the country are trying to solve this issue. For example, in 2006 Chicago implemented the Chicago Green Alley Handbook. This plan was meant to address the issue of providing greenspace to areas that are lacking while also solving the issue of flooding in the city. One of their main goals was to introduce permeable pavement to allow water to percolate through the soil and into the water table, thus not only reducing flooding but also recharging the groundwater supply. They also suggest using high albedo pavement to reduce the urban heat island effect and cool the surrounding homes more easily. In 2018, a study was performed to determine how these alleys were doing, with mixed results. Learning from some of Chicago’s mistakes, such as using permeable concrete pavement rather than permeable asphalt, we can tailor the materials and designs to fit Ballpark’s needs.

Initiative 1.3: Placemaking in alleys.

We propose providing seating and public art displays, including sculptures and murals from local artists within the neighborhood, to create a sense of place and ownership in the area. Ballpark has an abundance of commercial industries, such as numerous big box stores, auto-body shops, and residential areas. There are numerous restaurants and breweries, such as Ro-Ja Brewery and Lucky 13 Grill, but on many streets, such as Main Street and State Street there is a lack of public gathering space and outdoor seating. According to the community survey, 72% of respondents want more outdoor seating, and 22% want more public art. Alleyways are a great opportunity to incorporate these amenities through outdoor seating and public art done by local artists.

In conjunction with the community involvement initiative described above, public art installations and other design input from the community will help create a sense of place and ownership. This can be seen in the success of the Avalon Green Alley Network Demonstration Project in Los Angeles. Further, the program in Los Angeles wants to incorporate outdoor seating for cafés and entrances to retail areas, creating a more pedestrian-friendly scale. This would be greatly beneficial to Ballpark as many areas within the neighborhood are not considered pedestrian scale. Adding an element such as outdoor seating would not only help create a pedestrian-friendly area but also utilize an under-utilized space. Design concepts for both pilot alleys incorporating these amenities in addition to the green infrastructure outlined above are included below (see Figures 25 and 26).

Figure 25. This is an example of the residential alleyway off of 200 W. As most alleys still have vehicular access, this alley will still be able to drive through, but the pavement will be permeable concrete rather than standard asphalt. The patches of grass represent the public gathering spaces and green infrastructure such as native plantings to be incorporated. Streetmix does not have an option to represent murals, but ideally, there would be murals and other public art installations on the sides of these buildings done by local artists to provide a sense of place and pride in Ballpark.

Figure 26. This is a design idea for the alleyway behind the Wasatch Inn. The wayfinding piece represents a public art sculpture of some sort, while the bench represents a small parklet with native plantings like the scrub brush. There is no car through-fair for this alley in the hopes it will be a green corridor for residents of Ballpark. Initiative 1.4: Maintenance and care.

Contract with companies that employ unhoused individuals and disadvantaged youth, for example, Advantage Services, a company that develops jobs in the community, and their program that walks around alleys once a week to clean them up. The Adopt-an-Alley program can be used in conjunction with this company. Both of these programs can be used as a safety measure and for future maintenance of the alleys.

Greening alleyways is not the easiest option when it comes to revitalizing a neighborhood. More maintenance is required to ensure the new green alleyway serves its purpose. For example, weeds must be pulled from the small gardens lining the alley to ensure they are not overrun in the future. The permeable concrete also needs to be maintained through a street-sweeper to ensure weeds do not build up in the cracks, preventing water from percolating through the surface. If proper and regular maintenance is not done, the concrete will fail. Further, alleyways have a stigma of not being the safest place to be. Illicit uses of the alleyways would diminish as they are being maintained and patrolled regularly. Utilizing a company such as Advantage Services would also be beneficial in decreasing crime and assisting with maintenance. They organize a weekly alley clean-up walk to clean alleyways within the Ballpark neighborhood and employ people with mental health issues, people who are experiencing homelessness, and who have a criminal history. Ballpark has a large homeless population, so providing a service for employment for those experiencing homelessness would be an important community service in the neighborhood. Utilizing an Adopt-an-Alleyway program, such as having a team of kids from the local elementary school adopt an alleyway as a service project, would also be a good way of performing maintenance on the alleyways while also getting the kids in Ballpark excited about their neighborhood and encouraging them to want to protect it in the future. Guiding principle 2. Privately Owned Public Spaces (POPS) [Molly]

As a guiding principle, integrating privately-owned public spaces (POPS) along neighborhood corridors offers a way to improve access to public spaces in Ballpark, while reducing the costs needed from public funds. POPS are publicly accessible spaces that are developed, maintained,

and operated by a private owner, typically as a part of a large development project. Encouragement of privately-owned public spaces was one possible initiative outlined in Salt Lake City’s Downtown Plan, as an effort to have parks accessible within 0.25 miles of downtown residents. When properly structured, POPS have the potential to benefit the community through open use of engaging spaces, the developer through better community-relations and zoning incentives, and the city through healthier communities without large expenses. Initiative 2.1: Incentivize the integration of privately-owned public spaces in new large developments.

Incentive zoning is a common method for encouraging the development of these spaces, allowing developers to build their projects beyond the maximum floor area typically permitted. In Seattle, development projects in the downtown area that meet certain criteria can receive a bonus ratio of five extra square feet per one square foot of public space. Bonuses are allowed up to a maximum of 5,500 to 15,000 additional square feet, depending on the type of public space. This type of incentive bonus has led to the development of over 40 POPS in Seattle. An example of how such incentives could look in the Ballpark neighborhood is shown in Table 12.

