2021 Federal Priorities and Initiatives

i UTAH TRANSIT AUTHORITY | MARCH 2021UTAH TRANSIT AUTHORITY UTA • FEDERAL PRIORITIES AND INITIATIVES

MESSAGE FROM THE BOARD OF TRUSTEES

On March 23, 2020, the Utah Transit Authority celebrated its 50th Anniversary. From humble beginnings, we now serve over 80% of Utah’s population and board tens of millions each year. Our trajectory is forward and our momentum strong. We see the coming year and decade ahead filled withopportunity , driven by growth.

UTA’s first headquarters

Growth is a familiar theme at UTA. Utah is the A top policy priority and cornerstone of our network nation’s third fastest growing state. We are home is UTA’s 83-mile FrontRunner commuter rail system. to the second (St. George) and sixth (Orem-Provo, Traveling north and south through Utah’s four most which is part of our service district) fastest growing populous counties, FrontRunner has redefined what metropolitan areas in the country. Public transit is it means to connect with opportunity in the Beehive among our state’s top policy priorities to manage State. Riders can transfer from this transit backbone this growth while protecting our environment, to most of our service district via Bus Rapid Transit, supporting communities in need, and preserving light rail, regular bus, microtransit and other modes. our quality of life. Currently, our ridership is impacted by COVID-19 We need federal support to attain the policy goals and in the wake of the ongoing pandemic, our and community potential of our transit vision. UTA communities are assessing their future transportation encourages the Biden-Harris administration to needs and options. We are seeing students and move forward on a robust surface transportation workers return to transit, particularly where they have authorization bill early in 2021. access to more innovative, convenient options like microtransit and BRT lines. FrontRunner’s 30-minute

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peak schedule, however, is an obstacle for many who “We have been wanting to bond for some roads would use more frequent, convenient rail service. and double-track FrontRunner for a couple of years. It’s likely we will try and get it done this We are excited by the support that our state leaders year. … Those express trains could shave 20 have expressed for expanding FrontRunner’s capacity minutes or more off the commute time. It’s the and increased frequency. For over a year, we have been biggest thing we can do to ease congestion discussing proposals to add double-tracking at certain along the I-15 corridor.” strategic points along the system. Recently, ahead of – House Majority Whip Mike Schultz their 2021 legislative session, state-elected officials “We have record in-migration and the have voiced support for these critical improvements. transportation needs of the state are getting acute. … We’re going to have to find a way to address those sooner or later.” – House Speaker Brad Wilson

https://www.sltrib.com/news/ politics/2020/12/08/lawmakers-say-next- years/

In his speech presenting his 2021 budget, Governor Spencer Cox said double-tracking FrontRunner in high-congestion areas “has to be a top priority.”

This document outlines our priorities and initiatives—including FrontRunner double-tracking—that have a federal nexus. We are committed to continuing to work hand in hand with you in 2021 and beyond. We can assure you of the continuing commitment, effort and investment from our state and local partners here in Utah.

CARLTON BETH JEFF CHRISTENSEN HOLBROOK ACERSON BOARD OF TRUSTEES CHAIR/ BOARD OF TRUSTEES/REPRESENTING BOARD OF TRUSTEES/REPRESENTING REPRESENTING SALT LAKE COUNTY DAVIS, WEBER & BOX ELDER COUNTIES UTAH & TOOELE COUNTIES

3 UTAH TRANSIT AUTHORITY UTA • FEDERAL PRIORITIES AND INITIATIVES

FROM THE EXECUTIVE DIRECTOR

At UTA, the challenges of 2020 have sharpened our focus and we have a clear vision forward. Utahns are increasingly concerned about air quality and the environment. Their travel patterns are evolving. Many of our riders depend on UTA as their sole means of transportation. We understand the community’s transit preferences and obstacles.

As an agency, we’re more attuned than ever to the of emergency funds to address COVID-19 needs, and mobility and connection needs of those in our service we express appreciation for some $32 million of that area. In addressing those needs, we also recognize the funding expected to aid public transit in Utah. vital role of our federal partnerships. We’ve seen fluctuations in rider behavior through We are grateful for our elected members of Congress the course of the pandemic. Consistent with other for the CARES Act that provided emergency agencies, our ridership dropped last year and has funding for the unanticipated costs of responding to very gradually been coming back. We continue to COVID-19. Those costs and our corresponding efforts carry our core customers: essential frontline workers have tested the limits of our capabilities as an agency, and responders, those without other means of and I’m pleased to report that our employees have transportation, and those who have made transit a risen to the occasion and performed exceptionally. part of their lifestyle. As some students, commuters and other riders have begun returning, we have UTA believes in being a good steward of funding increased service, adding vehicles to allow for received. It has worked hard to provide essential required social distancing. To date, we’ve restored service to our communities without laying off any 91% of our pre-COVID-19 service. of our dedicated employees. UTA understands that maintaining access to jobs, health care and essential In a society and economy transformed by COVID-19, services is important to our riders. many Utahns are, and will be, exploring travel options that fit their changing needs. A key to making transit We greatly appreciate the Federal Transit an easy choice is flexibility. There are three keys to Administration’s (FTA) providing masks, supplies and UTA’s vision for increasingly attractive, other resources to support our safe operations and flexible transit service. help protect our riders. Masks are required on our transit system and, thanks to FTA, are available on all our vehicles.

While UTA has proactively implemented strong safety measures since day one, the costs of the pandemic continue to strain our resources and impact our operations. We recognize and thank the Congress and Utah’s congressional delegation for the passage

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FrontRunner Expansion To fulfill the vast potential of these opportunities, Over 70% of our FrontRunner corridor is single we need federal support and partnership. tracked. This limits the frequency of our station stops to every 30 minutes and it gives us a very narrow We are encouraged by the COVID-19 relief granted as operating window when it comes to schedules and part of appropriations, the incoming administration’s unforeseen conditions. Adding double-tracking at priority for additional emergency funding, as well strategic locations will allow for faster and more as the prospect for a robust surface transportation frequent service throughout the region. reauthorization bill.

