AFSAP AMERICAN FORK STATION AREA PLAN

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1 AFSAP AMERICAN FORK STATION AREA PLAN May, 2014

2 AFSAP AMERICAN FORK STATION AREA PLAN MARCH 20, 2014 Partnered with: Prepared by: Utah Transit Authority American Fork City Mountainland Association of Governments Psomas Hales Engineering

3 Table of Contents AFSAP Introduction 1 Planning Context 2 Methodology 3 Site Analysis 4 Land Use 5 Circulation 6 Ownership 7 Districts -TOD Development Zones 8 Scenario 1 10 Scenario 2 11 Scenario 3 12 Transportation 13 Block Comparison 14 UTA FrontRunner Station 15 Key Features Map 16 Key Features Key Features Recommended Development Scenario 19 Transit Area Core District 20 Transit Area Core District - Residential 21 Transit Area Core District - Retail 22 Transit Area Core District - Office 23 Transit Area Core District - Open Space 24 Transit Area Core District - Parking 25 Transit Supportive District 26 Transit Supportive District - Residential 27 Transit Supportive District - Retail 28 Transit Supportive District - Office 29 Transit Supportive District - Open Space 30 Community Transition District 31 Community Transition District - Residential 32 Community Transition District - Open Space 33 Next Steps 34 3

4 Introduction The American Fork Station Area Plan (AFSAP) looks to the future. The arrival of commuter rail to the Wasatch Front and more specifically to American Fork is a transformative event. Over the past 161 years American Fork has witnessed many transportation innovations that have left their mark on the size, form and feel of the City. The construction of the interstate highway more than 50 years ago brought the winds of change to American Fork, and along with it, increased economic vitality in areas that were once predominantly dry farms and cattle range. Since that time the City has evolved by embracing new types of land use and traffic patterns, while at the same time maintaining its identity and charm. Long-time residents welcomed new residents into their community and helped them understand what it means to hail from American Fork. As our economy and society continues to evolve, the built form must also evolve in order to accommodate the needs of future generations. Cities stand in jeopardy of losing their youth and their wisdom if they don t provide housing types and environments designed for these younger and older buyer demographics. In this way AFSAP is designed for the future. It will provide a place, in the same community where they grew up, that your children will want to live; as well as an attractive place for seniors who would like to down-size and simplify without having to leave American Fork. Transit-Oriented Development (TOD) According to the Center for Transit-Oriented Development: Transit-oriented development is often defined as higher-density mixed-use development within walking distance or a half mile of transit stations. We use a performance-based definition, and believe that projects should also: AMERICAN FORK STATION AREA PLAN Increase location efficiency so people can walk and bike and take transit Boost transit ridership and minimize traffic Provide a rich mix of housing, shopping and transportation choices Generate revenue for the public and private sectors and provide value for both new and existing residents Create a sense of place We believe that TOD is really about creating attractive, walkable, sustainable communities that allow residents to have housing and transportation choices and to live convenient, affordable, pleasant lives with places for our kids to play and for our parents to grow old comfortably. 1 The American Fork Station Area Plan sets in place all of the ingredients that are required to establish a thriving transit-oriented development.

5 Planning Context AFSAP is located immediately south and west of the Pioneer Crossing interchange with I-15. The FrontRunner commuter rail corridor that traverses the northern edge of the study area creates a very narrow sliver of land between the railroad track and the interstate. Automobile access to this land is difficult due to the lack of at-grade rail crossings from the south and limited ingress/ egress points along Pioneer Crossing. Directly across I-15 in the secondary influence zone there is a significant amount of regional and local serving commercial that has been developed over the past decade. The reconfiguration of the interchange, the construction of Pioneer Crossing, and the completion of the FrontRunner Station has served as a catalyst for this area. Historically the area south of the tracks to the shore of Utah Lake has been prodominantly developed as residential. However, the completion of the American Fork station provides an opportunity to establish a true transitoriented mixed use development in this area. More intense uses should be located adjacent to large roads, freeways, or the rail corridor. Intensity should decrease as it approaches existing residential development. AFSAP American Fork Station is a mid-system stop along the commuter rail line that extends from Ogden to Provo. Even after the planned Vineyard Station is completed the American Fork Station will provide convenient access to the largest geographic area in Utah County. Located on Pioneer Crossing, the American Fork Station is the nearest facility to the majority of residents in Saratoga Springs, Eagle Mountain, American Fork, Pleasant Grove, Cedar Hills, Highland, and much of Lehi. 2