Table 12. Example of Possible Building Height Bonuses Based on POPS Development, Salt Lake City.

A large portion of the Ballpark neighborhood is not currently within a 0.25-mile walk to a park, showing a need for increased accessibility. Access to green space for these parts of the community could improve through the development of POPS if properly incentivized. Developers benefit beyond the building size bonuses; further engagement with the community and higher foot traffic could be enticing as well. However, if even greater incentives are issued in exchange for POPS, the number of projects that take advantage of the program would likely grow. Initiative 2.2: Create design and management standards for the usability of POPS.

The use of design and management standards for privately-owned public spaces is necessary for ensuring that the spaces are truly accessible and usable by the general public. Cities such as London and New York have received criticism for POPS that are not truly public spaces, but rather for the private use of residents or patrons. New York has developed robust standards for POPS to address this issue, providing a good framework for what standards could be included, should a POPS program be put into place for the Ballpark neighborhood. Examples of required standards for POPS (along with relevance for the Ballpark neighborhood) include bike parking requirements, a minimum number of trees planted on the site, and required sign postings stating

that the POPS is public space. In creating these design and management standards, examples of successful and engaging POPS should be used to convey the desired development.

Figure 27. Example of a privately-owned public space in New York City.

Initiative 2.3: Develop a monitoring and enforcement plan to guarantee the usability and accessibility of POPS.

The development of a monitoring and enforcement plan is crucial to ensuring POPS are continually open for public use and maintained to acceptable standards. This could take the form of direct collaboration with Salt Lake City’s Public Lands division, where employees of the division conduct “wellness checks” on these spaces to ensure standards are met. Part of this initiative could also be tracking the success of the POPS program. Tracking the number of POPS, the amount of use they receive, and the level of engagement on these sites would continually inform improvements made to the program.

Cities with POPS programs in place have also begun to develop archives and maps to ensure the public know of these places’ existence, such as in San Francisco, New York City, and Seattle. Similar to public space signage, having these locations made public would help prevent re-privatization of these spaces over time. Guiding principle 3. Parks and Natural Green Spaces [Maddy]

All Ballpark residents will be near a variety of recreational opportunities that encourage safety and promote community cohesion.

Initiative 3.1a: Pocket Parks.

Vacant lots and underutilized rights of way will be converted into pocket parks in and around residential and mixed-use areas. A variety of precedents exist to support the efficacy and efficiency of pocket parks. For the best comparison, we will focus on western cities that are similar to Salt Lake. In Denver, a rapidly growing city like our own, vacant lots and boarded buildings have been converted into parks to provide public green space in underserved, or park- poor, areas of the city. One example of this is the conversion of an abandoned Thriftway into a pocket park following resident complaints about “violent crime and drug activity.” Another example is the conversion of underused rights of way into a series of three pocket parks along East 30th Avenue (see the image below). A similar concept could be mimicked in the Ballpark area along Richards Street. An example of a pocket park map from the city of Denver is linked here and could be used as a basis for designing Ballpark’s pocket parks.

Figure 28. Pocket parks along 30th Avenue in Denver, CO. Source: Google Maps.

Portland and Seattle have long used pocket parks to connect more citizens to green space. In Seattle, disused transit and utility stations have been converted into pocket parks near mixed- use areas because the use of green space has been tied to economic stimulus and overall healthier, more robust cities. People are drawn to retail or mixed-use spaces and are more likely to remain there if green space exists. More people out and about means more people are monitoring neighborhood streets and parks, which thereby deters illicit or unsavory activity. This comes from Jane Jacobs’ famous concept of needing “eyes on the street” for a safe and active environment.

Initiative 3.1b: Little Libraries.

Small, locally-stewarded book cabinets will be added to public green spaces near residential areas to increase accessibility to books (see Figure 29). Though it is not necessary to be affiliated with this organization, Little Free Library provides a framework for imagining the impact of such a network in Ballpark. Statistically, children growing up in a home without books are an average of three years behind in academics. Two out of three children living in poverty do not own any books. Given the area median household income of $23,853 in Ballpark, it is reasonable to assume a significant portion of the population may have limited access to books. The concept of the Little Library program is to provide access to books through small, cabinet- sized libraries stewarded by volunteer community members. Because stewardship is a required element, the first step in the process will be conducting community outreach to gauge interest in the program.

Millcreek City has made a concerted effort to bring in little libraries, or “book nooks,” by providing them at no cost to residents who volunteer to maintain and restock them with provided books. Millcreek’s Promise Program raised funds to purchase and build 10 little libraries and elicited the donation of thousands of books. This program could be used as a model for Ballpark, though we would suggest placing the libraries in pocket parks and other green spaces

rather than requiring property ownership for participation because 76.2% of Ballpark residents are renters. These libraries are intended to supplement the public library system and encourage literacy at the local level.

Figure 29. Example of a Little Free Library (Source: Every Neighborhood Partnership).

Initiative 3.2: Safe Crossings

Green space will be utilized to create safer and more connected pedestrian environments. A “safe crossing” - a tool used for pedestrian safety and traffic calming - consists of a bulb-out and a raised crosswalk. A bulb-out indicates an extension of the sidewalk, generally into a parking lane, to narrow the roadway. This serves as a visual marker for drivers that something is coming while simultaneously reducing the amount of time a pedestrian is physically in the street. Our suggestion is to attach these safe crossings to pocket parks to encourage pedestrian safety and movement in and out of the neighborhood. One issue limiting walkability in Ballpark is the lack of safe access points across major arterials that line the perimeter of the neighborhood.

