2023 Election Surveys: District 7
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?
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Sarah Young (Incumbent): I wholeheartedly endorse Salt Lake City's commitment to Vision Zero in 2023, which aims to eliminate traffic-related fatalities and serious injuries through evidence-based street improvements, particularly focusing on pedestrian safety. In my district of Sugar House, ongoing road enhancements, such as the projects on 2100 South and 1100 East, are designed to protect vulnerable road users. This includes the addition of protected bike and pedestrian lanes, as well as signaled crossings, which will significantly enhance safety.
Recognizing that major transportation construction projects can pose challenges for our residents, I emphasize the importance of proactive city communication. This means being transparent about project timelines and highlighting the benefits these improvements will bring to our community, which is essential for garnering support. Together, we can prioritize the safety and well-being of our residents while working towards achieving Vision Zero's goals.
Molly Jones: Absolutely. Change is hard and I believe a lot of times folks don’t really understand what is being asked of them. My vision is to lead by doing - riding my bike or walking whenever possible. I also plan to talk about getting out of your car and communicating on the City’s plans, infrastructure, and policies so that people feel comfortable with the shift away from cars.
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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?
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Young: I am incredibly enthusiastic about two initiatives aimed at reducing car reliance in Salt Lake City. Firstly, the partnership to provide UTA passes to Salt Lake City School District students is a fantastic step towards cultivating public transit familiarity among our youth. This not only reduces traffic congestion but also instills sustainable transportation habits from a young age.
Secondly, the expansion of the S-line streetcar in District 7 is a vital project to improve accessibility to the thriving Sugar House business district. It enhances connectivity, encourages public transit usage, and contributes to a more sustainable, vibrant community. Both of these initiatives align perfectly with our goals for a more sustainable and accessible city, benefitting residents and our environment.
Jones: The expansion of the S-Line. In an ideal world I would connect the S-Line to the Red Line, create a circuitous route that skirts the edges of the West Side, adds East-to-West connections that intersect Trax, and run Trax up I-80 to connect to Park City. One of the easiest ways to move people is by consistent, expedient trains. We need to be reinvesting in this important infrastructure to reduce reliance on cars and encourage folks to plan their lives around transit options.
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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?
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Young: I walk in my neighborhood daily, enjoying local parks and using Parley's trail to access local businesses. I'm a staunch advocate for public transit and regularly educate my family, hosting a "transportation day" in the summer with our kids to raise awareness of our city's transit systems. I wholeheartedly commit to riding transit and going car-free, not just for a week or on poor air quality days but as a consistent example for Salt Lake citizens.
Jones: I only drive my car when I have heavy loads that aren’t feasible with my bike and trailer, or are outside of my 5 mile one way sphere. I own an e-bike and love it. Prior to moving to Salt Lake City my husband and I did not own a car and we only do so now to make longer journeys (and, honestly, Costco runs).
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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?
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Young: I fully support the ongoing funding of high-frequency bus routes in Salt Lake City. These routes are vital in promoting accessibility, reducing carbon emissions, and lessening car dependency within our city's economy. Collaborative efforts between Salt Lake City and UTA officials have successfully bridged gaps in service, particularly in connecting the eastern and western parts of our city. These routes extend public transit access beyond traditional service hours, making it a more viable transportation solution for these crucial areas. I also believe that we can explore expanding these services by leveraging revenue generated from economic development in Salt Lake City.
Jones: Yes. Having affordable bus routes that come frequently and offer diverse routes are a great way to reduce dependence on cars. I love that most of the people I know that work at the University of Utah get there by bus because it’s the most efficient way to get to work. I would like to see more workplaces in Salt Lake adopt this mindset. Additionally, I think that when you reduce the cost, ridership increases and that shows that we can support an expanded transit system and reduces the financial cost making it more likely to be utilized.
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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?
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Young: Improving safety on state-owned roads in Salt Lake City necessitates collaborative planning rather than a transfer of ownership. A partnership between the city and UDOT allows us to pool resources efficiently, ensuring responsible use of taxpayer funds and avoiding duplication of efforts. This joint approach involves the city leading in the design and implementation of safety measures such as traffic calming, enhanced intersections with "Look Before Crossing" signs and stencils, pedestrian refuge islands/medians, and curb extensions. It's through such cooperation that we can make these dangerous corridors safer for our residents and commuters.
Jones: The City can lobby UDOT to reduce speed limits, increase the number of streetlights on streets, increase the frequency of stopping cars through adjusted streetlight timing, and lots of messaging about slowing down and looking around for bicyclists and pedestrians. Continuing to call out the dangerous roadways through the SLC Traffic Violence map is another great option.
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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?
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Young: Salt Lake City's commitment to Neighborhood Byways is vital. These low-speed streets promote healthier lifestyles and safe transportation options for all residents, including our students traveling to schools and citizens visiting small businesses. Given the current pace, prioritizing the completion of the entire network is essential, especially with potential school closures. In addition to existing budget allocations, we can explore utilizing Capital Improvement program funds to support traffic calming efforts aligned with this vision. Ensuring safe, accessible streets benefits our community, and we must actively seek resources and strategies to accelerate this project's completion.
Jones: YES! Having biked in Berkeley where Bicycle Boulevards are integrated as a core part of the city's infrastructure I can personally attest that they make biking, walking, and rolling more pleasurable. I believe that there is always money, it just depends on how it’s allocated. I would strongly lobby my colleagues and the Mayor’s office to prioritize the expansion and development of these Byways to be completed. I want safe ways to ride my bike across the entire city so that my family and I can enjoy all the amenities that the city offers from the West Side to the East Side.
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Q7: Do you support or oppose the abolition of parking minimums?
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Young: I support a balanced approach that takes into account both the importance of parking and the need for affordable housing. We should equally emphasize solutions like accessibility, transit, and biking alongside parking considerations. Prioritizing Transit-Oriented Development (TOD) can help reduce reliance on parking minimums. I oppose the abolishment of parking minimums, especially in areas with mixed high-density housing and businesses. Parking often becomes exclusive to a few businesses, which poses challenges for smaller local establishments by limiting access. As the city builds out a more robust public transit system, we can continue to monitor and adjust what level of parking minimums are appropriate, while also looking to install more electric charging stations to help. Additionally, we should prioritize safe bike storage options to encourage alternative modes of transportation and reduce car dependency. This way, we can address parking needs while prioritizing environmental concerns and small business access
Jones: Yes, but I do think that we need to be very strategic about how we work towards this goal. We don’t wish to face a backlash from folks who prefer to drive their cars and who have long depended on cars. Simultaneously, we want to encourage dense city living that relies on the 15 minute city ideals. There’s a balance to be struck here.