6 Methodology The American Fork Station Area Plan presented an opportunity to define development across an area of more than 380 acres. This area was, for the most part, undeveloped at the time the transit station was planned and constructed. The existing land uses are predominantly agricultural with a small number of single family residences on lots in excess of one-half acre. The planning area has significant constraints related to accessibility due to the existing Interstate highway and the railroad tracks. Vehicular and pedestrian access corridors from the eastern developed areas of American Fork are severely limited with new access corridors viewed as cost prohibitive except where necessary. Development of this area has also been constrained by the aggressive development patterns on more easily accessed parcels within surrounding cities. These attractive parcels represented lower barriers to entry into the real estate market and therefore absorbed much of the recent market demand. An additional consideration in formulating this plan is the fact that the intended demographic of users that are drawn to the transit connectivity and higher density aspects of the area do not currently exist within the community of American Fork. With these factors in mind, the following process was utilized in preparing the Station Area Plan: 1. Data collection and stakeholder interviews 2. Review of student studies from the University of Utah. 3. Field reconnaissance of the property. 4. Community Open House forum and input with explanations of Transit Oriented Development principles. 5. Joint work session with the City Council, Planning Commission and city staff. 6. Preparation of preliminary market responsive concepts. 7. Charrette exercise with two teams looking at alternative land use patterns based on different access solutions. 8. Preparation of Land Use Plan alternatives based on Charrette outcomes. 9. Preparation of the Special Area Plan report. 10. Internal and stakeholder review of the report. 11. Incorporation of comments into a final Station Area Plan for adoption and publication. Market Demands and Compatibility Transit Station Functionality Community Needs and Values AMERICAN FORK STATION AREA PLAN The next stage of the process will be for the City of American Fork to prepare a comprehensive development ordinance to support and guide the plans presented in the study document. It is anticipated that the result of the ordinance development will be a Form Based Code that will guide the type, density and physical expression of the development over the next decade. Finding the Sweet Spot for Site Appropriate Forms of Transit Oriented Development 3

7 Site Analysis Physiography: The AFSAP study area is predominantly flat and has been used for farming since the pioneers settled the valley. In this area there is the potential of high water table and wetlands. Site specific testing will be required to determine the presence of wetlands and bearing capacity of the soil. The site tour revealed that this area is currently predominantly agricultural. Looking to the future the combination of Pioneer Crossing, I-15, and the railroad tracks creates a truncated service area. The traditional market/service radii used to quantify the amount of commercial uses that are sustainable, based upon population, is compromised by these major transportation facilities. A detailed economic analysis should be completed to adequately understand the level of services and commercial for this site. A focus on residential uses and marketing the area for business expansion should be the initial priority as these uses will support the expansion of commercial services. AFSAP 4

8 Land Use The American Fork City Land Use Map to the right indentifies the uses within the AFSAP study area as low density residential, a small area of high density residential, major transportation facilities, and an area of transit-oriented development surrounding the UTA Front- Runner station. The American Fork City Zone Map below indentifies the uses within the AFSAP study area as Residential Agriculture 1 and 5 acre lots, Public Facilities, Planned Industrial, and Residential with 15,000 s.f. lots. A large portion of the area is still unincorporated Utah County. AFSAP Study Area AMERICAN FORK STATION AREA PLAN AFSAP Study Area 5 American Fork City - Zone Map American Fork City - Land Use Map

