IMPLEMENTATION
PHASING & IMPLEMENTATION
The following phasing plans identify key steps to spark meaningful and sustainable growth and redevelopment in the area around the three stations. Coupled with targeted incentives, phasing can initiate change and showcase early success in key locations. Careful consideration has been given to publicly owned parcels, UTA parcels, and other potential partners that each City could work with to establish catalyst projects around the stations. Public realm investments can also serve as a catalyst for redevelopment, as a well-designed and walkable public space can attract interest and bring vibrancy to a place or area.
The proposed phasing approach for each station relies on the support and coordination of each city with UTA and key private stakeholders. Before the physical implementation of the Station Area Plan can begin, initial efforts must focus on the development of partnerships and the securing of potential funding sources.
BINGHAM JUNCTION STATION
PHASE 1
The catalyst project at Bingham Junction includes the redevelopment of the
UTA parcel to incorporate a multifamily residential with potential ground-floor retail or other high-density use per market conditions. This will require the City to amend their existing Junction at Midvale overlay, and coordination with UTA regarding station area logistics, bus drop-off area, and parking. Parking will be provided for both residents and TRAX users in a shared parking structure and a new public space is proposed east of the building to connect with the station and potential future development to the east.
Figure 44: Bingham Junction Station | Phase 1 Diagram
PHASE 2
In a second phase, a new employment center and mixed-use residential building could bring more activity to the area while supporting existing uses in and around Bingham Junction. A new plaza space north of the employment center will create a vibrant hub that might include restaurants, cafes, and other retail. A proposed multiuse path along the rail line within UTA property will provide connections to Midvale Main Street and the Jordan River Trail.
Figure 45: Bingham Junction Station | Phase 2 Diagram
PHASE 3
Phase 3 will include commercial redevelopment along 700 W, as well as the extension of Tuscany View Road and a bridge over the rail spur that will connect to a future parking garage that will serve downtown Midvale uses like City Hall, the Senior Citizen Center, and future development along Main Street.
PHASE 4
Depending on the future removal of the rail spur, this phase will include more employment/office use next to the TRAX line, connecting the new employment center with 700 W.
Figure 46: Bingham Junction Station | Phase 3 & Phase 4 Diagram
HISTORIC GARDNER STATION
PHASE 1
The initial implementation phase of the Station Area Plan around Historic Gardner includes a mixed-use/residential project in UTA property, and a reconfiguration of the existing park and ride lot.
It also includes an improved pedestrian crossing across 7800 S, and a new regional park along the Jordan River. This park should include amenities like an amphitheater and will become a regional destination in the Salt Lake area while providing access to the Jordan River Parkway.
Figure 47: Historic Gardner Station | Phase 1 Diagram
PHASE 2
Phase 2 may include redevelopment of the existing lands to the south of the station to include a unique low-density development typology with clustered single-family houses around productive agricultural lands. This will help bring more residents to the area while preserving and celebrating the agricultural character that makes this area unique.
Figure 48: Historic Gardner Station | Phase 2 Diagram
PHASE 3
The final phase includes improvements to S 1300 W. and potential medium-density development in the form of townhouses along this north-south connector. S 1300 W. is envisioned to become a key connecting corridor between the Historic Gardner and City Center station areas.
Figure 49: Historic Gardner Station | Phase 3 Diagram
CITY CENTER STATION
PHASE 1
At over 17 acres, the parcel owned by the Jordan School District offers a key short- term redevelopment opportunity and can become the first catalyst project to trigger change in the City Center station area.
This will allow for new office uses while maintaining administrative school district uses on site. A land swap with UTA and HTRZ funding may provide an opportunity for the School District capture value to construct a new administration Class A office building and to relocate the existing facilities. A shared parking garage will serve new users as well as park and ride needs, opening up valuable space in the UTA parcel and allowing for mixed-use redevelopment next to the station. The UTA property next to the TRAX station would also be part of Phase 1 and would include residential multi-family uses.
Figure 50: City Center Station | Phase 1 Diagram
PHASE 2
Continuing with the School District parcel redevelopment, more mixed-use buildings, a market hall, and incubator will create a new central core for the area. This will be connected to the station by a restaurant row that will include retail uses on both sides and be designed as a walkable and pedestrian friendly spine. A boutique hotel is also considered as part of Phase 2.
Figure 51: City Center Station | Phase 2 Diagram
PHASE 3
A central festival park will consolidate this area as the new downtown for City Center, bringing active and passive uses that will support new residential, mixed- use, and office development. The park will become a central civic and gathering space and will be framed by mixed-use and office buildings, connecting with the TOC development on the UTA parcel.
The corner property by the rail line and Redwood Road will become a regional cultural hub and family destination, consolidating the area as a new center in south Salt Lake Valley.
