2023 Election Surveys: District 4
Q1: In 2023, Mayor Mendenhall committed Salt Lake City to Vision Zero, a nationwide effort to eradicate traffic deaths through evidence-based and pedestrian-safe street improvements. Do you support the city’s commitment to Vision Zero? If so, how do you plan to overcome the likely opposition to change from residents in your district? If not, what strategies do you support for mitigating the loss of life on city streets?
————————————————————
Ana Valdemoros (Incumbent): I wholeheartedly endorse Salt Lake City's Vision Zero commitment to eliminate traffic-related fatalities through evidence-based, pedestrian-friendly street improvements. As an advocate for safe and vibrant communities, my record of securing funding for parks and public spaces attests to my dedication to community well-being.
To address potential opposition to change within our districts, I believe in a collaborative approach. Engaging residents in the decision-making process is essential. By involving the community, we can find innovative solutions that prioritize safety while respecting the unique needs of each area. This approach ensures that we strike a balance between safety and convenience.
In fact, in June 2022, I successfully passed an ordinance to set a default speed limit of 20 mph on local streets unless otherwise posted, impacting approximately 420 miles of local roads. Additionally, over the past two years, I've championed investments of over $3.6 million in the Livable Streets Traffic Calming Program, employing four full-time employees to expedite program implementation and allocating $500,000 for quick and temporary traffic calming interventions. Furthermore, in 2023, I supported a significant $10 million allocation in the Capital Improvement Program (CIP) for Road Safety and Transportation.
Eva Lopez Chavez: Yes, I support Vision Zero and human-centered planning that creates safe, healthy communities. In my previous work as a community liaison, I helped build community engagement strategies to understand pedestrian-safe best practices and educate the public about Vision Zero plans. Through this experience, I learned that Vision Zero is a necessary tool for policy makers seeking to remedy the effects of century-long street planning for vehicles and not people. Our communities in District 4 need education to understand that speeding and car-centric planning does not build our communities up. This education paired with incentives such as e-bike vouchers, bike tools, and wayfinding maps will instill confidence back in our streets. Our streets belong to our residents and I’m excited to get to work to improve Salt Lake City roads!
Clayton Scrivner: I support Salt Lake City's commitment to Vision Zero (and beyond!). If elected, a main charge of mine would be to ensure Salt Lake City has the safest streets in the state, region, and country.
Having worked on people first street initiatives for decades, I understand from my experience in community engagement that implementing significant streetscape enhancements can face opposition from well-meaning folks. 2100 South comes to mind where we have failed residents by redesigning a street in half-measures due to political headwinds.
Based on my experience, however, through effective communication and community engagement, advocacy, education, and a dash of political courage – we can get there. And we must – the consequences of not pursuing this are as high as it gets.
————————————————————
Q2: What city plans, state transportation projects or citizen-led proposals are you most excited about to help residents decrease their reliance on a car to thrive in and navigate the city?
————————————————————
Valdemoros: My extensive background in city planning, coupled with my collaboration with public transportation partners, informs my commitment to reducing car reliance in Salt Lake City. I'm particularly excited about city plans and initiatives that promote walking, cycling, and public transit as viable alternatives to car travel. I plan to champion these initiatives and actively seek additional funding to support them. Furthermore, my dedication to small business incubation extends to enterprises that support alternative transportation, contributing to a more sustainable urban landscape.
As a testament to my commitment, I've chosen to reside near a Trax station since 2007. This decision allows me to walk to work and use the train for grocery shopping. In 2016, I opened my business adjacent to my residence, further reducing my reliance on cars.
Chavez: I’m really excited for the Gateway Triangle Park CIP project to be complete. It is a downtown parcel that connects downtown neighbors in the Gateway area and commuters along the Folsom Trail. This space includes an expansion of the community garden and will serve as a community learning space with future partnerships. I’m excited for this project in particular because it will help connect Westside residents into Downtown with ease of crossing geographic barriers such as the bridges we force them to cross. This is a great example of intentional urban connectivity through non-vehicular transit methods.
Scrivner: There are almost too many to list here and not break the word count, so I’ll shoot for brevity:
Coming online:
— 9-Line: At long last, this is what “protected” looks like!
— Folsom Trail: I worked on this project during my RDA years and again on the
Board of Seven Canyons Trust. It is transformative – and we are just starting to realize how much community benefit will come of it.
— Connecting the Parley’s Trail to the Jordan River: I helped open this trail’s eastern section while at the County and am so excited to see it connect to the JRT.
