5.0 PUBLIC TRANSPORTATION A robust public transit and enhanced mobility network is essential Public transportation includes various types of multiple- to focused regional growth, an increased quality of life for all occupancy vehicle services, such as bus, streetcar, rail and residents, and a healthy environment and economy. Public transit demand-response options. offers an affordable, equitable means of transportation and an alternative to personal vehicle ownership. Public transit and enhanced mobility transportation serve many purposes for a range of constituencies — children who ride the bus to school, teens traveling to their first jobs, young adults who are pinching pennies, seniors who can no longer drive safely, people with physical or mental limitations, and those who choose to limit driving to conserve resources. With shifting demographics, the number of people who use public transit and enhanced mobility services is projected to increase. Current services Fixed route The region’s transit system is a network of services provided by five area transit agencies: the Kansas City Area Transportation Authority (KCATA), Johnson County Transit, Unified Government Transit, City of Independence TransitDRAFT and the Kansas City Streetcar Authority.

5.0 Public Transportation l Transportation Outlook 2040 5.1 2015 Update Kansas City Area Transportation Johnson County Transit Unified Government City of Independence / Kansas City Streetcar Authority /The Metro / The JO Transit IndeBus Authority Created 1965 1982 1978 2012 2012 Services MAX bus rapid transit, commuter Connex enhanced bus, Enhanced bus and local Local fixed route and Streetcar express, local fixed route, flex demand- commuter express, fixed routes (operates paratransit. not yet operational response, ADA complementary flex bus, paratransit. five intracity routes and paratransit and vanpool. contracts with KCATA to operate five additional intercity routes).

Funding FTA Section 5307 funds, 1/2-cent and County general funds, County general funds, City general funds, City general a 3/8‐cent sales tax in Kansas City, state, federal revenue state, federal fare federal and fare funds, federal and Missouri, and local general funds from and funds from cities revenue, and other funds. revenues transportation cities contracting for service. contracting for service. development district

Geography Served Jackson, Clay and Platte counties in Johnson County, Kansas City, Kansas, City of Independence, Downtown Kansas Missouri and Wyandotte and Johnson Kansas, with and Wyandotte County Missouri City, Missouri counties in Kansas. (District also connections into with connections into includes Leavenworth County, Kansas, Kansas City, Missouri. downtown Kansas City, and Cass County, Missouri, though no Missouri. services are currently provided).

Transit Centers 10th and Main, Independence Square, Mission Transit Center, Downtown Kansas City, Independence Square 3rd and Grand and Served Antioch Center, Boardwalk Square, 10th and Main Kansas, Midtown Kansas 10th and Main 39th and Troost, 31st and Van Brunt, City, Kansas, and 10th US-71/Red Bridge, Bannister/Hillcrest, and Main in Kansas City, Rosana Square, Downtown KCK and Missouri. Midtown KCK.

2012 Ridership 16,517,506 671,121 1,317,663 102,659 n/a 2012 Operating $79,642,462 $10,323,206 $4,454,496 $967,341 n/a Funds Expended 2012 Capital Funds $10,999,455 $5,159,201 $10,853,632 $0 n/a Expended Fleet size DRAFT225 vehicles 108 vehicles n/a n/a n/a Average age of fleet 7.04 years 8.01 years n/a n/a n/a

5.0 Public Transportation l Transportation Outlook 2040 5.2 2015 Update Figure 5.1: Current transit routes available in the Kansas City region Coverage Transit coverage is measured by how many residents PLATT E live within a half-mile of a transit route or stop. It is used to measure progress toward transit system CL AY expansion in Greater Kansas City. According to 2010 LEA VEN WORTH U.S. Census data, 41 percent of the region’s residents have access to transit within one-half mile of their homes. Transit coverage forecasts for 2040 show that the population within a half-mile of transit will decline to 35 percent — a move in the wrong direction. Transit coverage analysis also considers the number jobs located within proximity of transit routes. Based on 2010 U.S. Census data, 60 percent of the region’s WYAND OTTE jobs are located within a half-mile of transit; by 2040, this is expected to decrease to 50 percent. MARC’s Technical Forecast shows that, with the exception of downtown Kansas City, Missouri, the areas of the region that are expected to have the highest JACKSON population and employment growth are the areas currently underserved or unserved by transit. JOHNSON More information related to transit coverage disparity can be found in the Land Use and and Equity chapters Regional transit service providers of this plan. Johnson County Transit Figure 5.1 captures the geographic extent of current IndeBus CASS transit service in the region, but does not reflect the Unified Government Transit availability of service by time of day or day of the week. DRAFTKCATA MIAMI