Safe Routes Utah, the state-wide program dedicated to creating safe routes to school for students living 1.5 to 2 miles from a school, provides grants for both educational and infrastructure changes needed to create safer environments for walking and biking. Elementary- aged students living in Ballpark are zoned to attend one of two Salt Lake City School District schools (bussing is not provided for either of these schools). Walking or biking to both of these schools requires students to cross State Street – a 6 to 7 lane street with a posted, but largely ignored, a speed limit of 35 MPH. We recommend seeking a grant to create a safe route across State Street at Kensington Avenue, where there is currently some infrastructure including stoplights, crosswalks, and a crossing guard. This route could be utilized by elementary students accessing Liberty and Whittier, high school students accessing Innovations, and college-aged students accessing Salt Lake Community College. The route would similarly

connect non-school aged Ballpark residents to resources at Salt Lake Community College, including a theatre and library.

Figure 30. S-Line Greenway in Sugar House (source: www.parleystrail.org).

Initiative 3.3: Trails and Natural Spaces - A network of trails will be built in the Ballpark neighborhood and connected to trails around the city to provide access to green space and improve overall connectivity (see Figure 30).

Typically, trails in urban and suburban areas are built on underused or particularly large rights of way, along transit lines, or rail lines no longer in use. Ballpark has the opportunity to take advantage of any or all of these three strategies. An example of a greenway trail along a TRAX line, the S-Line Greenway, exists in the Sugarhouse neighborhood of Salt Lake. This strategy could be used along existing and future TRAX lines in the Ballpark neighborhood.

The 1976 Railroad Revitalization and Regulatory Reform Act created a rail to trail grant program that, along with the 1983 Trail System Act, has been used by cities across the country to convert abandoned rail corridors into public paths. Because rail lines generally run along land that is flat or gently sloping, these converted trails are easily accessible and ideal for activities including walking, biking, wheelchair use, inline skating, and cross-country skiing. The level of accessibility to green spaces is particularly important in Ballpark because 10.2% of the neighborhood population is estimated to have ambulatory issues – this is more than double the Salt Lake City average of 5%.

In Ballpark, there is a section of an abandoned rail line that, once converted, could be attached to the 9 Line Bike Trail that plans to expand from its current endpoint at 500 W all the way to

Liberty Park. The rail-trail could then connect to a greenway along the TRAX line that runs north-south on 200W (see Figure 31).

Figure 31. Proposed rail trail, shown in orange.

Additionally, there is an opportunity to daylight rivers and streams along 1300 S in Ballpark that could provide natural space for residents and wildlife. This opportunity is still being explored.

Guiding principle 4. Community Gardens [Brad]

Community gardens are well known for providing space for neighbors to grow fresh, healthy food close to home. But beyond improving food access, community gardens provide the space for powerful neighborhood-level social change. One method to implement a community garden into a neighborhood is transforming vacant and abandoned lots. This offers access to the outdoors and recreation, builds social connection and cohesion, provides spaces for education and economic development and supplies local food sources to the neighborhood.

Initiative 4.1: Engage local community non-profits and residents to build collaboration and effort to establish a community garden program in Ballpark.

Encouraging diverse participation in the design, creation, and tending of community gardens will provide educational opportunities for community collaboration and cohesion. Incorporating the community with local nonprofits like Wasatch Community Gardens offers several benefits for residents, brings people together to learn and grow, and contributes to the common good of the neighborhood. This sort of collaboration constructs an opportunity for a diverse group of people and families to develop social capital within Ballpark by working, playing, and learning from one another.

Community Gardens provide a skillset, knowledge, and educational program(s) for the community to learn how to grow food for themselves while simultaneously helping those experiencing homelessness by establishing a good work ethic and cultivating a skill set. Ultimately providing education, access to healthy foods, along with economic support and job training for the residents in Ballpark.

Initiative 4.2: Identify and Designate - Identify land parcels within Ballpark that can be designated as a community garden site.

Currently, Salt Lake County does not have any proposed community gardens in the Ballpark community. What Ballpark does have to go for it currently is there are several abandoned lots along major roads like State Street, 1300 S, and 1700 S (Figure 31). Wasatch Community Gardens (WCG) and Salt Lake County have a partnership to assist with the process of starting a community garden; they estimate a 1-2 year process towards becoming approved. Once approved, WCG will assist with the design, develop, and get the community involved with managing the garden.

Wasatch Community Gardens and Salt Lake County have a partnership that has a set of tools and guidelines to identify and designate parcels; outlining the steps and procedures to selecting and acquiring land for a community garden. Like who needs to be involved in the process, funding, what makes a plot suitable for a garden, and acquisition. Site selection will most likely need access to community households, reliable water sources (plumbing), and flat areas that receive at least 8 hours of sunlight to name a few. This handbook provided by the WCG can act as a guiding document for the planning and management process for selecting the appropriate location based on the community's needs.

Initiative 4.3: Community Building - Ensure the health and safety of residents/gardeners; and ecological integrity of the garden(s) and surrounding area(s) by using community gardens to build a community.