— E-bike rebate program: Good thinking by Sustainability, let’s not let this get stymied in the political process.
We can do this:
— Free Transit for All: We have seen a huge increase in ridership during free fare periods - proof of concept is already there.
— Car Free Main Street: There are so many amazing examples across the country of how open streets can be executed successfully.
— Green Loop: Make it permanent, not a pop-up!
— SLC Transit to Trails: As we continue to grow, we must increase access to trails and open space via car-free methods.
Come on folks, let’s shoot for this:
— Not a Gondola: You know this, we all know this. Let’s try free and frequent zero-emission buses and a canyon fee system first.
— Rail to at least Kimball Junction: With the possibility of a near-future Olympic Games, this seems like this could be a thing.
— High-Speed Rail Regional Connections: Happy to see this enter the zeitgeist lately. Let’s not let it fade.
— Rio Grande Plan: One can dream as a private citizen. As a councilmember, I’ll move the needle.
— Keep an eye on automated microtransit: Can free automated circulators possibly get us where we need to be sometime in the decades to come?
————————————————————
Q3: In a typical week, how often do you travel by transit, bicycle or exclusively by foot, without the use of a car? Would you commit to riding transit or otherwise going car-free for one week per year?
————————————————————
Valdemoros: My personal values align with my commitment to sustainability. I regularly utilize public transit or walk without the use of a car. To underscore my dedication to greener transportation options, I pledge to go car-free for two weeks each year. This personal commitment reflects my advocacy for sustainable transportation practices.
Chavez: I walk every morning by foot to my garden and around the neighborhood. I bike 5X a week for my commute to work. Typically, I use my vehicle to get to social events in the evening and visit my family in Farmington. I enjoy walking to the University Trax station to ride downtown. I would absolutely commit to going car-free and would want to measure and share my own carbon footprint in the city.
Scrivner: I limit my driving as much as humanly possible and have had that mindset for decades. My race for City Council is a people first, car-free campaign. I have outfitted my bike as a mobile campaign office, complete with lawn signs, refreshments, a boom box, and a trash receptacle for litter pick up! Hopefully, I can inspire residents to try and explore a similar approach to getting around – just by being that goofy dude with the oversized bike trailer.
And yes, I would absolutely commit to going car-free/transit-only for multiple weeks a year!
————————————————————
Q4: Salt Lake City funds a handful of high-frequency bus routes in partnership with UTA (the 2, 9, 21, etc.). Do you support an expansion of the Frequent Service Network by increasing the amount of city funding paid to UTA for enhanced services?
————————————————————
Valdemoros: I firmly support expanding the Frequent Service Network and will actively advocate for increased city funding to enhance these services in partnership with UTA. As someone who opposes the expansion of I-15 and highway widening, I believe that prioritizing efficient public transit is paramount. Expanding this network will not only reduce car reliance but also improve overall transit accessibility for our residents.
As a councilmember, I've allocated over $4 million for UTA bus lines that might not have been otherwise funded. Additionally, I've supported the student pass for the SLC School District, covering free public transportation for K-12 students and expanding it to include teachers, staff, and now a parent or guardian.
Chavez: ABSOLUTELY! We need to fund UTA for our enhanced services to create a true high-frequency transit network and connect our communities to the opportunities in the city. As a frequent user of bus route 2, I know the importance of keeping this reliable community asset in our neighborhoods. High frequency routes are necessary to help our communities transition to a transit-oriented lifestyle.
Scrivner: Yes. As someone who envisions, and will tirelessly advocate for, a future of free and frequent local and regional transit, the City must push even harder toward making high-frequency transit plentiful and accessible. We should be pushing again (whatever happened to that energy?) to retain more local circulators as well – let’s go from a handful to a busload.
————————————————————
Q5: Streets in Salt Lake City that are owned and maintained by the Utah Department of Transportation are some of the most dangerous corridors in the city. What should the city be doing to improve safety on and around state-owned roads? Do you support the city taking ownership of any UDOT roads in the city?
————————————————————
Valdemoros: To improve safety on state-owned roads, I propose a collaborative approach with UDOT. Leveraging my city planning experience, I will work to implement safety measures, such as improved lighting and pedestrian crossings, in partnership with UDOT. While I am open to the idea of the city taking ownership of UDOT roads, this decision should undergo a comprehensive evaluation to ensure it is cost-effective and feasible.