Partnership with our federal colleagues has allowed Bus Rapid Transit us to make great strides in connecting people to Building on the success of our Utah Valley Express opportunity in Utah. UTA is grateful to Congressman (UVX) system, we are launching or developing Curtis who co-sponsored the TRAIN Act (H.R.5903) additional Bus Rapid Transit (BRT) projects across the in 2020. This bill would expand the authority of the Wasatch Front. Riders across our service district are Department of Transportation (DOT) to provide fixed becoming more familiar with, and are adopting in their guideway capital investment grants. We support plans for work, school and entertainment, the fast, passage of this important legislation. convenient benefits of BRT. Additionally, the safety of our systems is the result • Ogden – Weber State University Bus Rapid of constant diligence and federal partnership. During Transit: to support a growing community in the 2020, UTA was among the first commuter railroad northern part of our region, with construction to services to obtain positive train control (PTC) begin in spring 2021 certification by the Federal Railroad Administration. • Point of the Mountain Transit: a BRT study entering its environmental phase to serve an Utah is known for its culture of highly collaborative, constructive intergovernmental relations. I look expanding “Silicon Slopes” community and region forward to working with you as we move forward • New BRT corridors: to connect Salt Lake/Davis together in fulfilling UTA’s transit vision. County and provide a mid-valley connection between Murray, Taylorsville and West Valley

Innovative Mobility Technology UTA has completed and is extending a successful pilot of microtransit service in the southern part of the Salt Lake Valley. Other communities are anxious to be enrolled. To facilitate convenient payment on microtransit and other modes, we are preparing for pilot demonstration e-vouchers. We are also moving to the next phase of demonstrating the capabilities of CAROLYN M. GONOT an autonomous vehicle in partnership with the Utah EXECUTIVE DIRECTOR Department of Transportation.

5 UTAH TRANSIT AUTHORITY UTA • FEDERAL PRIORITIES AND INITIATIVES

Bus service to Sandy, Salt Lake, 1970 • Murray

Extension of bus service to Weber, 1973 • UTA – A CONTINUING Davis counties UTA begins ski service to the 1976 LEGACY OF COMMUNITY • Cottonwood Canyons SERVICE 1985 • Utah County bus service begins 1999 • TRAX Blue Line begins service Fifty years after its founding, UTA’s focus remains on serving the community. Our approach to service 2001 TRAX Red Line begins service to • the University of Utah starts and ends with our customers, and our integrated, multimodal transit network has been built 2003 TRAX Red Line extended to Medical around community needs and future growth. • Center

The UTA’s community-focused process begins with FrontRunner begins service public input. We ask the public what they value and 2008 • between Salt Lake City and Weber prioritize in transit service, and we work to design our County system and service accordingly. UTA bus, Bus Rapid TRAX Green Line opens to West Transit, light rail, streetcar, commuter rail, paratransit, 2011 • Valley and Red Line opens to rideshare and microtransit services span the Wasatch Daybreak Front. Each mode coordinates and supports the others FrontRunner service extended from in accordance with community input. 2012 • Salt Lake City to Provo UTA today is much more than the 68 buses we TRAX Green Line opens to the Salt started with in 1970, but there is one fundamental fact 2013 • Lake International Airport that has not changed: UTA’s spirit of service. S-Line streetcar begins service in 2013 • Sugarhouse and South Salt Lake

Utah Valley Express begins service 2018 • between Orem and Provo

UTA launches autonomous vehicle 2019 • pilot with UDOT

UTA launches microtransit pilot 2019 • in southern Salt Lake County

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7 UTAH TRANSIT AUTHORITY UTA • FEDERAL PRIORITIES AND INITIATIVES

UTA Serves

• 6 counties (Box Elder, Weber, Davis, Salt Lake, Tooele and Utah) • 80+ municipalities • 1,400 square miles • More than 80% of Utah’s population • 11 o–ces/operation facilities

Economic Performance and Funding

• Almost 2,700 employees • Maintains ISO certification for quality management, environmental management, and OSHA certification for safety • Contributed local-option sales tax dedicated to public transit as of December 31, 2020: - Salt Lake County: 0.784% - Box Elder County (select cities): 0.55% - Davis County: 0.65% - Utah County: 0.626% - Weber County: 0.65% - Tooele County (select cities): 0.4%

2020 Service and Ridership

• 23 million boardings (almost a 50% ridership decline since COVID-19 began) • 117 bus routes: 532 buses, 148 paratransit buses • 45 miles of light rail/114 vehicles • 83 miles of commuter rail: 18 locomotives, 52 passenger cars • 2 miles of streetcar

Rideshare and Pass Programs

• Over 100 partnerships with businesses and schools for annual transit passes • 400 vanpools - 37,026,581 miles traveled - 1,068,364 trips made - 3,022 participating riders

Environment

• 79% clean diesel buses - 84% reduction in NOx emissions since 2007 - 89% reduction in particulate matter (PM) since 2007 • 47 CNG buses • 5 all-electric buses, 2 operated by the University of Utah

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Park City Transit and UTA also partnered to receive RECENT SUCCESSES another Low-No grant to purchase two additional battery electric buses and charging infrastructure. Rocky Mountain Power (RMP) also funded a portion Partnership with Salt Lake City of the charging infrastructure. The total project In August 2019, UTA made significant additions budget is $3.2 million. Buses from this grant are to service on three bus routes – Routes 2, 9 and operating on the PC-SLC Connect route that connects 21 – thanks to additional funding from Salt Lake downtown Salt Lake City to Summit County and the City through its Funding Our Future program. The Park City Transit System. changes included extending service to midnight Monday through Saturday, adding Sunday service, In 2019, UTA also received notice of a $13 million and increasing frequency to 15-minute service award from the state of Utah programmed VW on weekdays. The success of these changes was Settlement funds. After issuing procurements, we dramatic, with ridership on Route 9 more than have now received and are reviewing proposals doubling, and ridership on the other two routes supported by these funds to replace 20 diesel buses increasing 11% or more. In 2020, though we’ve with battery electric buses. We are also in the had to reduce service in many areas of the system, process of finalizing charging infrastructure locations continued funding support from Salt Lake City for the new buses. It is estimated that implementing has helped UTA run these routes at pre-pandemic these buses will save approximately 213,400 gallons service levels. We are pleased to be able to keep of diesel each year. service in place for essential workers and others who depend on these routes. Public-Private Energy Partnerships and Grants UTA recently implemented a strategic partnership Electric Bus Implementation agreement with Rocky Mountain Power. The UTA and the University of Utah are currently agreement focuses on five areas: Energy Efficiency; operating five battery electric buses and charging Electric Vehicles; Electrical Infrastructure; Grid infrastructure due to a federal grant from the Low-No Resilience; and Research and Grants. (Low or No Emissions) program. UTA is operating three of the buses – the first all-electric buses in In 2019, RMP funded a $2 million research initiative the fleet – with the other two being operated by the to further evaluate the impacts of the large-scale University of Utah. The project also includes one high- implementation of battery electric bus technology powered overhead charger and two depot chargers. and its impacts on the electrical grid and the The total project budget is $6.32 million with federal Intermodal Hub Project. The focus of the initiative funds covering 85.9%. Construction of the charging is to develop control systems that could reduce the stations was completed in 2020 and the buses are peak impacts of plugging high-powered bus chargers in service. It is estimated that the operation of the onto the electrical grid, looking to have bus chargers five buses will save an average of 48,500 gallons deploy outside the momentary peak energy drawn of diesel per year. from UTA’s light rail system.