5.0 Public Transportation l Transportation Outlook 2040 5.3 2015 Update PLATT E Peak-hour transit service Nearly all routes in the regional transit network offer CL AY service during peak travel times (Figure 5.2). Peak LEA VEN WORTH hours, commonly known as rush hours, are the times of day where traffic volumes are at their highest, which usually occur twice each weekday and correspond with travel to and from work. Eighteen transit routes only provide service during peak hours, catering primarily to work trips. Most of these routes are express routes that carry riders from suburban locations in to the central business district WYAND OTTE with few stops in between.

Figure 5.2: Transit service available at peak travel times in the Kansas City region JACKSON

Peak-only service JOHNSON Peak and non-peak service DRAFTCASS MIAMI

5.0 Public Transportation l Transportation Outlook 2040 5.4 2015 Update Midday transit service PLATT E Midday transit service primarily provides service between peak travel times. Figure 5.3 shows transit routes that offer CL AY midday service segmented by frequency, or how often a bus LEA VEN WORTH stops to pick up riders. The majority of service falls into the 31–60 minute frequency range and is concentrated in Kansas City, Missouri, Kansas City, Kansas, and areas just north of the Missouri River. Higher frequency service, including both the 10–20 and the 21–30 minute ranges, are concentrated in the urban core of Kansas City, Missouri, and are fewer in number. By nature of frequency, these services are more WYAND OTTE convenient for riders and afford more local trips for a multitude of purposes. The most frequent transit network – routes with 20-minute service or less during midday – include the following routes: • Main Street Metro Area Express (MAX) JACKSON • Troost Avenue Metro Area Express (MAX)

• Prospect Avenue JOHNSON • Independence Avenue • 31st Street • 39th Street

CASS Figure 5.3: Transit service frequency —— 10–20 minute frequencyDRAFT—— 31–60 minute frequency —— 21–30 minute frequency —— 61–120 minute frequency MIAMI

5.0 Public Transportation l Transportation Outlook 2040 5.5 2015 Update PLATT E Daily service Of all routes in the current transit system, only 25 CL AY LEA VEN WORTH provide service seven days per week. As shown in Figure 5.4, these routes cover a limited geographic area of the region, primarily concentrated in the city of Kansas City, Missouri. This is a significant limitation on using transit to access employment in suburban areas or for jobs that do not have traditional Monday-through-Friday shifts.

Figure 5.4: Transit service available WYAND OTTE seven days per week

JACKSON

JOHNSON

DRAFTCASS MIAMI

5.0 Public Transportation l Transportation Outlook 2040 5.6 2015 Update PLATT E Nighttime service CL AY The current network of nighttime transit service is LEA VEN WORTH also limited. Night transit service includes routes that operate after the last peak travel period ends, usually around 7 p.m. Only 10 routes provide service after midnight on weekdays. With the exception of the Main Street Max, which stops service at 2 a.m., these routes end service by 1 a.m.

WYAND OTTE Figure 5.5: Nighttime transit services

JACKSON

JOHNSON

DRAFTCASS MIAMI

5.0 Public Transportation l Transportation Outlook 2040 5.7 2015 Update Ridership 100,000 In 2012, the four transit operators carried an average daily ridership 90,000 of approximately 50,000 passenger boardings. Transit ridership has increased since 2004, and the average 80,000 daily transit ridership is expected to reach 57,093 by 2040.” 70,000

60,000

Figure 5.6: Average daily 50,000 transit ridership

Regional transit service providers 40,000 Johnson County Transit

IndeBus 30,000 Unified Government Transit KCATA 20,000

10,000

0

DRAFT1972 1974 1976 1978 1980 1982 1984 1986 1988 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 2010 2012 National Transit Database