Community gardening encourages a more active lifestyle by getting outside, working with their hands, connecting with fellow friends, and making new ones. We know going outside is good for our well being, but community gardens offer so much more than that. Community gardens can increase access to fresh foods, increase food security, understand where food varieties come from, and how they grow. They provide an escape from the urban lifestyle, empowering individuals and families to organize and become advocates for the community - making it stronger. A space where people of all ages, race, and sex can learn from each other, cultivating new relationships and unify the people living in the neighborhood.

Ballpark is a borderline food desert as the communities are underserved and divided by the membership machines of bulk food business/grocery stores. Areas with little access to affordable and nutritious food are those that are more vulnerable to health issues and disconnection with each other. Community gardens provide a level of community cohesion creating an opportunity for social capital to build equality. They also provide a space to grow low-cost food for those who don’t know how or have to space for a garden at home. Community garden(s) will lift Ballpark from ruins of abandoned buildings and lots towards a community that wishes to create a change for the better and take an interest by getting more involved with their neighborhood (see Figure 32).

Figure 31. Location of proposed community garden.

Figure 32. Urban patch transformed into a community garden in Indianapolis, IN (before and after, respectively).

Conclusion Ballpark is a neighborhood at the intersection of historical charm and modern convenience. It has a lot to offer residents and visitors and now, while it continues to grow, it is the time to plan for the future. It is suffering from a lack of connection to nature as well as safe routes around the neighborhood. It is also clear that residents are ready and willing to fight to improve their home. These initiatives seek to encourage community activation and build a year-round vibrancy.

Focus Area 5: Creating Vibrant Transit Station Areas

Figure 33. Transit station areas map.

Guiding Principles [Monika] To make a vibrant, transit-oriented community (TOC), our goal is to develop four TOCs along 900 South, 1300 South, 1700 South, and 2100 South. Ballpark can evolve as a safe and pedestrian-friendly urban center, with the short travel distances between living, work, commercial, and recreational destinations. Urban design principles can potentially guide the community to become such a place. With this goal in mind, we have developed five guiding principles: Pedestrian connectivity, Building design, Landscape, and outdoor spaces, Integration of landmarks, and overall TOC layout. The guidelines will help each station include similar urban design elements to create a cohesive pattern throughout the Ballpark community.

City Planning Context [Jay] Ballpark Community is directly or indirectly by over 15 city, county, and regional level plans. These plans will impact several fields such as urban design and walkability in Ballpark in the future. To understand the circumstances of urban design and walkability in Ballpark Community, the following plans should be considered:

Salt Lake City Pedestrian & Bicycle Master Plan: This plan mainly discusses creating complete streets, increasing accessibility, encouraging public and economic health, and improving air quality for pedestrians and cyclists. The purpose of this plan is to create a pedestrian & cyclist- oriented street network for Salt Lake City.

9 Line Corridor Master Plan: This plan includes the connection between 9th and 9th neighborhood to the Jordan River and more by a bike lane network. The purposes of this plan are improving the walking and biking experience, and vitalize the neighborhood by encouraging public arts and protecting the local ecosystem.

300 West Plan: This plan focuses on improving walking safety and equitable mobility such as the sidewalk accessibility for wheelchair access. The purpose of this plan is to improve public health and safety by improving the condition of sidewalks, crosswalks, and wheelchair accesses.

Salt Lake City Central Community Master Plan: This plan indicates a future land use for developing the west side of Ballpark as a regional commercial and industrial center.

Crime Prevention Through Environmental Design: This plan aims to use the image of homes, streetlights, landscaping, and natural barriers to decrease the incidence and fear of crime.

Moving Forward Guiding principle 1. Station Area Layouts Create Vibrant Places [Mitch] Initiative 1.1: Provide a Mix of Uses Transit-oriented communities are designed to include a variety of spaces within a short walking distance of the user. Typically, the developments include residential, commercial, and recreational spaces to create a rich experience for both residents and visitors. TOC stations in the Ballpark neighborhood should prioritize the balance and organization of these spaces to optimize the said experience. Some guidelines to follow include:

● Use an assortment of different spaces such as condos, offices, retail shops, schools, parks, and plazas.

● Logically organize each program while still mixing them to create variety within the site. ● Introduce recreational spaces (such as parks, plazas, or monuments) intermittently throughout the community to create a place of congregation and allow for open space. ● Place public spaces on the ground floor to increase accessibility, while locating private spaces on the upper floors to increase separation.

For these spaces to be created, Salt Lake City must consider rezoning the land surrounding each TRAX station to a “Transit Station Area.” This change will allow mixed-use spaces to enrich and improve the Ballpark community. For more information, please see Salt Lake City’s Transit Station Area Development Guidelines.

Initiative 1.2: Layout Buildings and Public Spaces Strategically

Figure 34. Westminster Station uses a set of strict guidelines in order to create a successful transit- oriented community. The transit station and open park space is used as a grand entry for the community.

Along with the type of spaces created, transit-oriented communities should focus on creating a desirable atmosphere. This requires careful consideration of where buildings and public spaces are placed in reference to parking and transit stations. Users should be encouraged and enjoy walking from venue to venue and want to spend time within the development. The Ballpark residents requested more spaces of interaction. While referencing projects such as the Westminster Station, TOC stations in the community could provide new places for residents to enjoy. A few things to remember while designing the community are: ● Organize buildings tightly onto the site to increase the density. This method creates a human scale and more friendly, walkable streets.