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In April 2020, Utah State University, RMP and ABB Transportation Investment Generating Economic Power Systems, in partnership with UTA, submitted Recovery (TIGER) a grant application to the U.S. Department of Energy In July 2016, the U.S. Department of Transportation (DOE) to advance concepts from our 2019 research (USDOT) awarded UTA $20 million from the TIGER as well as advance the implementation of electric grant program to complete 161 first- and last-mile vehicles. In July 2020, DOE approved all three parts of improvement projects all along the Wasatch Front. our application at nearly full funding, awarding a total Funds from Utah’s two largest metropolitan planning of $13.25 million. organizations (MPOs), 30 cities, counties and nonprofit groups provided an additional $11.8 million, UTA and RMP have also been partnering through exceeding the minimum match requirements. We the RMP WattSmart program. Under the program, expect to have all TIGER projects completed by the we are addressing energy demand and use at UTA end of 2021. through the smart and efficient use of energy in buildings, stations and vehicles, as well as the The TIGER projects provide a locally driven, regionally transition of diesel and other fossil fuel energy use significant benefit that maximizes the federal to electricity through the energy efficiency and investment in Utah’s multimodal transportation electric vehicles focus areas. This collaboration helped system. These projects will make it safer and easier UTA define the vision, objectives and metrics of the for people to walk and bike to UTA’s rail lines and UTA Energy Action Plan. The plan was completed bus routes, facilitate better transit access, improve in August 2020 and we are now implementing the air quality, and foster economic development. For plan’s goals. We are pursuing plan metrics for energy example, in spring 2021, we will be constructing a efficiency, electric vehicles, electric infrastructure and pedestrian bridge over state Route 92, providing a grid resilience, and are following strategies to meet connection between public transit access points, these targets. networks of trails, and rapidly developing areas of Lehi, Utah.

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Depot District Clean Fuels Center Suicide Prevention Campaign For many years, UTA has been planning to replace Utah ranks sixth in the nation in suicide rates, its 45-year-old Central Bus Garage, which is fast averaging two deaths per day. UTA experienced five approaching the end of its useful life. Currently, 100 fatalities and two suicide attempts in 2020 alone. buses are maintained at the 7.3-acre garage facility We take this issue seriously and have partnered in designed to serve a maximum of 90 vehicles. The September 2020 with the Utah Suicide Prevention facility was last modified in 1987 and cannot be Coalition to raise awareness and help prevent suicide expanded due to lack of available adjacent land. in our state.

The Central Bus Garage is not large enough to store According to position, UTA employees are being UTA’s current fleet, forcing the agency to park 20 educated and trained on suicide prevention and of its buses at its administrative offices. The lack of awareness. We have created HOPE Signs with space makes it impossible for UTA to expand bus security lights at crossings, and we plan to add more service, as there is no available room to store and fencing, signs and cameras through grants we are maintain the necessary additional vehicles. seeking.

The new Depot District Clean Fuels Tech Center will provide UTA the bus storage and maintenance resources needed for Salt Lake County’s growing population and demand for public transit service.

When completed, the center will offer:

• Storage for 150 buses with expandable capacity to store over 250;

• Depot District fleet will include approximately 25 electric buses and 47 compressed natural gas (CNG) buses.

• Consolidated resources for fueling/charging, washing and maintaining buses.

Suicide Prevention Starts Now.

Utah Crisis Line: 1-800-273-TALK LiveOnUtah.org

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needs and provides a blueprint for continuing the LOCAL AND STATE state’s track record of sound leadership and prudent PARTNERSHIP investment.

UTA’s vision for future service corresponds directly Utah’s Unified Transportation Plan to Utah’s transportation plan. To see UTA’s five-year Utah’s transportation agencies, including UTA, outlook on our services, visit https://storymaps.arcgis. UDOT, the Wasatch Front Regional Council (WFRC), com/stories/7c7a6bf90c1c42098cc26ad75281c632. Mountainland Association of Governments (MAG), Wasatch Choice 2050 Regional Vision Cache Metropolitan Planning Organization (CMPO), Underpinning the unified plan is the Wasatch Choice and Dixie Metropolitan Planning Organization 2050 (WC2050) Regional Vision. WC2050 was (DMPO), are currently finalizing the next version of created through a collaborative process with UTA, the unified plan that will identify multimodal projects UDOT, the MPOs, cities, counties, community needed statewide. The unified plan will be available organizations, businesses, and the public to create at www.unifiedplan.org. a locally driven, regionally significant vision for Utah’s Unified Transportation Plan has been the future. The WC2050 process explores future recognized by the USDOT as a national model for scenarios that articulate the trade-offs associated regional collaboration. The unified plan is founded with different approaches to transportation and upon principles of good stewardship, identifying land-use investments. These trade-offs are evaluated balanced investments in road, transit and bike in each part of the region, with stakeholders actively infrastructure needed across Utah to stay ahead engaged in the process to select the appropriate of growth and maintain infrastructure investments path forward. already made. The unified plan does not presume that resources are unlimited. Instead, it carefully prioritizes the most critical construction and maintenance