Chavez: The city needs to be creative when partnering with UDOT. I’m proud to have worked with our Transportation Department to bring traffic calming solutions to city owned roads. I think this same design can be implemented on UDOT owned roads with the city's leadership and design. We need all roads in District 4 and Salt Lake City to be ADA compliant and accessible. We need to design roads with pedestrian users in mind of all ages and abilities. I support the city continuing the partnership with UDOT to ensure the shared roads are centered on pedestrian safety.
Scrivner: District 4 is home to several 6-lane, car-centric, high-speed, dangerous, arterial roads that are not only unsafe for active transportation but are also a detriment to our greater quality of life by failing to live up to basic livability principles. We must partner with the State (it’s not unheard of, I had a chance to work with UDOT on 300 West back in the early 2010s) when appropriate, or even go it alone by funding enhancements that we can’t wait for.
Note: Not all of our massive car-only corridors are owned by the State. Martin Luther King Boulevard (600 S.) runs one-way right through the heart of D4 and has one of the most dangerous intersections in the City (500 E.). East of State Street, that’s on us. I will advocate for street enhancements to increase safety on our behemoth streets immediately upon entering office.
————————————————————
Q6: In 2015, Salt Lake City proposed to build a network of safe, low-speed streets called “Neighborhood Byways” by 2025, with additional plans to expand the network by 2035. These would be streets where residents of all ages could feel safe walking or riding a bike, facilitating healthier lifestyles while still accommodating car travel on major corridors. As of 2023, the city is far below the pace it would take to build this network. Should the city make it a priority to complete its entire network of neighborhood byways ahead of schedule, and if so, how would you propose paying for this work?
————————————————————
Valdemoros: Completing the entire network of Neighborhood Byways ahead of schedule is a priority for me. My commitment to securing funding for parks and community spaces aligns with this goal. I will explore innovative financing options, such as public-private partnerships and federal grants, to expedite the development of these safe, low-speed streets.
Chavez: Yes, the city has the opportunity to continue to build a network of byways, alleyways, greenspaces, and trails. This is the pinnacle of Salt Lake City: we are a transit-friendly city. We should invest in our infrastructure and continue to seek to connect our communities through our street design. We have an opportunity as a city to pursue a Resort Communities Tax. It is important that we wield all economic impact reports to our benefit and advocate for other funding mechanisms for the sole purpose of expanding infrastructure.
Scrivner: As a person who has worked professionally to help implement several bike-ped plans and other initiatives over the years, I am empathetic to delayed timelines. This is one of the core reasons I am running for office: I never want to be the elected official who hampers our mission to enhance livability in our community.
Those that are profiting from new growth, particularly the luxury at-market rate builders, should be helping fund this via impact fees or other means. We should also be aggressively pursuing state and federal active transportation grants. And if I could wave a magic wand and change tax law in this state, car and gas sales would fund the whole damn thing.
————————————————————
Q7: Do you support or oppose the abolition of parking minimums?
————————————————————
Valdemoros: I strongly advocate for the abolition of parking minimums. This aligns with my vision of creating walkable, bike-friendly cities and my opposition to projects that displace communities and worsen our housing crisis. Removing parking minimums encourages developers to prioritize sustainable, transit-oriented development that benefits our communities and the environment.
While parking minimums may still be controversial to some, I believe that promoting cleaner air and sustainable transportation is a collective responsibility. Engaging our community in discussions about the benefits of reducing car reliance, such as cleaner air, can help address concerns and foster support for this important change.
Chavez: I support the abolition of parking minimums in dense communities that have proper amenities for communities to use. Intentionally incorporating both utilitarian and artistic architecture can bring communities a toolbox for transit-oriented lifestyles. These are necessary solutions in historically marginalized communities where there are inefficient transit routes. We need to acknowledge that vehicles are often the only method for transit in these neighborhoods. I support parking minimums to allow a gradual transition of parking to resident ratio.
Scrivner: I do believe strongly in the “if you build it, they will drive” aspect to parking so removing minimums can totally make sense under the right conditions. We also know parking requirements hamper affordability. I struggle to understand, for example, why our Transit Station Zoning is so overparked and unaffordable.
Abolishing parking minimums, however, is not a one-size-fits-all policy that would work for Salt Lake City. We should consider removing or reducing minimums (or even incentivizing parking-free development) where the conditions permit or can be built into a plan.
Parking where you want when you want and for free is considered personal to many residents. We still live in a western town and that is echoed in our, sometimes frustrating, hitching post mentality. But with a little strategy, creativity, and sticking to our guiding principles of livability, we can make a people first city.
————————————————————
Click here for additional 2023 SLC election candidate surveys.