● Align buildings and entrances to principal streets (i.e. 1300 South) to create a visible community edge and allow for easier accessibility to the community. At least 75% of the property line on principal streets should be built up with structures. ● Orient buildings to street corners to help users easily recognize buildings and adjacent streets. Street corner buildings should be reserved for activities designed for the public ● Design open spaces into the development such as parks and plazas to create points of interest. An overlay ordinance will require developers to provide this mentioned open space. At least 50% of the TOC footprint will be dedicated to open space. ● Arrange the community according to the location of each transit station. Buildings, parks, and plazas should emphasize the stations rather than hide them. Westminster Station uses its transit station as an entrance to the TOC. (See above image) ● Hide public parking for the transit stations and visitors within a parking structure or behind buildings. This will help emphasize pedestrian travel. ● Scatter landscape, vegetation, and water features throughout the development to connect the user to the environment. Sustainability efforts should be considered when possible. Initiative 1.3: Respond to Existing Surroundings While what happens within the transit-oriented community should be the main focus, acknowledging and responding to the site’s surrounding conditions should also be a priority. Each site along the TRAX route has unique and diverse qualities that make up the character of the Ballpark community. These qualities should be embraced to retain the community’s sense of character. Some suggestions to accomplish this include:

● Acknowledge the presence of 200 West at the 900 South TOC. This station is located at an intersection and should be wary of vehicular traffic. Consider focusing on sidewalk conditions and creating a pleasant experience for those traveling on foot. ● Highlight the proximity of Smith’s Ballpark on 1300 South. Buildings should be arranged accordingly to create a visual connection between the TOC and the ballpark. ● Emphasize the residential spaces within the TOC station on 1700 South. This area is the most isolated of the four stations and should focus on the internal components of the community. ● Embrace the businesses and commercially zoned property of 2100 South. This TOC station should tie directly into the principal street and provide additional businesses for residents to enjoy.

Guiding principle 2. Building Design [Monika] Initiative 2.1: Building orientation, form and uses

Placement, form, and uses of the buildings are important for generating a pedestrian-oriented street. All buildings shall be placed parallel and near to the primary and secondary streets to create a sense of a sense of enclosure. Here, the height of a building and width of the street becomes a significant factor. In general, a ratio between 1:2 to 1:3 of building height to street width shall be maintained to achieve human scale (Özyavuz, Murat. (2016). Kentsel Tasarım - Urban Design). Besides total heights, all architectural elements of a building such as windows, door, columns, porches, entries, staircase, etc. maintain a human scale. Building orientation shall be such a way that ensures daylight reaches the streets and alleyways.

Mixing of commercial, office, and residential uses shall be highly encouraged both vertically and horizontally to create a vibrant community with easy access to housing, jobs, stores, and services. Lower floors of any mixed-use projects must be reserved for active uses. Upper floors must be used for offices or dwellings. Having residential units at the upper floors can be beneficial to prevent crime since there will be people living nearby the street during evening and night time.

The following figures show examples of building forms, mixed-uses, and bringing daylight into alleys.

Figure 35. Building form & uses - Lower story retail while upper story residential units. Credit: KTGY Architecture and Planning

Figure 36. Human scale design. Credit: Özyavuz, Murat. (2016). Kentsel Tasarım. Urban Design.

Initiative 2.2: Ground floor transparency

Ground floor transparency is essential for creating an active ground-floor environment as the ground floor establishes the best horizontal connection with street activities. Many cities now show the benefit of having ground-floor retail in TOC zones. However, this retail becomes successful only when the facade transparency of ground floors is integrated into building design.

High transparency on the ground floor triggers sidewalk activities such as window shopping. Moreover, it boosts the local economy by attracting consumers through its product display. High visual connectivity with the surrounding makes people feel safe and comfortable when they walk around. Overall, ground floor transparency can potentially give life to a numb street.

Therefore, the Ballpark neighborhood can focus on achieving these design criteria while developing new TOC zones. It is recommended to have 80% transparency on the ground floor of street-facing buildings located within ½ miles of proposed TOCs (Santa Monica, Zoning Ordinance). If there is a courtyard or an alley, the same percentage is not needed. The upper floors shall gradually decrease transparency if needed. The ground floor height shall also be higher than the upper level.

From different planning guidelines, it is found that ground floors should maintain a height of 16’ to establish a good proportion of transparency as well as human-scale (Santa Monica, Zoning Ordinance). Following a presentation diagram:

Figure 37. Ground Floor Transparency Credit: Design Guidelines, TOD development, Honolulu, 2018.

Initiative 2.3: Front-facade designs

While transparency is a significant part of the ground floor facade, there are other design guidelines to create the street-facing wall interesting. Proper facade design is desirable to limit the overwhelming size of individual buildings, to break-up the appearance of superstructures. It helps to mitigate the dominating-feel generated from street-side buildings. Facade design contributes to visual enrichment and break-down monotony.

There are multiple ways to design facades. One way is to include a combination of materials, colors, surface treatments, or different decorations inspired by the local architectural features of the Ballpark neighborhood. Another way can be including doors, windows, and balconies (for upper residential floors). Doors, windows, and balconies break-down the massing of a building.

Facade articulation is another great way to create visual enrichment. It means changing the depth of a flat surface with recessed or projected patterns. Recessed pockets at the ground level can also be utilized to create parklets and thus producing some focal points along the street. No more than 25 feet shall be continuous blank or featureless for street-facing facades. On the other hand, facade types such as shopfront style, arcade-style, gallery style, stoop-door style, etc. are found to be successful in creating a vibrant pedestrian environment.