5.0 Public Transportation l Transportation Outlook 2040 5.8 2015 Update Enhanced mobility services Figure 5.7: Partial list of enhanced mobility services Many types of enhanced mobility services exist in the Kansas City region, in the Kansas City region but Americans with Disabilities Act (ADA) complementary paratransit services provide the greatest number of one-way trips. Federal regulations require Complementary ADA and non-ADA services providers by public transit agencies that each transit provider operating fixed‐route services must also provide ADA‐complementary paratransit service for any person with a disability City of Independence: IndeAccess and IndeAccess Plus whose trip origins and destinations fall within three-quarters of a mile on Johnson County Transit: Special Edition and SWIFT either side of any local fixed-route service. Regulations define minimum service KCATA: Share-a-Fare thresholds for this service to be considered equivalent to the fixed‐route Unified Government Transit: Dial-a-Ride service it complements. ADA‐complementary paratransit services are demand‐ Municipal services response services, and passengers generally schedule door-to-door trips through a call center. City of Olathe City of Liberty KCATA provides paratransit services for elderly and disabled persons in City of Shawnee portions of Clay, Platte and Jackson counties in Missouri. Unified Government Transit operates paratransit services in Wyandotte County, Kansas. The city of City of Excelsior Springs Independence, Missouri, operates paratransit services within its city limits. City of Lee's Summit The JO operates a commuter service and, therefore, is not required to Volunteer-based services offer ADA‐complementary paratransit service. If the commuter status of Johnson County Catch-a-Ride The JO’s service changes in the future, it will require the addition of ADA‐ JET Express complementary paratransit service. The JO currently operates a Special Edition Missouri State Senate Bills 40 and 240 Boards service for persons with disabilities. Platte County Board of Senior Services There are many other types of enhanced mobility services available in the Clay County Board of Senior Services region. Municipalities, volunteer-based organizations, mill levy boards and EITAS in Jackson County public-private partnerships provide most of these services. Link for Care (www.linkforcare.org) has a comprehensive, searchable online database Private for-profit providers of transportation services in the region. Figure 5.7 lists some examples of 10-10 Taxi enhanced mobility servicesDRAFT available. Yellow Cab Checker Cab

5.0 Public Transportation l Transportation Outlook 2040 5.9 2015 Update Transportation‐disadvantaged populations Public transit is particularly important to people who are Figure 5.8: Population estimates of persons 65 and older considered transportation disadvantaged. The U.S. Census defines transportation‐disadvantaged populations as adults age Total population Population 65 Percent 65 65 and older, people with low incomes, people with disabilities, estimate years and older years and older and those who don’t own a car (even if by choice) and would Johnson 546,046 60,354 11% therefore be vulnerable in an emergency. Leavenworth 76,227 8,534 11% Persons age 65 and older 32,546 4,301 13% Figure 5.8 shows estimates of the 65-and-older population in Miami the eight‐county region — approximately 12 percent of the total Wyandotte 157,274 16,978 11% population. The largest concentration of this group is found in Cass 99,394 13,617 14% Jackson County, Missouri, and the smallest concentration in Miami County, Kansas. Clay 222,048 25,215 11%

Figure 5.9 shows the percentage of persons 65 and older by Jackson 672,784 84,413 13% census tract in each county. The older adult population is fairly Platte 89,567 10,156 11% well dispersed throughout the region, with no outstanding concentrations, except where residential communities designed Total 1,895,886 223,568 11.7% for older‐adult living DRAFTare located. Source: 2008-2012 American Community Survey 5-Year Estimate

5.0 Public Transportation l Transportation Outlook 2040 5.10 2015 Update Figure 5.9: Concentrations of population 65 and older (persons per acre)

2.0–3.0

0.7–1.0

0.3–0.6

0.0–0.2 DRAFT

5.0 Public Transportation l Transportation Outlook 2040 5.11 2015 Update People with disabilities Figure 5.10: Population estimates of people with disabilities People with disabilities often have the most varied transportation needs. Total civilian Total civilian Percent of civilian non‐institutionalized non‐institutionalized non‐institutionalized Disabilities may be physical, mental, population population with a disability population with a disability emotional, developmental or a Johnson 542,294 43,926 8% combination of any of these. Figure 5.10 68,465 9,106 13% shows that Wyandotte, Leavenworth, Leavenworth and Jackson counties have the highest Miami not available not available not available percentage of disabled persons, while Wyandotte 156,114 22,324 14% Johnson and Jackson counties have Cass 98,375 11,412 12% the largest disabled total numbers. Of Clay 220,339 23,797 11% the 11 percent of people in the region Jackson 666,427 84,636 13% who are 65 and older, approximately 36 percent have a disability of some kind. Platte 88,663 8,778 10% Total 1,840,677 203,979 11%