9 Utah's Unified Transportation Plan Map Utah's Unified Transportation Plan - All Phases - Includes UDOT and MPO Projects Through 2040 Circulation The American Fork Transportation Master Plan (2004) indentifies extension of the traditional grid system in this area. 200 South extends to Mill Pond Road. A new major collector at approximately 1300 West extends to the proposed arterial extention of 1500 South North is also upgraded to a major collector just south of the study area boundary. In addition to automobile facilities the AFSAP incorporates transit, bicycle, and pedestrian modes into the physical structure of the plan. Multi-modal accessibilty to a wide range of uses and corresponding community amenities is essential and should be influential in decision making throughout the development process. AFSAP Study Area AFSAP Phase 2 Project: Bus-Rapid Transit, American Fork to Eagle Mountain line Phase 2 Project: Pony Express Parkway, Redwood Road, Saratoga Springs to I-15 interchange, Pleasant Grove Phase 1 Project: Meadows Connection Road, 200 South to State Street, American Fork Source: UDOT GIS Phase 3 Project: Pioneer Crossing/Vineyard Expressway, Mountain View Highway, to South Wasatch Highway Utah Department of Transportation (UDOT) has four projects in the Long Range Plan that will directly impact the area. The two that most directly impact the project are the Meadows Connection Road and the Pioneer Crossing/Vineyard Expressway. There are some significant challenges that will need to be overcome to provide these connections; intersection geometry along Pioneer Crossing, and the road grades associated with the grade-separated crossing of the railroad tracks. As UDOT s road plans have a significant impact on the plans for this area, the City should coordinate with UDOT Region III managers in an ongoing basis. AFSAP Study Area 6

10 Ownership The AFSAP study encompasses property owned by 42 different land owners. Much of the ground has not been developed and is still used as agricultural property. A few small subdivisions have occured in the area over the past few decades, but the majority of the ground remains unencumbered by permanent structures. AMERICAN FORK STATION AREA PLAN 7

11 Districts - TOD Development Zones AFSAP 8

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13 Land Development Scenario #1 The Primary variable that affects the study area is the potential alignment for UDOT s proposed Vineyard Connector roadway. This proposed arterial roadway begins at Pioneer Crossing and crosses over the existing rail tracks adjacent to the commuter rail station as it proceeds in a southerly direction through the middle of the transit oriented development planning area. This road alignment, based on its ultimate location, will significantly affect the land use elements of the plan as it crosses through the initial half-mile distance from the station area. AFSAP Concept One emphasizes the potential of the transit investment and moves the alignment to the east of the Platform and the existing Park and Ride lot. This alignment allows the transit development area to fully access the platform while incorporating a larger area into the primary TOD zone. The area between the rail line and the highway corridor will have at-grade access and will be visible from the UDOT roadway network. An additional benefit will be for the proposed Vineyard corridor to serve as a boundary between the high density transit area developments and the existing single family homes. 10