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Transportation and Land Use Connection As transportation and land use are interwoven, The Transportation Land Use Connection (TLC) is a forecasting for both of these systems must work multi-agency funding program that provides cities and in tandem in order to optimally support the counties with the funding and resources needed to development, selection, and prioritization of future implement WC2050 in their respective communities. transportation projects to meet future needs. UTA UTA has worked with TLC program partners to partners with cities and other agencies to facilitate develop transit area plans and transit-oriented land- transit-oriented development (TOD) in accordance use planning. Not only does the program make best with this integrated planning approach. Similarly, the use of the federal funds it currently receives, it also integrated modeling tools are critical for exploring helps leverage the past and potential future federal local land-use policies such as those that promote investments in UTA’s system. urban and local centers, and the impact of our urban systems on air quality. The TLC program is federally funded through the Surface Transportation Program (STP) and has been a Projected measures produced with assistance from game-changer to incentivize better land-use planning transportation and land-use models include: around transit facilities. The program has been so successful that the state of Utah is considering • Future population, household investing millions of dollars to supplement the smart and employment distributions growth and transit planning currently being conducted • Travel patterns and mode share through the program. • Trip assignments by traveler type

Travel Demand and Real Estate Market • Future vehicle volumes and tr ansit boardings Model Improvements • Forecast of transit station access mode UTA partners with WFRC, UDOT and MAG each year to develop, maintain and apply sophisticated • Travel times and comparative accessibility transportation and land-use modeling tools to provide to workplaces and other key destinations decision-makers, agency staff and the public with • Key inputs to air quality mobile-source reliable, insightful forecasts from which to analyze emissions models future scenarios and best inform planning for our region.

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funding, subject to local match, and the commission STATE AND continues to consider transit projects for funding. The LOCAL FUNDING fund is estimated to have approximately $11.5 million by state fiscal year 2022 and will continue to grow with the consumer price index (CPI) rates every year. UTA has a proven track record of providing significant In addition, the Utah State Legislature is exploring local matches for the federal funding the agency has additional one-time and ongoing revenue streams. received. UTA is well-positioned to continue this strong legacy due to recent state and local efforts. Local Option Sales Tax The state has made significant strides to increase As authorized by state law, each of the four most transit funding by authorizing the imposition of populous counties in Utah’s service area have additional local option sales taxes and making existing imposed local option sales taxes for transportation local options more flexible in order to accommodate investments. Additionally, cities within two additional transit investments. counties have also imposed local option sales tax to support transit within the UTA service district. UTA Transit Transportation Investment Fund received $347,567,000 in 2019 in local option sales Recognizing the transit infrastructure needs within the tax revenue UTA uses for operations and maintenance state, the Utah State Legislature created the Transit and other expenditures. An additional 0.20% sales Transportation Investment Fund (TTIF) to provide a tax for transit has been authorized by the Utah consistent funding source for investments in transit Legislature but has yet to be imposed at the local programs and projects. The Utah Transportation level. Future resources from this authorization will Commission has developed criteria for project help UTA add service and capital improvements. prioritization that considers economic development and land use. UTA has been a recipient of TTIF

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OPERATING REVENUES — 2019-21 (In millions) $400 $350 $300 $250 $200 $150 $100 $50 $0 2019 Actual 2020 Amended Budget 2021 Budget $455,477,658 $492,604,000 $584,400,000

Sales Tax Federal Preventative Passenger Advertising Investment Other CARES Maintenance Income Revenues Act Funding

UTA SALES TAX COLLECTIONS December 2018 to November 2019 $3,229,273 $2,273,647 $30,340,858

$36,816,881

$214,739,879 $66,949,357

Salt Lake Utah Davis Weber Tooele Box Elder

STATE OF GOOD REPAIR EXPENDITURES — 2019-21 (In millions) 80 $72.24 2021 Budget 70 $61.63 2020 Amended Budget 60 50 2019 Actual 40 $33.63 30 20 10 0 2019 Actual 2020 Amended Budget 2021 Budget

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CONTACTLESS LIMITING BUS LOADS DRIVER BARRIERS MASKS AVAILABLE DAILY SOCIALLY HAND SANITIZER FEDERAL PARTNERSHIP FARE PAYMENT ON BOARD SANITIZING/CLEANING DISTANCED LINES DISPENSERS

Federal investment in UTA’s system has been crucial in helping the agency build its extensive rail system, CONTACTLESSCONTACTLESS LIMITINGLIMITING BUS BUS LOADS LOADS DRIVERDRIVER BARRIERS BARRIERS MASKSMASKS AVAILABLE AVAILABLE DAILY DAILY SOCIALLYSOCIALLY HANDHAND SANITIZER SANITIZER FAREFARE PAYMENT PAYMENT increase bus service, and improve mobility for ONON BOARD BOARD SANITIZING/CLEANINGSANITIZING/CLEANING DISTANCEDDISTANCED LINES LINES DISPENSERSDISPENSERS disadvantaged populations. UTA has worked closely with federal agency staff and appreciates their hard work and dedication. We recognize that federal employees are regularly asked to “do more with less” and we support funding for additional agency staff and resources.

There is a critical need for additional federal funding for public transit. UTA urges prompt action on a robust surface transportation authorization bill early in 2021.

COVID-19 Relief UTA continues to provide an essential service to frontline workers and residents. Future COVID-19 relief legislation should address additional supplemental funding for both counties as well as transit agencies.

1. The pandemic relief package passed in December 2020 included $14 billion for public transit. We express appreciation for that vital relief. As the impacts of COVID-19 continue, however, we support initiatives by the Biden- Harris administration and Congress to provide funding for public transit;

2. Provide aid to transit agencies to assist with operations;

3. Increase the federal share for Capital Investment Grant projects like ours to help offset reductions in local revenues;

4. Provide the Statutory Maximum Federal Share for all transit grants.

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FAST Act Reauthorization UTA encourages the Biden-Harris administration to move forward on a robust surface transportation authorization bill early in 2021. We recognize and are mindful of the challenges in finding the resources necessary to adequately fund the surface transportation reauthorization bill; however, with the economic opportunities that a well-crafted bill could afford and emerging political consensus for advancing such an effort, we are encouraged by the prospect of all involved parties coming together and passing a transformative bill. We urge USDOT support for the following:

1. UTA Suggestions for Core Capacity Program 2. Restore funding for Section 5339 Bus and Improvements — Bus Facility program — This would simply reestablish the capital investment ratio among • The existing FTA Section 5309 Core Capacity Capital Investment Grants, State of Good program focuses on capital investments Repair and Bus Program to a 40%-40%-20% that relieve overcrowding in an existing ratio. fixed guideway corridor. UTA recommends broadening the eligibility of this funding 3. Fully fund the Highway Trust Fund and source in order to help facilitate the Mass Transit Account — It has been close completion of critical policy goals at a to a quarter century since the federal gas federal and state levels. tax has been increased to adequately fund the Federal Highway Trust Fund. For the last • UTA supported the TRAIN Act (HR 5903) decade, general fund revenues and other offered by Congressman John Curtis (R) and financing techniques have been used to patch Congressman Ben McAdams (D) during the the widening shortfall. This national priority 116th Congress, which was included in the requires a solution before economic growth house-passed “Moving America Forward” suffers further due to inadequate infrastructure. infrastructure legislation and would have extended the period for Core Capacity 4. Fully fund the Capital Investment Grant (CIG) projects to be at or over capacity from five Program — This program provides funding for years to 10 years, and clarify that projects capital investments in transit infrastructure, that expand or modify existing stations’ including bus rapid transit and rail transit facilities are increasing capacity. UTA would projects. support the reintroduction of this legislation again in the 117th Congress.

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5. Improve FTA Resources for Grantees — UTA State of Good Repair recognizes that federal employees are regularly Sections of UTA’s 45-mile TRAX light rail system asked to “do more with less” and supports are now 20 years old, and the costs to maintain the fully funding and increasing funding for system will continue to increase over time. UTA is Federal Transit Administration staff or outside working diligently to stretch available funding to resources. complete projects and maintain the system in a state of good repair. The agency is replacing aging 6. Environmental Streamlining — Reduce project platforms and upgrading certain sections of track, development costs and duration by reducing but would benefit from federal funding as well. UTA’s the duplication of efforts in the National asset management team, in conjunction with Federal Environmental Policy Act (NEPA) process. This Transit Administration and other agencies, continues includes reducing duplication in the Section to develop and implement state-of-the-art asset 4(f) of the U.S. Department of Transportation management modeling software so that “state of Act of 1966 and Section 106 of the National good repair” costs can be anticipated well in advance. Historic Preservation Act of 1966 processes and requirements. In addition, limiting the requirements for re-analyzing traffic data for a NEPA document would save time and resources.

7. Support Public-Private Partnerships — Create incentives for grantees to include private sector participation in transit infrastructure projects, transit service delivery and related economic development projects.

8. Transportation innovation — The authorization should not prohibit public transportation agencies from pursuing development and/or use of connected-autonomous vehicles.

9. Restore Advance Refunding Tax Deductibility — Restore the tax deductibility of advance refunding of municipal bonds held by public entities to reduce debt service costs. At a minimum, provide a short-term extension of the effective date of the repeal in the recently enacted tax legislation to afford public entities a grace period in which to advance refund currently held bonds.

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feasible in the short term. This effort will evaluate the FUTURE PROJECTS impact of a series of incremental, targeted projects to reduce travel time, as well increase capacity in the peak hours. The study objectives include: The Future of FrontRunner FrontRunner is the Wasatch Front’s route to • Develop and simulate scenarios that reduce opportunity. This commuter rail system is core travel time and increase peak-hour capacity to UTA’s mission and vision to “improve public • Determine the locations and extent of double- health and enhance the quality of life” and “provide track required to operate the enhanced service integrated mobility solutions to service life’s • Perform conceptual engineering to develop more connections” for our community. Students have sold refined cost estimates their cars or chosen to live at home and commute to • Investigate and recommend funding strategies school because of the robust connection between for the project(s) FrontRunner and two of Utah’s largest universities via UVX Bus Rapid Transit. From Ogden to Provo, our The FrontRunner Strategic Business Plan will be transit arteries branch from commuter rail, connecting conducted in parallel to the implementation study. students, regular commuters and at-risk populations This effort will engage all stakeholders to coalesce to essential services, jobs and education/training around a common, regional vision for FrontRunner destinations in the heart of Utah. service. The outcome of this effort will be a clear understanding of desired future commuter rail In 2019, UTA concluded a study on the future of service(s). This vision must accommodate multiple the FrontRunner that evaluated a broad range of objectives as well as help advance the goals of each of improvements via five scenarios through 2050. the communities along the line. Phased investments The scenarios included an analysis of affordability, will be proposed to move FrontRunner closer to improved reliability, operational efficiencies, the desired future service as resources allow. The additional service, and ridership gains. The business plan will include: recommendations received broad support locally • A target level of service and schedule as communities recognize FrontRunner’s potential • A robust public engagement process to improve air quality, promote economic growth, and enhance mobility. • A business case for investment (benefit cost evaluation)

In response to that support, UTA is undertaking • Needed technical analysis two new initiatives to continue moving forward: the A prime opportunity for improving FrontRunner FrontRunner Implementation Strategy 2020–2030 operation is to replace the “Comet Cars” currently in and the FrontRunner Strategic Business Plan. use. These single-deck cars, while offering a quieter,

The FrontRunner Implementation Strategy will focus traditional “feel,” are the oldest cars we operate and on identifying investments that are needed and are increasingly problematic. Heating, air conditioning

19 UTAH TRANSIT AUTHORITY UTA • FEDERAL PRIORITIES AND INITIATIVES

“We have been wanting to bond for some roads and double-track FrontRunner for a couple of years. It’s likely we will try and get it done this year. … Those express trains could shave 20 minutes or more off the commute time. It’s the biggest thing we can do to ease congestion along the I-15 corridor.” – House Majority Whip Mike Schultz

“We have record in-migration and the transportation needs of the state are getting acute. … We’re going to have to find a way to address those sooner or later.” – House Speaker Brad Wilson https://www.sltrib.com/news/politics/2020/12/08/lawmakers-say-next-years/

and audio systems often fail in these cars. Their cost Council, the Spanish Fork City Council, and the Nebo of maintenance is increasing and the cars are not School District Superintendent. The expansion will made any more. UTA is exploring options to replace also provide transit to two new campuses of Utah them with greater capacity cars. Valley University and MTAC vocational school.