Total 65 and older Percent 65 and older Total 65 and older with a disability with a disability Johnson 58,137 17,964 31% Leavenworth 8,154 3,253 40% Miami not available not available not available Wyandotte 16,422 7,324 45% Cass 13,015 4,672 36% Clay 24,381 8,704 36% Jackson 81,294 30,729 38% DRAFTPlatte 9,872 3,475 35% Total 211,275 76,121 36% Source: 2008-2012 American Community Survey 5-Year Estimate

5.0 Public Transportation l Transportation Outlook 2040 5.12 2015 Update Figure 5.11: Concentrations of persons with disabilities (persons per acre)

1.5–2.6

0.9–1.4

0.4–0.8

0.0–0.3 DRAFT

5.0 Public Transportation l Transportation Outlook 2040 5.13 2015 Update Low‐income residents The U.S. Census provides annual poverty data that can be used to identify low-income populations. Figure 5.12 shows low‐income population estimates by county. Jackson and Wyandotte counties have the largest low‐income populations in the region. There are also high concentrations of low‐ income populations in eastern Johnson, Leavenworth and Cass counties.

Figure 5.12: Population estimates of low-income persons in the Kansas City region

Total estimate for Population with income in Percent of population Percent of Total 65 years population identified the past 12 months below below poverty level impoverished residents or older with poverty status poverty level (past 12 months) aged 65 or older

Johnson 540,574 34,765 6.4% 2,689 5%

Leavenworth 70,167 6,738 9.6% 746 9%

Miami 31,771 2,847 9.0% 186 5%

Wyandotte 155,246 36,334 23.4% 1,910 12%

Cass 98,008 8,218 8.4% 623 5%

Clay 219,242 18,303 8.3% 1,221 5%

Jackson 661,689 112,611 17.0% 6,967 9%

Platte 88,663 6,498 7.3% 452 5%

Total 1,865,360 226,314 8.2% 14,794 8% DRAFTSource: 2008-2012 American Community Survey 5-Year Estimate

5.0 Public Transportation l Transportation Outlook 2040 5.14 2015 Update Figure 5.13: Concentrations of persons living below the poverty level (persons per acre)

41%–69%

26%–40%

16%–25%

8%–15%

0%–7% DRAFT

5.0 Public Transportation l Transportation Outlook 2040 5.15 2015 Update Vehicle ownership Zero‐car household data provides a snapshot of the number of people who either cannot afford car ownership or choose to not own a car. Transportation‐disadvantaged populations include both of these groups because even those who choose not to own a car can be vulnerable in emergency situations. In the eight-county region, Jackson and Wyandotte counties have the highest percentage of zero-vehicle households. Figure 5.15 shows that zero-vehicle households are concentrated near the urban core of the region.

Figure 5.14: Population estimates of workers in zero-car households

Occupied households Percent of households with zero vehicles

Johnson 214,640 3.3%

Leavenworth 26,167 4.8%

Miami 12,154 2.7%

Wyandotte 57,356 10.0%

Cass 37,220 2.9%

Clay 86,701 4.4%

Jackson 270,645 9.8%

Platte 36,104 4.2%

Total 740,987 6.4% DRAFTSource: 2008-2012 American Community Survey 5-Year Estimate

5.0 Public Transportation l Transportation Outlook 2040 5.16 2015 Update Figure 5.15: Concentrations of zero-vehicle households in the region (households per acre)

0.69–2.27

0.15–0.68

0.04–0.14

0.0–0.03 DRAFT

5.0 Public Transportation l Transportation Outlook 2040 5.17 2015 Update Veterans While veterans are not considered a transportation-disadvantaged group, they often face transportation barriers and have other transportation-disadvantaged characteristics. Figure 5.17 shows that approximately 10 percent of people living in the region are veterans, with a high concentration in Leavenworth County, home to the Fort Leavenworth U.S. Army Garrison. Of the total number of veterans living in each county, Johnson County has the highest concentration of veterans aged 65 or older.