14 Land Development Scenario #2 3 Acres 8 Acres 0.5 FAR 178K s.f. SFR 3.5 Acres 14 to 21 Homes Business Enterprise Zone Offices and Research Campus Development 2 Acres 0.8 FAR 72K s.f. 4 Acres 0.8 FAR 168K s.f. 3.5 Acres 1.0 FAR 305K s.f. 10 Acres 0.5 FAR 392K s.f. 2 Acres 1.0 FAR 152K s.f. 3 Acres 1.0 FAR 305K s.f. 3.2 Acres 1.0 FAR 305K s.f. Medium Density Single Family Residential 4 to 6 Units/ Acre 31 Acres 124 to 186 Homes High Density MFR 25 to 40 Units/Acre MFR 3 Acres MFR 3 Acres 5 Acres TOD Mixed-Use 10 Acres TOD Mixed-Use 3 Acres MFR 2 Acres MFR TOD Mixed-Use 3 Acres MFR 1.5 Acres 0.8 Ac. 0.8 Ac. 0.8 Ac. 5.5 Acres TOD Mixed-Use 4 Acres 2 Acres 4 Acres Acres Ac. Park 7 Acres MFR TOD Main Street Retail Park & Ride MFR 2 Acres TOD Mixed-Use 7 Acres MFR Medium Density Multi-Family 12 to 25 Units/Ac. 7.5 Acres SFR SFR MFR 4 Acres 8 Acres 32 to 48 Homes SFR 1.5 Ac. 6 to 9 Homes SFR MFR 6 Acres 24 to 36 Homes 7 Acres 9 Acres 28 to 42 Homes 36 to 54 Homes 2 Acres 8 to 12 Homes 5 Acres AMERICAN FORK STATION AREA PLAN 11 Concept Two emphasizes the potential of the transit investment and moves the alignment to the west of the Platform and the existing Park and Ride lot. This alignment allows the transit development area to fully access the platform while incorporating a larger area into the primary TOD zone, while also providing a key connection to The Meadows shopping center to the north.. - Medium Density Single Family Residential 4 to 6 Units/ Acre 23 Acres 92 to 138 Homes Medium Density Single Family Residential 4 to 6 Units/ Acre 37 Acres 148 to 222 Homes Medium Density Single Family Residential 4 to 6 Units/ Acre 23 Acres 92 to 138 Homes SFR 9 Acres 36 to 54 Homes

15 Land Development Scenario #3 Building The Recommended Plan The following pages contain a description of the form-giving components of the Recommended Plan. These include establishing the road structure relative to existing ownership patterns that will provide connectivity to regional destinations, the identification of a block structure that will maximize marketability, and a proposed solution to relocate the park and ride lots to increase accessibility. The key features of the plan are presented on pages 15 and 16. AFSAP Concept Three focuses on the existing UDOT preferences and utilizes the existing alignment for the road that has been previously identified. This alignment crosses the tracks at the western edge of the existing platform and creates a divided planning area. The ability to utilize the area north of the platform for parking and transit operations is limited by access problems and visibility from the roadway. Development to the west is cut off from both physical and visual access to the platform resulting in limited transit connectivity for future development. The primary area for development that is directly related to transit operations is severely limited in size. Additionally, the location of the road pushes higher intensity development eastward toward the existing single family homes. 12

16 Transportation The road structure is a modified grid that is shifted to run parallel to the railroad tracks. Roads that extend beyond the core area turn to meet back up with the existing historic grid system. AMERICAN FORK STATION AREA PLAN 13

17 Block Comparison AFSAP 14

18 Buses only (access road) UTA FrontRunner Station Tunnel under the tracks to access the platform Bus drop-off The primary feature of this plan is the relocation of the UTA Front- Runner Park and Ride facility to the north side of the rail corridor. This proposed relocation accomplishes two important objectives. First, it will significantly decrease the distance that motorists must travel to access the facility from I-15 and Pioneer Crossing. This may also increase ridership due to much improved convenience. Expanded parking fields Grade-separated crossing AMERICAN FORK STATION AREA PLAN 15 Secondly, the creative circulation concept will take motorists from existing grades at Pioneer Crossing, up and over the railroad tracks, over 200 South, back down to existing grade at an intersection with 300 South, and then continue south to tie into the Vineyard Connector. A by-product of this roadway configuration is the greatly improved accessibility it creates for the narrow parcels between the interstate and the rail corridor. The new Park and Ride facility will improve bus movement and provide more surface parking stalls. The proposed braided road system will create land parcels that are finally viable for development. Grade-separated crossing This is a conceptual artistic rendering of a potential re-configuration of the Park and Ride facility. This image does not represent an actual site plan for the proposed UTA FrontRunner station.