Another early phase investment toward overall UTA anticipates that the capital investments system improvement is the Warm Springs Relocation recommended will be eligible for funding from the project. This project would relocate the mainline Capital Investment Grant Program and will actively FrontRunner track, which currently runs east of the seek support for federal funding. Warm Springs facility, to the west of the facility. This would create a more efficient path for FrontRunner, Ogden/Weber State University BRT allowing trains to operate faster throughout the The Ogden/Weber State University (WSU) BRT corridor. Though a location-specific improvement, project is a 5.3-mile route connecting the Ogden the efficiencies of this change would multiply FrontRunner commuter rail station to WSU and systemwide. The east area of the facility could then McKay Dee Hospital. The project, half of which is in be repurposed for storage and maintenance, including the Weber/Ogden Opportunity Zone, includes plans to build a wash bay in the yard. UTA seeks 13 stations and is anticipated to cost approximately funding to begin this project as soon as possible. $123 million.

The Sharp-Tintic Railroad connection is a key priority UTA appreciates the $75 million Small Starts grant award that is helping to make this project a reality, to realize commuter rail’s southern potential. By and we are grateful to be included on FTA’s grant linking these two rail corridors, we will expand the chart for small starts. We recently received a Letter FrontRunner footprint beyond Provo and enable of No Prejudice (LONP) from FTA for the project and key public transit objectives while improving local anticipate beginning construction in spring 2021. community accessibility and safety. This project’s partners include UTA, UDOT and Union Pacific Railroad, and is supported by the Springville City

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Ogden/Weber BRT Project Benefits include: Vineyard FrontRunner Station • Increased Service: 10-minute headways, UTA is working with UDOT to construct a commuter providing 16% more service than the existing rail station in Vineyard City. Vineyard is the fastest Route 603. growing city in the country, increasing from 139 • Improved Access to WSU: a new bus-only road residents in 2010 to over 14,000 residents in 2018. that will run through the center of campus with a station located next to the student union. Located near the state’s largest public university, Utah Valley University, Vineyard City boasts a large student • Connects major destinations in Ogden to FrontRunner, bringing people to the community population. The FrontRunner station will be the first from Salt Lake City, Provo, and all points in- transit service in the city and will connect residents to between. the entire Wasatch Front region. Four million dollars • Connects the top three employment centers in in state funding has been appropriated for the station, Ogden — downtown Ogden, WSU and McKay Dee Hospital. with an anticipated opening in 2021. UTA is also • Improves air quality by providing transportation adding $10 million to the project to add a double-track choices and reducing single-occupancy vehicle section approximately two miles north of the station. travel. • Reduces congestion and parking demand at SLC TRAX Extensions and Connections Study WSU, enabling the university to redevelop UTA, in partnership with Salt Lake City and its parking areas for higher and better uses. redevelopment agency, has undertaken the • Implementing BRT in Ogden has the potential Downtown Salt Lake City TRAX (light rail transit) to spur $550 million in economic development by 2040. Extensions and Connections Study. The study is exploring the feasibility of extending light rail through the western area of downtown Salt Lake City. Extensions would facilitate additional multimodal connections to the regional transit network and allow for operational redundancy to improve systemwide light rail transit reliability.

21 UTAH TRANSIT AUTHORITY UTA • FEDERAL PRIORITIES AND INITIATIVES

Because the western area of downtown Salt Lake identified in the regional and state plans. Examples City has been identified by the city and its RDA for include the Midvalley Connector BRT, the Davis-SLC redevelopment and reinvestment and lies within Connector, 5600 West Express Bus, and Central designated Opportunity Zones, TRAX extensions Corridor BRT. and connections would facilitate these efforts and therefore enhance economic development. As such, Every two years, UTA will update the plan to reflect funding partnerships with the city, its RDA and private changes in local land-use patterns, demographics, development may result in an expedited project new technologies, and current UTA financial and labor delivery. Following the completion of the study, an resources. Updates to the plan will serve as an input alternatives analysis and environmental review would into the next update of the regional transportation be undertaken. plans.

UTA Five-Year Service Plan Midvalley BRT The five-year service plan is a dynamic guide for The capital project plan for the Midvalley Connector UTA’s near-term future. Like a route map, the plan is Bus Rapid Transit project was approved by the UTA a snapshot in time reflecting UTA’s intended service board of trustees in December 2020. UTA has based on the best information available. As the plan requested entry into project development and intends is updated, additional services are subject to available to apply for a FTA Small Starts grant for this project, resources. which will provide critical east-west connections between destinations from the Murray Central TRAX Developed during the COVID-19 pandemic, the plan: and FrontRunner station to our West Valley Central station. Daily ridership is forecast between 2,200 and • Seeks to align UTA’s service network with new 3,100. The system will provide important connection projections of available revenue; and opportunity benefits to the community, including • Aims to achieve higher ridership long term by west-side access to FrontRunner and TRAX and 10- to aligning service with emerging travel patterns; and 15-minute service during peak hours. The state has invested $22 million in local funding, in addition to • Works to strengthen customer confidence in UTA by ensuring that public transit is available contributions from project partners. when and where people need it. Point of the Mountain Transit Study The five-year service plan includes a number of The Point of the Mountain Transit Study, which UTA service change concepts that are already included in has been conducting in collaboration with project the regional transportation plans and Utah’s Unified partners since the fall of 2019, has concluded a Transportation plans. These include the new Vineyard detailed alternatives analysis and has published station, the Ogden-Weber BRT, and a number of the findings. Results of this detailed analysis, with core route bus lines. The plan does not include consideration of public feedback, will guide selection projects that are not yet funded, but does begin to of a locally preferred alternative (LPA), which lay the foundation for future capital projects that are specifies a transit alignment and mode (type of

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technology) that would provide high-capacity transit Midvale Cottonwood service from southern Salt Lake County to northern Heights Utah County. The transit alignment considered, Historic Sandy referred to as the “Common Ground Segment,” builds Sandy Expo off of previous analysis and public feedback and is Sandy Civic a shared transit corridor that was proposed in all Center previous alternatives. South Jordan

Sandy The Common Ground Segment alignment included Crescent View two different mode options: Bus Rapid Transit and rail. Kimballs Both modes were envisioned to provide high-quality Lane transit service, with vehicles operating in dedicated lanes outside of traffic, and both modes including Draper Draper Town Center enhanced station area amenities. Rail options, such as TRAX, are prevalent throughout the Salt Lake Bangerter Hwy

Valley, but BRT is a newer concept for this area. After Draper

The Point an extensive process of public outreach, including Station Highline City Center Station a representative survey of households in the study area, the project presented its findings to its technical SALT LAKE CITY

Gravel Pit UTAH and policy committees. The project’s stakeholders, Redevelopment Site Station including mayors from each of the affected cities, approved the Common Ground Segment as the Alpine preferred alignment and BRT as the mode. Herriman Highland

Lehi (Traverse Closely related to the Point of the Mountain project Mountain) Station is the Central Corridor BRT project, which the Lehi Utah Department of Transportation is managing in collaboration with UTA. The Central Corridor project is conducting an analysis of a BRT route through Utah County. Throughout their development, there has been ongoing collaboration and sharing of information FrontRunner across the Central Corridor and Point of the Mountain TRAX projects. Because of this interaction, the projects TRAX Station are successfully coordinating a range of connections FrontRunner Station between the northern terminus of the Central Common Ground Segment Corridor project with the southern terminus of the Common Ground Station Point of the Mountain project.