Figure 5.17: Population estimates of veterans and veterans over the age of 65 in the region

Total estimated civilian Total estimated Percent of estimated Percent of veterans population 18 and older veterans population who are veterans over the age of 65

Johnson 403,187 34,329 8.5% 44%

Leavenworth 55,171 9,584 17.4% 24%

Miami 23,382 2,419 10.3% 38%

Wyandotte 112,695 10,572 9.4% 36%

Cass 73,012 9,013 12.3% 41%

Clay 164,958 18,137 11.0% 38%

Jackson 507,512 51,215 10.1% 40%

Platte 67,308 7,876 11.7% 33%

Total 1,407,225 143,145 10.2% 37%

DRAFTSource: 2008-2012 American Community Survey 5-Year Estimate

5.0 Public Transportation l Transportation Outlook 2040 5.18 2015 Update Figure 5.18: Concentrations of veterans (persons per acre)

0.80–2.01

0.41–0.79

0.18–0.40

0.0–0.17 DRAFT

5.0 Public Transportation l Transportation Outlook 2040 5.19 2015 Update Unmet needs A closer look at the location of people with known transportation-disadvantaged characteristics shows locations where public transportation services are most needed. Figure 5.19 illustrates which parts of the region have service deficiencies and which areas have adequate service capacity to meet current demands. Analysis was conducted for each census tract with service-dependent populations (older adults, persons with disabilities, low-income populations and veterans) and data was normalized with the number of persons per acre. All transportation service providers in the Link for Care database were contacted; number of vehicles counts and seats of available per fleet (depending on providers) were obtained to determine capacity. By applying a standard deviation to the scale of need and capacity, a number was generated to each quartile, and the difference between need and capacity was calculated for each census tract. This difference is displayed show balanced needs, greater needs or greater capacity.

Figure 5.19: Available service capacity for concentrations of combined service needs populations

Constrained Greater need Transportation Outlook 2040 transit projects DRAFTBalanced need and capacity

Greater capacity

5.0 Public Transportation l Transportation Outlook 2040 5.20 2015 Update Challenges Funding Suburbanization of poverty Financial challenges further compound the difficulty of providing reliable transit services in the region. State and federal resources have Populations that most often need public transportation, especially largely funded the construction of road and highway infrastructure low-income residents, are no longer heavily concentrated in the in the region, with less significance placed on long‐term operations region’s urban core where transit services are more plentiful. The and maintenance costs. However, the expansion of public transit region is experiencing a suburbanization of poverty, similar to many and enhanced mobility service has not received the same level of peer metro areas, and its suburban-style development patterns continuous funding. Funding for operations and maintenance of create challenges for convenient transit service. One of the greatest services is particularly difficult to come by, and a dedicated local current and future challenges is responding to the region’s public funding source is typically required. transportation service needs. An aging population Growth and development patterns With an aging demographic, the Kansas City region is — and will Over the last few decades, most of the population and employment continue to be — faced with an increasing demand for more transit growth in the Kansas City region has taken place beyond the urban core and on-demand specialized, paratransit services in the coming years. and first suburbs. This development pattern makes it difficult to provide Currently, older adults who cannot use fixed-route transit service efficient, sustainable transit service. Only a few areas in the region — have very few affordable transportation alternatives. Although those with more walkable, dense development patterns and mixed more than 40 transportation services work to meet the needs of land uses — can sustain frequent, reliable service. disadvantaged populations, including older adults, some limitations MARC’s population and employment forecasts show that the trend exist due to inadequate capacity, high costs, narrow geographic of population and employment gains at the outer edges of the region service coverage and limited hours of operation. will continue into the future. Where outward growth is inevitable, new Evaluation of service availability and the locations of transit- development patterns that are more transit-friendly and walkable can dependent population locations are steps toward progress. A become the new status-quo. collaborative assessment of public transit needs has been undertaken Population and employment growth is also expected in already- through a peer exchange among many service providers in the region. developed areas of the region. For the first time in decades, significant Stakeholder input from users and providers suggests that the unmet new areas of redevelopment are emerging, and communities are need is great, and the gaps between needs and available capacity will becoming more proactiveDRAFT in planning for redevelopment and infill. This continue to climb as the region’s population ages and disperses, as life momentum benefits the entire region and makes transit and enhanced expectancies increase, as the population of the infirm and disabled mobility transportation services more sustainable in the long run. increases, and as income gaps widen.

5.0 Public Transportation l Transportation Outlook 2040 5.21 2015 Update Figure 5.20: SmartMoves conceptual transit map Preparing for the future Smart Moves regional transit vision The Smart Moves Regional Transit Vision, adopted in 2008, was created to guide and focus transit investments to respond to the growing needs of residents. This vision was developed in partnership with the Kansas City Area Transportation Authority, Unified Government Transit and Johnson County Transit. Extensive public engagement and research guided the plan’s development. The vision includes goals and action steps that support a service concept that includes regional and community‐based service networks.