19 Key Features AFSAP 16

20 Vineyard Connector A proposed alternative alignment that permits development of the transit platform area as a cohesive neighborhood district. This alignment also allows access to a park-and-ride lot north of the platform. Central Utah Water Conservancy District Water Transmission Pipeline This recently installed pipeline runs diagonally through the station area planning boundary. Placement of structures or fill materials in excess of five feet will not be allowed in close proximity to the pipeline. Park-and-Ride Lot Vehicle Access Access into the lot from the on-grade intersection of Pioneer Crossing and the Vineyard Connector is possible at this location. This access point may be restricted to UTA buses only. Transit Platform Rail Crossing Access to the northern parking lot would be provided by a tunnel running beneath the FrontRunner and Union Pacific rail lines. This crossing would need to be constructed with the new parking lot. Cost is an important consideration in planning this connection Vineyard Connector Street Crossing An elevated structure would be required to provide for a continuation of the existing 200 South roadway alignment. The 200 South roadway could be dropped below existing grade while the Vineyard Connector remains elevated in this location. Pedestrian and bicycle connectivity should be a priority in this location. 300 South Intersection The primary, on-grade intersection for the Vineyard Connector serving the transit district. From this location, 300 south will run diagonally to the northwest providing a primary roadway connection to the Pioneer Crossing while serving as the transition point between higher intensity, transitsupportive development and transitional land uses. Pedestrian Transit Plaza Access Corridors Pedestrian oriented plazas providing a well-defined connection between the transit district street pattern and the platform access points. These plaza areas should be well identified and designed with pedestrian amenities, mixed-use and retail components. Strong signage and vehicular drop-off zones must be located at the street edge. Visual access to the rail platform is encouraged. Transit District Main Street Environment This 2-block section of the neighborhood street grid functions as an identifiable mixed-use Main Street with retail services and activities. The scale and intensity is oriented to the immediate neighborhood rather than attempting to become a community-wide retail district. It terminates at the station platform entry plaza. AMERICAN FORK STATION AREA PLAN 5 Vineyard Connector Bridge An elevated structure providing access across the Frontrunner and Union Pacific rail lines. This will only be necessary as part of the UDOT roadway project. 10 Neighborhood Square and Park A small open space area and park that functions as a recreational destination within a high intensity land use pattern related to the transit platform. This square can be used for events and concerts as well as serving as a detention basin for the surrounding development. 17

21 11 Civic Anchor Location This corner should be reserved for a community supportive use such as a library or community center. The location is a strong landmark site that identifies the station area neighborhood and the access point for the Main Street segment and station access plaza. 16 Extended Frontage Road Extending the frontage road alignment will provide access to the parcels located between Interstate 15 and the rail right-of-way. Bike lanes are a key component of the roadway. 12 Church Site, Civic or Entertainment Use Across from the Neighborhood Square and along the primary roadway, this location is another landmark building location that serves the entire district. Care should be taken in site planning to accommodate the Central Utah pipeline alignment. 17 New Rail Crossing An improved, on-grade crossing that allows for improved safety while eliminating the existing acute angle crossing on 200 South. 13 Typical District Corner Monumentation Key intersections should receive enhanced design elements such as signage and landscaping that reinforces the unique nature of the American Fork Transit Station district. 18 Pioneer Crossing Access Road A new access roadway from Pioneer Crossing to 200 south will allow better access from the transit facilities to Pioneer Crossing. AFSAP West Underpass Connection Realigned connection between the existing underpass and the southern frontage road allowing the frontage road to flow as the through road. Existing 200 South Rail Crossing Close the existing acute angle, on-grade railroad crossing in favor of a new 90 degree crossing further to the west (17) Roadway Alignments New roads within the transit district should utilize existing alignments where possible. Where extensions occur they should be located to avoid conflicts with existing homes and structures. New collector roads should also incorporate the pipeline alignment where possible. American Fork City Collector Roadway A new road connecting the northern shopping district to the Pioneer Crossing roadway and the transit district will require an overpass when crossing Interstate 15. This option should also include pedestrian and bicycle travel options. 18

22 Recommended Development Scenario The strength of the recommended development scenario is the manner in which connectivity is achieved from Pioneer Crossing to the Vineyard Connector, and the positive separation that is created between existing single family homes on 200 South and the intensity of the proposed Core. This scenario activates the vacant land between I-15 and the rail corridor, provides a more balanced mix of intensities and amenities in the Core area, and establishes a transportation network that contemplates ownership patterns and existing infrastructure alignment. AMERICAN FORK STATION AREA PLAN 19