23 UTAH TRANSIT AUTHORITY UTA • FEDERAL PRIORITIES AND INITIATIVES

TRANSIT-ORIENTED DEVELOPMENT

TOD has been given support by the Utah Legislature, which in 2020 removed the cap on TOD investment, and also passed SB34, establishing a definition of a “major transit investment corridor” allows for transit-oriented development to shore up areas for revitalization, TRZ zones, and the capacity to develop TOD. This bill will expand corridor eligibility for investment along with UTA’s demonstration of a permanent key route.

TOD Planning Grants UTA was awarded two TOD planning grants to coordinate land-use planning around potential future transit corridors in Utah County and southern Salt Lake County. Funding from these grants will be used to plan station areas around anticipated stations in Lehi, Draper, Springville, Spanish Fork and Payson. Plans will focus on optimizing transit investments to support community objectives while improving connectivity to the transit network to improve access to opportunity. South Jordan FrontRunner TOD UTA and its private development partners have completed a $150 million TOD around the South Jordan FrontRunner station. The development includes 360,000 square feet of office space and a 192-room, full-service hotel. The final phase brings the total office capacity for the TOD to approximately 2,000 employees. The transit infrastructure and the location of this new employment center have spurred additional development on neighboring properties. The area is envisioned to be a mixed-use transit gateway to the city.

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Meadowbrook TRAX TOD Clearfield Station TOD Construction was completed on the Hub of UTA has begun entitlement work on its next TOD at Opportunity, a 200,000-square-foot, vertical mixed- the Clearfield FrontRunner Station. The development use, mixed-income and mixed-ability development will consist of nearly 60 acres of office, residential, at UTA’s 3900 South Meadowbrook TRAX Station. retail and recreational uses. This is a unique project UTA worked with its nonprofit partner, the Columbus that will demonstrate the effectiveness of UTA’s Center, on the design, entitlement and ground new TOD policy, starting with a collaborative vision lease rights. This innovative project offers a unique established during station area planning with combination of community services, workforce community leaders and other regional and local development opportunities and community living for stakeholders. UTA and its development partners have individuals with disabilities. worked with the city to refine a master development plan and agreement to guide the development and The ground level of the Hub hosts the NextWork and the relationship between the three entities during Transition Academy, a new live/work environment for implementation. Clearfield City has committed to young adults on the autism spectrum. It also serves bond for all horizontal improvements, including roads, as a central location for employment, education, underground infrastructure, open space, and transit community outreach, advocacy and support services. amenities. The bond will be serviced by tax increment The upper levels provide 156 total units of housing, generated by the project. with 110 designed as affordable housing, and 16 units designated specifically for residents on the autism spectrum.

25 UTAH TRANSIT AUTHORITY UTA • FEDERAL PRIORITIES AND INITIATIVES

headed in a similar direction into a single vehicle. INNOVATIVE MOBILITY Riders can transfer to other UTA modes and pay a SOLUTIONS standard UTA fare using the Via app with their UTA ticket or pass. The Via fleet includes three wheelchair- accessible vans. UTA is known nationally for adopting cutting-edge technologies that improve its transit system. UTA’s To protect riders and drivers from COVID-19, UTA Innovative Mobility Solutions office was created to On-Demand by Via has increased daily cleaning identify opportunities and implement pilot projects and disinfecting protocols; uses automatic door designed to enhance transit service, address first- and opening and closing; installed driver partitions; last-mile connections, all while increasing efficiency requires masks for drivers and riders; and limits and cost-effectiveness. From new transportation vehicle capacity to three riders. UTA has extended choices to technology innovations, UTA is dedicated the pilot demonstration and is entering a phase two to help shape this evolving transportation landscape demonstration. We continue to evaluate and plan for for riders and the communities we serve. future microtransit services as part of the agency’s five-year service plan. UTA On-Demand by Via UTA has partnered with Via, a leader in on-demand Autonomous Vehicle Shuttle Pilot shared rides, to pilot a microtransit service in UTA and UDOT have completed testing Utah’s first southern Salt Lake County. The service area covers self-driving shuttle through a partnership with the approximately 65 square miles and is intended to company, EasyMile. The shuttle was deployed at improve access for people with disabilities; provide several key locations across the state to test how first- and last-mile connections to UTA TRAX and autonomous vehicles can support first- and last-mile FrontRunner stations; and provide trips to hospitals, connections to transit, improve mobility for people grocery stores, jobs, and other local destinations with disabilities, improve safety, and evaluate public in the community. Through a mobile app, Via’s acceptance. To support the safe adoption of this technology seamlessly matches multiple riders technology in Utah, the state legislature passed a law