Regional service network The Smart Moves service concept breaks transit corridors in the regional network into three types: urban, commuter and major fixed‐route. Together, these routes connect important activity centers, such as major employment centers, cultural destinations and areas with high concentrations of transit‐dependent populations. While bus service is currently available to all corridorsDRAFT in the regional network, Smart Moves envisions a system Commuter routes Major fixed routes Urban routes

5.0 Public Transportation l Transportation Outlook 2040 5.22 2015 Update of high-demand corridors that transition to bus rapid transit service or rail (modern streetcar or light rail). These interconnected regional services also provide the structure for local community‐based services. Figure 5.20 is a conceptual map that shows the relationship between the different types of corridors and the underlying network of local service.

Community‐based service The concept of community‐based transit service is central to the People using demand-response services, for example, could be Smart Moves vision. Community‐based services are designed to transported to an activity center where they could access a variety serve specific local needs and support access to local goods, services of goods and services, or connect to other regional destinations by and employment locations — places that regional service alone using fixed‐route transit service. This coordination between services might not reach. Local communities, transit agencies and private or is beneficial for enhanced mobility programs with geographic nonprofit transportation service providers are typically responsible limitations, and users can maintain a greater sense of independence for these services. through full access to regional offerings. In this concept, public transit, demand‐response service, taxi, Implementation bike-share and other services link people to activity centers and Although financial challenges may slow improvement and destinations. A variety of transportation services can interact expansion of the region’s transit system, several expansion projects, with and supplement each other at activity center locations. An coordination initiatives and studies from the last few years have activity center could be a large employment center, retail area or a created significant momentum. The following are some of the traditional town center. Activity centers are connected by multiple recent projects that provide a firm basis to continue implementation modes of travel (walking, biking, public transit, highways and more). activities into the future. Ideally, activity centers include mixed uses that provide access to employment, healthy food, medical care and housing. • Completion of Smart Moves implementation planning As part of this vision, the regional public transit network can provide Following up on the Smart Moves Regional Transit Vision, MARC connections to important local and regional centers, so that users undertook planning efforts to develop costs and implementation can move from centerDRAFT to center with ease. Activity centers can be strategies for the plan’s urban and commuter corridors, as well pivotal for those who are eligible for enhanced mobility services. as regional coordination. This planning laid the foundation for additional corridor studies:

5.0 Public Transportation l Transportation Outlook 2040 5.23 2015 Update — Downtown Corridor Alternatives Analysis (Downtown Streetcar) the addition of a single track on the east side of the Heart of In 2012, MARC, the city of Kansas City, Missouri, Jackson County America Bridge. This option would maintain the existing number and the KCATA completed an alternatives analysis of the need of through-traffic lanes and the bicycle/ pedestrian facilities on for a downtown transit distribution system. The locally preferred the bridge. Burlington Street was the preferred alignment for alternative was a two-mile streetcar service line on Main Street. streetcar expansion, though the study concluded that significant Transportation Outlook 2040 formally adopted this alternative funding gaps existed and additional planning and study for in Amendment #1 of the plan. The streetcar, now fully funded, urban rail development is needed. will begin operations in mid-2015. — Jackson County Commuter Corridor and US-71 Commuter — Phase 2: Streetcar Expansion Study (NextRail) Corridor Alternatives Analyses In 2013, following the successful Transportation Development In 2011, MARC partnered with Jackson County, Missouri, the District (TDD) development campaign to fund the streetcar city of Kansas City, Missouri, and the KCATA, on two related starter line, the city of Kansas City, Missouri, completed a study alternatives analyses. The studies evaluated transit service to determine the optimal corridors for streetcar expansion. options in Jackson County that could integrate with a downtown Three streetcar corridors (Linwood Boulevard, Independence circulator in Kansas City, Missouri, and foster opportunities Avenue and Main Street) and one bus rapid transit (BRT) for transit-related economic development near major activity corridor (Prospect Avenue) were identified as the best options centers and town centers. The studies looked at three priority as expansions of the starter line. Transportation Outlook 2040 corridors from Phase 2 of the Smart Moves Implementation adopted these preferred alternatives along with a TDD funding Plan: I-70 East, Rock Island and US-71. The locally preferred mechanism. The next steps for the successful implementation of alternative for the I-70 East and Rock Island corridors included this plan are the establishment of a TDD or other local revenue a near-term commuter bus strategy with implementation of source and seeking potential federal funding. commuter rail using diesel multiple unit (DMU) technology as a long-term strategy. The Rock Island corridor also includes a — Northern Streetcar/Light Rail Extension Study (NorthRail) Katy Trail extension. The US-71 study study determined that, In 2013, MARC partnered with the cities of North Kansas City for the near-term, BRT service should be provided on Prospect and Kansas City, Missouri, and the KCATA to identify a locally Avenue as well as enhanced bus service and potentially BRT in preferred alternative for a northern extension of the streetcar the US-71 right-of way. In a later phase of implementation, DMU line across the Missouri River into North Kansas City. Bus- commuter rail is preferred in the US-71 right-of-way. The locally based and streetcarDRAFT alternatives were evaluated for both the preferred alternatives for these corridors will be presented for Burlington Street and Swift Avenue corridors, as well as river adoption into the Transportation Outlook 2040 plan in 2015. crossing alternatives. The preferred river-crossing solution was