23 building configuration Number of Bldgs per Lot Limited by max density Height - Principal Building 5 stories max. Transit Area Core District Structured Parking Required. Height cannot exceed associated buildings Lot Coverage 95% max Lot Frontage Density Range 20 ft. min du./ac. Parking Requirements Encourage transit based reductions and multiple use shared parking standards in structures. SETBACKS - PRINCIPAL BUILDING (a) Front Setback Principal (b) Front Setback Secondary 0 ft. min. 12 ft. max. 0 ft. min. 8 ft. max (c) Side Setback 0 ft. min.* AFSAP Development Components Land Use: High density residential Transit oriented retail Office Restaurants Library Museum Farmers market Public Amenities: Urban plazas Sidewalk cafes Enhanced streetscape amenities Public art Bike racks Water features Street vendors Specialized lighting Specialized signage On-street parking Farmers market (d) Rear Setback Frontage Buildout *All buildings must comply with IBC and IFC. Max. height building height (a) N (b) principal building setbacks 13 ft. min. from center line of rear lane 70% min at setback 2 1 (c) Max. height (d) Corner Lot Mid-Block The highest intensity development should occur within this small geographic area in closest proximity to the FrontRunner Station. The Transit-Oriented Core District is a true urban environment focused around the platform. Concentrating the highest intensity only in this small area accomplishes two primary objectives. First, it provides the necessary support for the transit system. Transit ridership increases when the land use pattern supports lifestyles that can function exclusively without a car. By providing high density residential, convenience retail, daily services, office, urban recreation and access to distant educational institutions and large jobs centers via FrontRunner, future residents can have a high quality of life without daily dependence on an automobile. The second objective that this land use pattern achieves is the preservation of the rural landscape. By concentrating intense development in a small geographic location and programming more distant areas with less intense development ensures that the suprise strip-mall is less likely to occur. Retailers generally follow the rooftops and want to be next to the highest concentration of buyers. The following pages, with the red transition background, contain imagery and concepts that define the design intent for residential, retail, office, open space, and parking within the Transit Area Core District. 20

24 Transit Area Core District - Residential Sociologists and behavioral psychologists have been studying the phenomenon of crowding in human environments for decades. The experts agree that there is a significant difference between healthy urban living and negative density. The difference is the design of the living space coupled with immediate access to amenities that compensate for having less personal space. High density development in urban environments should have a higher level of finishes, reflected in cost per square foot. Urban residences should maximize the use of both indoor and outdoor space. Therefore, residential development with the Transit Area Core District of the AFSAP should incorporate high-quality finishes and materials and provide direct access to a wide range of amenities. Residential densities allowed in the Core District are between 12 and 60 units per acre. AMERICAN FORK STATION AREA PLAN 21

25 Transit Area Core District - Retail Retail uses are either horizontally or vertically integrated into mixed use development within the Transit Area Core District. Most commonly in transit-oriented developments retail is placed on the ground-floor level with office and residential above. The compact nature of the Core District will limit the amount of potential retail in the area and ensure that tenant vacancy is minimized. Retail will consist of small-plate spaces targeted to restaurants with both indoor and outdoor dining, daily service providers, apparel and boutique; patterned after what has recently been launched 2100 Sugarhouse project located in the old Granite Furniture block in Sugarhouse. AFSAP 22

26 Transit Area Core District - Office Office is encouraged as ground-floor and/or second story integration in mixed use buildings. This type of office configuration can support a wide range of potential tenants. Office uses are an important component to ensure the sucess of the proposed retail in the Core District. AMERICAN FORK STATION AREA PLAN 23