Figure 52: City Center Station | Phase 3 Diagram
PHASE 4
The final phase of redevelopment around City Center will include several mixed-use buildings with medium to high-density residential use, and street connection between these blocks.
Figure 53: City Center Station | Phase 4 Diagram
IMPLEMENTATION PRIORITIES
Before the West Jordan and Midvale Station Area Plans can be implemented, a number of steps must be taken to define a path for sustainable growth and development. The following priorities identify generally linear steps and interactions between UTA, West Jordan City, Midvale City, and other private partners that are necessary to allow for redevelopment to occur.
MIDVALE CITY
WEST JORDAN CITY
POLICY RECOMMENDATIONS
The following chapter outlines high-level policy recommendations to be incorporated as part of the implementation plan for the Bingham Junction, Historic Gardner, and City Center Station Area Plan.
WEST JORDAN CITY
Current zoning and policy for West Jordan is highly complex, with a Future Land Use Map that is part of the General Plan and functions as the overall vision for the city's future development, and several zoning districts that are part of the City Code but do not necessarily align with the vision for the Station Area Plan. There is also an existing Transit Station overlay in some areas around both Historic Gardner and City Center.
As part of the Station Area Plan, we are proposing new land uses and have analyzed how these align with the Future Land Uses listed in the General Plan and established comparisons between Future Land Uses and correspondent current zoning districts to understand potential amendments to the code (see table).
With these considerations in mind, we propose the following approach to updating the Land Use Code in the City Center area:
1. Create a new Form-Based Code district north of the TRAX line in City Center that incorporates the Future Land Use from the General Plan and the SAP Proposed Uses.
2. Parking requirements and updated parking ratios can be incorporated as part of the new Form-Based Code zoning district. A TDM study could support a parking reduction and management strategy.
3. For areas to the south and east of the new Form-Based Code district, we recommend updating existing zoning districts.
4. A new mixed-use zone should be created along Redwood Road (Redwood Corridor Zone) to allow for commercial uses and more height and density along the Corridor.
As part of the new Form-Based Code district, we recommend incorporating the following standards:
Building Placement and Street Frontage:
o Horizontal Setbacks (Front, Rear, Side)
o Parking Lot Locations & Access
Building Frontage
o Front Lot Lines
o Building Entrances
Building Massing and Form
o Minimum Height/ Maximum Height/ Vertical Step-backs/ Height Transition Standards
o Horizontal Building Articulation Building Materials and Fenestrations Public Realm Guidelines
Streetscape Guidelines (sidewalk zones and minimum widths)
Table 1: City Center - SAP Proposed Land Uses & Future Land Use Comparison
Table 2: Historic Gardner - SAP Proposed Land Uses & Future Land Use Comparison
MIDVALE CITY POLICY ANALYSIS AND RECOMMENDATIONS
BINGHAM JUNCTION
The proposed changes to current zoning in the Bingham Junction Station Area include a small area around the station and therefore we recommend amending the current Junction at Midvale overlay (JM) and creating one or two new subareas within the existing overlay to accommodate the new mixed-use and office land uses. As part of the proposed office land use east of the TRAX station lies outside of the existing overlay, we recommend amending the JMO overlay boundary to include the new proposed office land use.
For the new mixed-use area proposed between the new office use and 7000 S, a new overlay could be created to avoid amending existing zoning districts. This area is currently zoned as Clean Industrial (CI) and Main Street Form-Based Code (MS-FBC).
Table 3: Bingham Junction - Proposed Land Use and Current Zoning Comparison
CATALYST SITES & PROJECTS
BINGHAM JUNCTION
A 2 .7 acre parcel owned by UTA can become a catalyst project in the Bingham Junction station area. Given the low numbers of park-and-ride parking requirements, the site can be redeveloped into flexible mixed- use development, accommodating the bus drop off and ADA parking to the east of the parcel and park-and-ride parking in a new shared parking garage.
Figure 54: Catalyst Diagram | Bingham Junction Station
HISTORIC GARDNER
Similarly, a 2 .1 acre site owned by UTA currently used as park-and-ride can be redesigned to accommodate needed parking for the TRAX station users and a small mixed-use residential building.
A series of parcels owned by West Jordan City along the Jordan River have the potential to become a regional park with outdoor amenities and new access to the Jordan River Parkway.
Figure 55: Catalyst Diagram | Historic Gardner Station
CITY CENTER
In the City Center station area, a large parcel owned by the Jordan School District has the potential to become a key catalyst project. With 17 .3 acres this parcel can accommodate some of the existing School District uses, new office space, a shared parking garage, and some retail to create a node in the new downtown area.
The 8 acre UTA parcel can also incorporate new retail and residential uses by the station, triggering activation and future redevelopment of the area.
Figure 56: Catalyst Diagram | City Center Station