5.0 Public Transportation l Transportation Outlook 2040 5.24 2015 Update — Prospect Avenue Study (BRT) ridership along key corridors, and provided economic stimulus In 2014, the KCATA completed a Planning Assessment Study to by creating new jobs and stabilizing existing jobs. This was a evaluate the Prospect Avenue Corridor in Kansas City, Missouri, coordinated effort by KCATA, Johnson County Transit, Unified and determine transit improvements that would include Government Transit, MARC and several area cities and counties. implementation of MAX bus-rapid-transit service. The North/ • Regional Transit Coordinating Council (RTCC) South Corridor Alternatives Analysis first identified Prospect MAX as a potential BRT corridor in 2008. In 2013, The KCATA and MARC jointly formed a new transit council to focus specifically on issues of regional transportation • KCATA Comprehensive Service Analysis coordination. Members of the RTCC include executive leadership In 2013, KCATA completed a Comprehensive Service Analysis for and elected representatives from Johnson County, Kansas; the its service inside Kansas City, Missouri. This analysis provided a Unified Government of Wyandotte County/Kansas City, Kansas; comprehensive evaluation to determine how the agency could the city of Independence, Missouri; the city of Kansas City, provide better transit service with existing resources. KCATA has Missouri; the Kansas City Streetcar Authority; Jackson County, implemented all of the route changes identified in the analysis. Missouri; KCATA; and MARC. In addition, the RTCC created two advisory committees, the Transit Stakeholder Forum and the • Unified Government Comprehensive Service Analysis Mobility Advisory Committee. The Transit Stakeholder Forum In 2013, the Unified Government also completed a Comprehensive meets quarterly to generate ideas and provide feedback on Service Analysis to determine how to provide more efficient the issues that the RTCC undertakes. The Mobility Advisory service within Kansas City, Kansas, using existing resources. Committee provides recommendations to the RTCC about special • Kansas City Regional TIGER Project transportation issues, mobility management initiatives and FTA Program 5310 funding. In 2010, USDOT awarded the Kansas City region $50 million in TIGER funds through the American Recovery and Reinvestment — Mobility Management Act. These funds were used to build enhanced transit In 2014, the RTCC began to address the significant task of infrastructure along the Metcalf Avenue/Shawnee Mission creating a mobility management system. This system, once Parkway, State Avenue, North Oak and Truman Road corridors, complete, will provide and coordinate affordable, convenient and improve street, sidewalk and transit infrastructure in the service throughout the region, with accessible customer-service Green Impact ZoneDRAFT in the urban core of Kansas City, Missouri. focused information and a streamlined eligibility process. These improvements, completed over a three-year period, have revitalized disinvested areas of the city, successfully increased