27 Transit Area Core District - Open Space Open space amenities in an urban environment require a greater attention to detail and programming. Providing for the recreational need of a more diverse population will translate into a higher level of design than spaces designed in a standard suburban location. Elements that stimulate the senses are particularly important in urban environments. These include water features, fragrant plant material, visually prominent public art, attention to texture in informal seating, and creating safe spaces for people to relax and watch the vibrant streetscene. AFSAP 24

28 Transit Area Core District - Parking Parking in the Core District will be accomodated via on-street parking, structured parking, or limitted off-street parking lots. A shared parking district is encouraged to accommodate parking requirements within the Core. AMERICAN FORK STATION AREA PLAN 25

29 building configuration Number of Bldgs per Lot Limited by max density Height - Principal Building 3 stories max. Transit Supportive District Structured Parking Lot Coverage Permitted. Height cannot exceed associated buildings 85% max Lot Frontage 20 ft. min. Density Range 6-30 du./ac. Parking Requirements Encourage transit based reductions and multiple use shared parking standards SETBACKS - PRINCIPAL BUILDING (a) Front Setback Principal 4 ft. min. 18 ft. max. (b) Front Setback Secondary (c) Side Setback 4 ft. min. 20 ft. max 0 ft. min.* (d) Rear Setback 13 ft. min. from center line of rear lane Frontage Buildout 60% min at setback AFSAP Development Components Land Use: Medium density residential High density residential Transit supportive retail Office Incubator Restaurants Library Museum Farmers market Public Amenities: Plazas and pocket parks Enhanced streetscape amenities Public art Bike racks Water features Street vendors Specialized lighting Specialized signage On-street parking Farmers market *All buildings must comply with IBC and IFC. Max. height building height (a) (b) principal building setbacks 2 1 (c) Max. height (d) Corner Lot Mid-Block The Transit Supportive District is intended to provide for those building types and uses that complement urban development in the Core District and the FrontRunner station. This includes limited retail development that is supportive of the needs of transit users and residents, opportunities for a broad range of office tenants, residential development in the medium to high density range, and open space amenities that are designed for the needs of a diverse user group. The following pages, with the green transition background, contain imagery and concepts that define the design intent for residential, retail, office, and open space, within the Transit Supportive District. 26

30 Transit Supportive District - Residential Residential development within the Transit Supportive District of the AFSAP should incorporate a wide range of product types and floorplans. This is not urban living. Although there may be some opportunties to integrate residential units over office or retail in this district, the majority of units will be more traditional medium to high density suburban products. Similiar to the Core District residential products, homes will incorporate high-quality finishes and materials and provide direct access to a wide range of amenities. Because the densities are still fairly high in this district it is important to provide passive and active recreational spaces within neighborhoods. AMERICAN FORK STATION AREA PLAN 27

31 Transit Supportive District - Retail Retail will consist of small-plate spaces targeted to restaurants with both indoor and outdoor dining, daily service providers, and boutique shopping; patterned after the form and scale exemplified at 9th and 9th or 15th and 15th retail districts in Sugarhouse. AFSAP 28

32 Transit Supportive District - Office Office is encouraged in the Transit Supportive District as either free-standing or ground-floor and/or second story integration in mixed use buildings. This type of office configuration can support a wide range from large corporate tenants to small business owners. AMERICAN FORK STATION AREA PLAN 29

33 Transit Supportive District - Open Space The Transit Supportive District should provide a diverse array of passive and active recreational opportunities that is balanced to support the residential component of this District. This may include plazas, pocket parks, skate parks, basketball courts, volleyball, horseshoes, croquet, bocce, town greens, community gardens, splash pads, town squares, etc. AFSAP 30