Therefore, we recommend the Ballpark community shall integrate the above-mentioned features into all street-facing building facades near the proposed TOC. With attractive and charming facade designs, a street block can establish its own identity. The following image shows an example of facade design preserving historic look:

Figure 38. Facade design, Mercato, Naples, FL. Credit: Madison Marquette Portfolio.

Initiative 2.4: Parking features

Parking spaces should be strategically located to not interrupt walkability. Reduced numbers of parking spaces can do greater help in transitioning places to become more walkable.

Thus, parking shall be located behind buildings away from, especially primary street frontage. It allows the front-side or street-side to be useful for creating an appealing inviting walking environment. Large surface parking lots dehumanize places and discourage walking. It can be much better if the city can discourage surface parking and encourage parking below ground. This parking only refers to private residential or commercial parking - for those who live or work there. Regarding parking for restaurants, Ballpark can look into the requirements of the Transit Station Area zoning district in SLC.

The number of parking spaces can also be reduced by introducing shared parking between residential and commercial uses. This measure will only be applicable if there are different peak hours of parking demand. Creating shared driveway access will also be helpful to utilize space for walkability. Developers must ensure that parking access and driveway interrupt the building, sidewalks, and pedestrian activity minimally. Following diagram shows how to plan a parking lot behind a building:

Figure 39. Parking design example. Credit: Design Guidelines, TOD development, Honolulu, 2018.

Initiative 2.5: Building entry and setbacks

The entry design is an important element of the overall building environment. Entries can have a remarkable impact on its users in providing activity for the street and creating an identity for the building itself. The entry should be placed and designed in such a way that it welcomes the visitors, pedestrians along with its residents. Incorporating small entry plaza with some wide steps often create that welcoming feeling from the streets. Sitting areas can also be added with steps. Besides these architectural elements, entry space can also be designed with appealing planter boxes.

Mixes-use, commercial or even residential buildings can take the initiative to add a sculpture or a fountain at their front entrance along with landscaping. It is also important to make the entry universally accessible. If any building horizontally covers more area and has multiple uses, one entrance per 50 feet interval is recommended. (Design Guidelines, TOD development, Honolulu, 2018).

The setback can be integrated in creating a wide welcoming entry for any development. Restaurants can utilize setbacks to provide outdoor seating. It is also appropriate to align other buildings to the parcel property line to create a vibrant street.

Figure 40: Entry design Credit: 111 Maplewood Ave. Development by DeStefano Architects and Novelis’ Headquarters by LAS architects

Guiding principle 3. Landmarks within Transit-Oriented Communities [Janie] Initiative 3.1: Pedestrian Use

When asked what type of businesses they would like to see in the neighborhood, 25% of the residents of the Ballpark community responded with bars and restaurants, with another 20% stating small businesses focused on clothing, furniture, or specialty items. By incorporating business like those previously mentioned, and what the community is asking for, doing so would help create a better pedestrian use of the neighborhood, and could even create landmarks associated with certain vendors.

There are several good examples of combining stations with mixed use to gather the public and create landmarks. One is Oakland’s Fruitvale Transit Village. The article linked mentions how the village transformed a gritty, run-down parking lot in one of Oakland’s most underserved neighborhoods into a vibrant, mixed-use community center. The village is located right next to the BART station but provides a plaza that gathers the public by using shops and housing. Placing shops and residences near transit stations help revive the area and enhance the experience of the community. Initiative 3.2: Landmarks Used as Destinations

Within transit-oriented communities, attractive areas are essential to the success of the station. These destination hotspots can help define the TOC space and make it more known. As a local example, Smith’s Ballpark within the Ballpark neighborhood stands as a destination in some sort as it is what the neighborhood is named after, due to the stature of the ballpark and the crowd it brings in. Creating more destination spots can help create a desirable atmosphere that is more appealing to the public and community and more engaging.

A local project within Salt Lake City that encourages pedestrians to walk, while using landscape would be City Creek Center. The shopping mall located right next to TRAX serves as a landmark through the city because it also features landscaping with the city creek running through the center of the shopping center, which also provides housing above the shopping. Even though the location is in Downtown Salt Lake City, using shopping centers and landscaping near TOC stations will significantly help create landmarks that can be destinations for pedestrians, especially if housing is on site as well.

Initiative 3.3: Sense of Identity

While transit-oriented communities should be unique and attract users by what is near, it will be very useful to have a sense of identity that is consistent throughout all TOC stations. This could be done in several ways, some through the use of color, structural form, art, etc. Using things like previously suggested would create stations that are helpful to the user in the way that the user sees the station and knows it is a station because it resembles the other stations, or landmarks nearby resemble other landmarks near other stations within the community. Some variance will be needed and won’t be avoidable, as each site will be slightly different due to the site surroundings and will be influential on creating a site-specific TOC. But by using landmarks, it makes it even easier to create a sense of identity throughout the neighborhood.