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that clarifies the “driver” of a vehicle does not have Micromobility to be human, and outlines a protocol for assigning UTA has successfully partnered with GREENBike, liability when a crash involving an autonomous vehicle the bike-sharing program in Salt Lake City, to build occurs. UTA is developing plans for a phase two pilot bike-sharing stations near transit stops. GREENbike that supports the agency’s five-year service plan and has helped to increase transit ridership and provides continues the advancement of autonomous vehicles important health data to its riders by measuring in transit. UTA is also collaborating with Clean distance traveled, tracking calories burned, and Mobility Options Working Group’s (CALSTART) carbon emissions prevented. GREENbike continues Connected and Autonomous Transit Users Forum and to expand its system with new stations. UTA has CALSTART’s Innovative Mobility Working Group. also benefited from dockless electric scooters from companies Lime and Bird, operating in downtown Connected Vehicle Communications Salt Lake City since June 2018. These micromobility UTA and UDOT have partnered to improve reliability options have significantly augmented UTA’s reach into on Redwood Road and UVX by giving UTA buses communities previously underserved by transit. transit signal priority when they reach an intersection and are behind schedule. If buses are behind E-Vouchers schedule, they can ask signalized intersections along Vouchers are used across the country as a means routes to give them a green light to help them get for third parties to pay for or reimburse drivers for back on schedule. UTA and UDOT are continuing to transportation services. Often these are for a mileage expand transit signal priority on several routes and reimbursement to volunteer drivers supporting a build the infrastructure for other connected vehicle human service organization. UTA is conducting a technologies that can lay the groundwork for a safer, project to develop an innovative e-voucher software/ efficient, sustainable and autonomous future. UTA is mobile solution that will replace manual paper also developing a Transit Signal Priority Master Plan systems. No similar software solution currently exists. to support further expansion and other connected vehicle technologies across the Wasatch Front region. E-vouchers will include a web-based application that keeps track of clients, drivers, payments, programs, as Mobility as a Service well as a mobile app. The mobile app for drivers and UTA is actively exploring the “one platform” concept in clients allows for origin and destination confirmation, which a user accesses a single smartphone app to plan, payment processing and client verification. This book and pay for a trip, regardless of the mode. This software will reduce high administrative costs and approach, also known as mobility as a service, requires reduce potential waste, fraud and abuse. seamless integration of the transit system with other modes of transportation such as active transportation, UTA recently was awarded a $508,200 grant for an ride-hailing, bike-sharing, or e-scooters. UTA is piloting FTA COVID-19 research demonstration to complete mobile app fare integration with Via and trip planning phase two, which will involve adding functionality integration with the Transit app. including payment for UTA mobile fares, microtransit and TNCs.

27 UTAH TRANSIT AUTHORITY UTA • FEDERAL PRIORITIES AND INITIATIVES

CAPITAL INVESTMENTS IN UTA

Capital Investment Grant (CIG) Funded Project Distance Completion Federal/Local Split Federal Investment Total Cost North South TRAX 15 miles 12/1999 77/33 $241.4M $312M University Stadium LRT Extension 2.3 miles 12/2001 81/19 $96.5M $118M (Downtown SLC to University of Utah) Medical Center LRT Extension 1.5 miles 9/2003 60/40 $53.6M $89M (University Stadium to University Hospital) FrontRunner Commuter Rail 37 miles 4/2008 80/20 $489M $611M Weber County to Salt Lake City Intermodal Hub LRT Extension .88 miles 4/2008 80/20 $33.6M $42M (Arena Station to Salt Lake Central) Mid-Jordan TRAX LRT 10.6 miles 8/2011 80/20 $408M $510M Draper LRT Extension 3.5 miles 8/2013 60/40 $86.9M $145M UVX BRT (Provo Orem) 11 miles Fall 2018 50/50 $75M $160M

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TIGER or other Federal (CMAQ/STP/TAP, ARRA) Funded Project Distance Completion Federal/Local Split Federal Investment Total Cost MAX Bus Rapid Transit 3500 South 10.6 miles 07/2008 93/7 $2M $28M West Valley Intermodal Hub N/A 04/2011 80/20 $5.2M $7M Jordan River Service Center N/A 09/2011 100/0 $24.6M $24.6M Orem Intermodal Hub N/A 12/2012 25/75 $3.1M $12M Provo Intermodal Hub N/A 12/2012 50/50 $7.1M $14M Sugar House Streetcar 2 miles 12/2013 70/30 $26M $37M Depot District Fuel and Fares Building N/A 04/2016 80/20 $3M $3.8M First/Last Mile Connections (TIGER) 50+ miles 12/2021 63/37 $20.2M $32M 2018 CMAQ, STP, TAP including Sandy TOD N/A **06/2021 93/7 $5.7M $6.1M parking, locomotive overhaul, operations support Low-No (Electric Buses for Route 2) N/A **12/2020 85/15 $5.4M $6.3M *Electric Low-No Grant with Park City and N/A **12/2022 82/18 $3.2M $3.9M Rocky Mountain Power *Depot District (Bus and Bus Facilities) N/A **01/2023 80/20 $13.6M $68M 2019 CMAQ, STP, TAP projects – including Locomotive Overhaul, Utah Co. Bus Stop Improve- ments, UVX Operations support, Sugar House Double-track, 3300 S. Core Route Expansion, N/A *01/2023 93.23/6.77 $32M $34M Passenger Info Signs, Service Expansion Routes 220/54, Ski Buses Ogden and Davis Co., Clearfield Pedestrian Trail. TIGER Projects. Ogden/WSU BRT, Depot District, Salt Lake Intermodal Hub. FTA & FRA Positive Train Control N/A 07/2020 80/20 & 50/50 $6.3M $9.9M Bus and Bus Facilities (Rural) Tooele Facility N/A **06/2021 80/20 $1.4M $2.4M Purchase & Renovation Springville, Sharp-Tintic Railroad Connection 1.5 miles **06/2023 Various $5.5M $6.3M (Multi-Funding Source) Innovative Coordinated Access and N/A **08/2021 80/20 $700K $1M Mobility – E-Vouchers FTA Transit Oriented Development – Point of the 29.5 miles **06/2023 80/20 $525K $662K Mountain and Southern Utah County FTA Bus and Bus Facilities – Bus Stop Improve- N/A **03/2022 80/20 $3.2M $4M ments and Operator Facilities

Local Funded Project Distance Completion Federal/Local Split Local Investment Total Cost West Valley TRAX 5.1 miles 08/2011 N/A N/A $367M FrontRunner South (Provo to Salt Lake City) 52 miles 12/2012 N/A N/A $945M Airport TRAX 6 miles 04/2013 N/A N/A $313M Ogden WSU BRT Design, 5.3 miles **08/2022 Various $11.5M $115M ROW & Construction (WACOG) and TTIF Airport Station Relocation .25 miles **07/2021 N/A N/A $16M VW Settlement – N/A **05/2023 65/35 $13M $30M 20 Electric Buses and Charging Infrastructure

*Pending Obligation **Estimated Completion Date Note: Grants included >$500K

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