34 31 Community Transition District As a predominantly green field development site, the American Fork Station Area Plan, has the potential to introduce new styles, types and densities of land uses to the local marketplace. It is important to respect the investment of the existing residents. The area beyond the quarter-mile radius from the transit platform will be used to provide a transition zone for development that can buffer the higher densities of the transit adjacent parcels with the surrounding suburban development patterns. In this zone it is anticipated that residential densities will begin with some attached townhomes at 12 units per acre and the final densities at the edges of the zone will approach 2 or 3 homes per acre. The lower densities will be detached single family home lots typical of the subdivisions bordering the study area. Open space will take the form of city parks rather than urban plazas and commercial activities will be limited to a possible grocery-anchored neighborhood center. Businesses and office developments will not be placed in this transition zone as residential neighborhoods with identifiable edges will be supported in the plan and the code. Road patterns will be limited to residential streets and local connectors feeding back toward the freeway connections and the transit platform. building configuration Number of Bldgs per Lot Height - Principal Building Structured Parking Lot Coverage Lot Frontage Density Range Parking Requirements Limited by max density 2 stories max. Not permitted 70% max 36 ft. min du./ac. SETBACKS - PRINCIPAL BUILDING (a) Front Setback Principal (b) Front Setback Secondary (c) Side Setback (d) Rear Setback Frontage Buildout Must comply with standards by use as defined in municipal code 10 ft. min. 10 ft. min 5 ft. min.* *All buildings must comply with IBC and IFC. Max. height building height (a) (b) principal building setbacks 13 ft. min. from center line of rear lane or 8 ft. min. to property line (whichever is greater) 50% min at setback (c) Max. height (d) Development Components Land Use: Low density residential Medium density residential Suburban-scale convenience retail Medium and large-plate office space Restaurants Churches Schools Public Amenities: Pocket parks Community gardens Community trails Tree lined streets Neighborhood monumentation Consistent neighborhood themed lighting On-street parking Local collectors Residential streets City parks AMERICAN FORK STATION AREA PLAN

35 Community Transition District - Residential Residential product types in this district correspond to what is traditionally available in suburban locations in the region. As a transitional district it is important that densities and building forms be compatible with existing development types on the periphery. Conversely, it is not critical that residential products in this district reflect in a significant way, proximity to mass transit. What is critical is the transition of intensity across this district to provide compatibility to both ends of the spectrum. This page includes a few images that exemplify the kinds of products that are proposed in this district. These range from large single family residences to small detached cottages to mansion style townhomes. Architectural style is not regulated or prescribed by this station area plan. It is encouraged that a diverse collection of architectural styles and building forms be included in this district. AFSAP 32

36 Community Transition District - Open Space Open space in the Community Transitional District will take the form of neighborhood parks rather than the small urban spaces predominant in the other two districts. Because of their location within a more suburban model of development, open space should be programmed to accommodate the full range of active and passive recreational pursuits. The scale of these potential open space amenities allows for ball fields and court sports. Pocket parks integrated within the neighborhood should be designed with diverse thematic elements. Open spaces in this district should be inter-connected by a trail system and bicycle safe streets. AMERICAN FORK STATION AREA PLAN 33

37 AFSAP Next Steps The development of this plan is only the first step in a larger process to guide and facilitate appropriate development around the American Fork station area. Efforts by the City must continue in order to implement the recommended development scenario. These next steps include: Formal adoption of The American Fork Station Area Plan (AFSAP) Conduct a traffic engineering analysis, including an analysis of the Vineyard Connector tie-in and circulation/traffic impacts on surrounding neighborhoods Amend the City Transportation and Bicycle and Pedestrian Plans for consistency with the AFSAP Amend capital improvement plans including water, sewer, and stormwater plans for consistency with the AFSAP Develop and adopt a Form-Based development code consistent with the AFSAP Conduct a market analysis to understand current market conditions and project future market demands and amend the AFSAP as necessary Work with UDOT and MAG to address the Vineyard Connector alignment, which may include updating the current Environmental Study from 2008 Work with UDOT, UTA, and Union Pacific on rail-crossing issues, including re-alignment of the 200 S. crossing (elements 15 and 17 on the Key Features Map, pg. 18) Work with UDOT, MAG, and UTA on the relocation of the UTA park-and-ride lot and pedestrian underpass (element 4 on the Key Features Map, pg. 17) Proceed with calculated annexation as development occurs to ensure that infrastructure is not overwhelmed 34

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