Landmarks being used at transit-oriented communities to create a sense of identity could even be art forms, such as sculptures. A great local example would be The Asteroid Landed Softly located in Downtown Salt Lake City. The sculpture is part of the Salt Lake Public Art Collection and is a sundial that represents the landscape of Southern Utah. Placing sculptures like this near TODs would help create a sense of identity not only throughout the Ballpark neighborhood but could also tie into Downtown. The way the sculpture highlights Southern Utah’s landscape also ties in other parts of the state as well and could be an interesting feature, as well as using artwork through Salt Lake Public Art Collection. Guiding Principle 4: Providing Attractive, Safe, And Comfortable Streets [Jay] Initiative 4.1: Street Design

In the future, the TOCs will be located on 900 S, 1300 S, 1700 S, and 2100 S. High traffic volume, large street size, and low pedestrian-friendly elements are the most distinct characteristics of these streets. According to the observation from Google Earth, the width of 900 S, 1300 S, and 1700 S is between 60 and 68 feet; especially the width of 2100 S is between 70 and 105 feet. Also, some sidewalk sidewalks are not buffered such as 2100 S, 1700 S, and 1300 S. Also, the tree canopies on those streets cannot provide enough shade for pedestrians. 2100 S and 1700 S only have 2% and 4% of tree canopy in the Ballpark neighborhood. Also, the pedestrian volume will increase in the future due to the new TOCs plan. It is easy to predict a conflict between vehicles and pedestrians. identifying a new street width and design is essential to the Ballpark Community.

Seattle created a good example of sidewalk design for the medium-density community. According to the Street Type Standards of Seattle, the street width of the urban village main is 81 feet at minimum, and 97 feet at maximum. The street width of the urban village includes: 1) 2*0’-6’ frontage zones, 2) 2*6’-8’ pedestrian clear zones, 3) 2*6’ landscape and furniture zones, 4) 2*8’ buffered bike lanes, 5) 1*11’ transit lane, 6) 1*8’ flex zone, and 7) 2*11’ travel & transit lanes (Figure 41 & 42). This is a fantastic street design full of pedestrian-friendly elements. This street design will not only provide enough, comfortable, safe, and smooth spaces for pedestrians, cyclists, and vehicles, but also will create a peace relation between pedestrians, cyclists, and vehicles in the Ballpark Community. The frontage zone provides enough space for outdoor seating; the 6’ to 8’ pedestrian clear zone creates a clear, wide, and smooth walking area for people; and 6’ landscape zone makes large tree canopies for the pedestrian. It is worth mentioning this new standard also provides enough space for creating street art and the culture of the Ballpark such as paintings and sculptures. This road diet design is good, but decreasing vehicular lanes is necessary. As a result, we strongly recommend this standard as an example of street design for the radius areas within 0.5 miles of future TOCs.

Figure 41. Example street sidewalk, bike lane, and bus lane specifications.

Figure 42. Example street cross section specifications.

Initiative 4.2: Safe Crosswalks

Crosswalk is the most important infrastructure for pedestrians when they are crossing the road. Conventional sidewalks are painted by white lanes, and people need to cross the road within the area of painted white lanes. The purposes of the white lanes are marking out the crosswalk

area by a distinct color, and helping drivers to slow down their speed when they are closing the crosswalk. However, 900 S, 1300 S, 1700 S, and 2100 S have high traffic volume, and the traditional crosswalks may not work very well in decreasing the speed of vehicles. According to my observation, 900 S, 1300 S, and 2100 S are connected with the entrances and exits of I-15, this causes the vehicle speed may be high. And according to the responses from Ballpark Community Survey, 59% of respondents think providing safer intersections for pedestrians will encourage more people to drive less. Also, most of the crosswalks follow conventional designs on these streets (Figure 43). Also, Smith’s Ballpark and the plan of TOCs will create more pedestrian volume; people will cross the streets more frequently. It is necessary to create a distinct and safe crosswalk design for pedestrians.

Figure 43. Conventional crosswalk.

Raised crosswalk is a good idea in this circumstance. According to the U.S. Department of Transportation, the raised crosswalk (Figure 44) is a ramped speed table crossing the entire width of the roadway. It is painted or made by special paving materials, and it allows the pedestrians to cross the street at grade with sidewalk. The raised crosswalk does not only decrease vehicle speed but also reduces the pedestrian crashes by 45%. Due to the high traffic volume and more pedestrian volume in the future, we strongly recommend building raised crosswalks in 900 S, 1300 S, 1700 S, and 2100 S.

Figure 44. Example of a raised crosswalk.

Initiative 4.3: Streetlights Also, a sense of safety during walking at night is essential. According to the community survey of Ballpark Community, 76% of respondents indicate providing more streetlights is necessary for walking more in the community. Also, according to the table from the Ballpark Community Council, over 56% of respondents concerned public safety is the biggest challenge in 2019. Therefore, public and walking safety at night is significant for the further improvement in the Ballpark Community and the new TOCs plan.

Salt Lake City created an effective streetlight plan for increasing public and walking safety in 2006. According to Salt Lake City Street Lighting Master Plan and Policy 2006, the city should provide 6 to 8 streetlights for each block face normally in major streets, and use pedestrian style lighting (Figure 45) for receiving more effective lighting efficiency. In addition, identifying an appropriate light cut-off feature is essential for improving lighting efficiency, like full cutoff, cutoff, and semi-cutoff. Also, improving streetlights is beneficial for developing Crime Prevention Through Environmental Design (CPTED); it does not only decrease the fear of crime and the incidence of crime but also improves the quality of life. As a result, we strongly recommend following Salt Lake City Street Lighting Master Plan and Policy for providing a stronger sense of safety in the Ballpark Community.

Figure 45. Example of effective pedestrian-scale street lighting.