5.0 Public Transportation l Transportation Outlook 2040 5.25 2015 Update — FTA Section 5310 Strategies In 2012, the region, working through the KCATA as the federally The following goals and strategies will guide improvements to the designated recipient of funds, became responsible for the region’s public transit and enhanced mobility services. programming of FTA Section 5310 funds for Enhanced Mobility of Seniors and Individuals with Disabilities. MARC is responsible 5-1: Support and sustain existing services. for the administration of the programming process, and the a. Support the maintenance and operations of existing public KCATA handles the contractual administration of the grant with transportation and enhanced mobility services. project sponsors. The 5310 funds allows for both capital and — Encourage the procurement of equipment that is eligible under operating projects, including the purchase of vehicles. federal guidance to support the operations and maintenance of • Veterans Transit and Community Living Initiative (VTCLI) existing fleets. In 2013, MARC partnered with the University of Missouri–Kansas — Advocate for more flexible federal and state funding to support City and the University of Kansas Medical Center to launch a new the maintenance and operations of existing services. web-based tool to help individuals find transportation options — Work with local and transit planning partners to seek new local that meet their specific needs. A competitive FTA grant from funding opportunities. the Veterans Transit and Community Living Initiative funded b. Pursue enhanced usability of transportation services. the new tool called Link for Care (www.linkforcare.org). Area — Partner with local transit agencies to develop regional service service providers can update the database of contact and service standards, including transit user data and information that information as needed to support the website. Link for Care supports the implementation of a seamless regional transit provides a much-needed tool that has proven useful in serving system. the region’s needs. Ongoing maintenance of the website will — Work with transit agencies and alternative transportation be a top concern moving forward. partners to identify opportunities for infrastructure enhancements that improve connectivity between public transportation services and alternative modes of transportation. — Work with enhanced mobility and public transit providers to DRAFTidentify opportunities to effectively and conveniently connect riders to desired destinations.

5.0 Public Transportation l Transportation Outlook 2040 5.26 2015 Update — Develop and implement enhanced transit-planning and e. Partner with local governments and area transit providers forecasting tools and methodologies. to increase and expand seamless operations and regional — Develop performance standards that ensure a higher quality of coordination. service delivery. f. Develop and communicate clear local and regional options for 5-2: Create a regional mobility management system. financing, and support expanded transit and enhanced mobility services. a. Support the development of a regional one-call/one-click center. g. Advocate for more flexible federal funding to support the — Encourage information referral, scheduling and dispatching for maintenance and operations of new expanded services. all public transit agencies using one phone number. 5-4: Integrate public transit and enhanced mobility services into — Encourage the inclusion and alignment of the online Link for the built and natural environment. Care resource database with the one-call center. a. Remove barriers — physical, perceived or other — to b. Support coordination among enhanced mobility and public transit transportation services. providers. — Support local jurisdictions and agencies in the development — Encourage the development of coordinated service agreements of accessible transit centers and stops that connect enhanced and cost-reciprocity agreements. mobility services and public transit services. — Work with regional partners to identify locations and — Work to maintain and improve links between local transit boundaries for safe, efficient and convenient service services and various modes of intercity transportation. coordination. — Encourage connectivity between public transit, enhanced 5-3: Expand regional public transit and mobility services. mobility services and pedestrian/bicycle facilities. a. Promote the expansion of services for disadvantaged populations — Work with transit planning partners to promote benefits and and transportation choices for all. mitigate negative perceptions of transit. b. Encourage the expansion of services that support the b. Support transit development from both regional and site-plan implementation of the Smart Moves Regional Transit Vision. perspectives. c. Encourage the procurement of equipment eligible, under federal — Build partnerships between public transit, enhanced mobility guidance, to support expansion of existing fleets. providers and local planning agencies to promote transit d. Encourage the expansionDRAFT of existing transportation services and supportive development and ensure that local planning the implementation of new services that are compatible with agencies consider transit and accessibility options in the review existing state, regional and local plans. of local plans.

5.0 Public Transportation l Transportation Outlook 2040 5.27 2015 Update — Work with local jurisdictions to establish and implement land use and development policies that support public transportation and other active modes of transportation. — Encourage the consideration and integration of public transit and enhanced mobility services elements in major transportation and land use planning efforts. 5-5: Provide accurate and up-to-date information about existing and planned services. a. Coordinate public information and messaging. — Work with transportation providers, service providers, local governments and private funding organizations to create and carry out coordinated messaging and plans. — Support the expansion of new technologies and intelligent transportation system (ITS) to better inform the public about available transportation services. b. Engage citizens, community and consumer groups; regional transit advocacy, business and civic leaders; local government officials, developers and major employers in the development and implementation DRAFTof transit plans and services.

5.0 Public Transportation l Transportation Outlook 2040 5.28 2015 Update Transportation Outlook 2040 Policy framework strategies 5–1: Existing 5–2: Mobility 5–3: Expanded 5–4: Environmental 5–5: Public and goals: services Management services integration information

Economic vitality X X X

Placemaking X X X

Equity X X X X X

Transportation choices X X X X X

Safety and security X X X X

System condition X

System performance X X X X

Public health X X X X EnvironmentDRAFTX X X Climate change and energy use X X

5.0 Public Transportation l Transportation Outlook 2040 5.29 2015 Update