Guiding Principle 5: Design landscapes surrounding TOCs [Derek]

The guiding principle is the design of four TOC areas in the ballpark neighborhood. These guiding principles follow the connections, building design, landscape, landmark, and the Overall TOC design in the four areas. As these are all the guiding principles that play a part in the overall design of the TOCs. Landscape design is extremely important in giving TOCs character and pleasant space for people to linger and be with nature outside. Landscape architecture has

played an interesting part in transit-oriented developments in the US, such as the Atlantic Station in Georgia and Bethesda Row in Maryland. Both have used green space to enhance the quality of space for the people that come and go through the stations. Parts of these stations are still trying to enhance their green space to make sure that people feel the best around these spaces. The focus would be to create transit-oriented developments around 2100 S, 1700 S, 1300 S, and 900 S. To ensure that these locations will become a strong part of the community and high usage for the public to walk and drive there the following initiates should take place in the design. Integrations of Landscape Buffers, Landscape medians and pedestrian crossings, and preserving and expanding the urban forest.

Initiative 5.1: Integration of Landscape Buffers

The Integrations of Landscape buffers help the comfortability of pedestrians walking on sidewalks to and from the stations of transit-oriented systems. One of the biggest issues is that many corridors have become auto-centric. This usually results in spaces where the sidewalks are extremely close to busy streets, which makes it difficult for property owners to complete certain tasks without feeling complete safety because of how close they are too fast-moving cars. One street in particular that I would suggest this improvement with 1300 S. This street has heavy traffic, both vehicular and pedestrian. The sidewalks are located right next to the street and can be uncomfortable with cars passing by at high rates sometimes. Other locations that would be for consideration at first would be locations near TRAX locations and other heavy transit locations.

The recommendation would be that the four stations within the ballpark area need to help the public, and residents feel safe going to and from the points of transportation. This includes that sidewalks are created with a buffer to help them be separated from the street. The width of the buffers could be anywhere between 3’-5’. The buffer should include several different objects that give variety and unique spatial quality for those walking near them. This would include trees, sidewalk lighting, low landscape walls, and other elements that focus on the safety of pedestrians. For communities where bike lanes are needed, the recommendation in Figure 46 is to be used. This style of bike lanes has had good results from past precedents, such as 300 S corridor. This has also been used in 300 E and has good results with minimal incidents with motor and bicyclist accidents. Many cities are working on more buffering zones. One city that is doing a good job is the city of Brookings. The City of Brookings has created a document that goes over their street plans.

Figure 46. Street section buffer.

Initiative 5.2: Landscape Medians and pedestrian Crossings

Areas that include transit-oriented communities are high access points for pedestrians and vehicular movement. Using Landscape medians for pedestrian crossings help unite the two different methods of travel while adding a level of security and safety. There are some great examples of this being used in many cities in the US. One example that is close to home is the 300 S transition in downtown Salt Lake. The whole street has changed to accommodate the use of walking and biking around downtown. One of the more noticeable changes that was made was the use of landscape medians that allows pedestrians to cross the street easier. This could be done on 1300 S. However, to start this transition, the suggestion would be to implement these medians where heavy pedestrian crossing is taking place. For example, the Ballpark Stadium (especially during the season) has a high number of pedestrians that cross the road of 1300 S of TRAX stations and parking. By introducing medians, the street becomes narrower, and vehicles will naturally slow down. Landscape medians sometimes shorten the width of the street which encourages drivers to drive slower because they feel close to objects. Also, the landscaped medians include trees as buffers for the pedestrians and encourage drivers to drive slowly. If medians cannot be used, it would be suggested to focus on the shape of the sidewalks on the intersections. Bulb-out shapes can help reduce the length of the sidewalk while introducing safety for pedestrians and vehicles. Once again, it is recommended to start with 1300 S around the Smith’s Ballpark. Then, when the budget allows, to branch out to other places of heavy transport through transit.

Figures 47 & 48. Conceptual drawings of landscape medians and buffers.

This has worked especially well for the Bethesda row development in Maryland. They have incorporated many spaces where landscape medians were designed to help slow traffic and provide spatial safety for pedestrians.

Figure 49: Bethesda Row designed landscape medians.

Initiative 5.3: Strengthening the urban forest

The urban forest should be preserved as much as possible in all areas of the cities; sometimes the removal of trees is unavoidable. However, the design of transit-oriented systems should try to include and preserve as much green space as possible. The design of sidewalks and curbs should support existing, healthy trees and shrubbery instead of removing them. Because there are not many existing trees around the transit right now in the ballpark area, it is encouraged to start creating an urban forest in these places by introducing more plant life and more trees around the transit. The city should make possible benefits to private owners that try to enforce this on their property that is connected to these transit-oriented systems.

Conclusion Transit-oriented developments are extremely important for the growth of neighborhoods. It can help with business and transportation, and create an environment that is comforting and exciting for the public. To create a safe and comfortable space for the ballpark community, certain initiatives need to be taken. By Incorporating the initiates above, the locations picked for the TOCs will become spaces that attract successful businesses and help create safe spaces for the public.

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Appendix

This section contains response data from the Ballpark Community Survey conducted by the Plan Making class. The survey was administered via Google Forms at the Ballpark Community Council meeting on February 6, 2020. Some meeting attendees filled out the survey on paper, and these responses were then entered into the Google Form for better response tracking. Additionally, a link to the survey was distributed to community members via social media and the community council’s email list. The survey received 56 total responses. The results are summarized below.

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