Salt Lake City Transit Master Plan | 2017 EXECUTIVE SUMMARY Key Moves

To achieve the Transit Master Plan goals and desired community outcomes, the top priorities of the Plan include:

• Implement a frequent transit network (FTN) to provide reliable, efficient, and frequent transit service that takes advantage of the City’s strong street network grid. Initial priorities are to enhance evening service on key routes, which will make transit more usable for both work and non- work trips, and to implement frequent service in the 200 S corridor.

• Develop pilot programs and partnerships for employer shuttles and on-demand shared ride services that extend the reach of fixed route service for employment areas or neighborhoods that lack sufficient density or demand to support cost-effective frequent transit service. Implementation of these programs will consider the east and west sides of the city equally and incorporate Federal Transit Administration guidance to ensure equal access for people with disabilities.

• Develop enhanced bus corridors that help transit run faster and more reliably, and offer high quality stop amenities that make riding transit comfortable and attractive. An initial priority is to implement coordinated capital and service improvements on 200 S, a primary east-west transit corridor for bus (and potentially future bus rapid transit and/or streetcar) service between downtown and the University.

• Implement a variety of transit-supportive programs and transit access improvements that overcome barriers to using transit in terms of information, understanding, and access (including pedestrian and bicycle facilities and affordability). Initial plan priorities include developing a highly visible frequent service brand and focusing access improvements, rollout of real-time transit information, and targeted transit marketing programs on corridors that will be prioritized for FTN service enhancements. Acknowledgments

The Salt Lake City Transit Master Plan was prepared by the Salt Lake City Division of Transportation in coordination with the Utah Transit Authority (UTA) and multiple City departments and other community and regional organizations.

Members of the Transit Master Plan Steering Committee provided valuable expertise and assistance throughout development of the Plan. The Planning Commission, City Council, and the Mayor also provided important guidance.

The City would especially like to thank the people of Salt Lake City and the region who provided input through outreach events, online surveys, and other channels during development of the Plan. and support transit ridership. programs that willleverage investments intransit lower demand neighborhoods; and policies and options to improve access to transit andserve corridors, nodes,andcenters; shared mobility between the pedestrian environment and transit intermodal opportunitiesto enhance linkages identifies key corridors for highfrequency transit; competitiveness, andqualityoflife). The Plan of broader outcomes (e.g., health,economic choices as a critical tool to support achievement safe, highquality, andconvenient transportation sidebar) that have identifiedthe availability of numerous Salt Lake Cityandregional plans(see single occupant automobile. The Planbuildson choices intravel andreducing dependence onthe The Transit Master Planemphasizes providing active transportation elementsfor thecity. Pedestrian andBicycle Master Planaddresses facilities, and policies and programs, just as the Lake City. Itaddresses publictransit service, for thefuture ofpublictransportation inSalt The SaltLake CityTransit Master Planisablueprint Master Plan Why aTransit efforts including: previous planning Plan buildson The Transit Master » » » » » » » » » » » » » » Plan 2011-2040 Transportation Utah’s Unified Plan Transportation 2040 Regional Master Plan Quadrant Northwest Downtown Plan Plan Bicycle Master Pedestrian and Lake Sustainable Salt Plan SaltLake Our Course Charting W 2011 -2040RegionalTransportation Plan Technical Report50 2011 -2040RegionalTransportation Plan Technical Report50 Regional Transportation Plan2011-2040: ChartingOurCourse Salt Lake City 2040 RTP 2040 RTP PLAN SALTLAKE SALT LAKECITY│CITYWIDEVISION N S WFRC

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1| SALT LAKE CITY TRANSIT MASTER PLAN | EXECUTIVE SUMMARY 2| SALT LAKE CITY TRANSIT MASTER PLAN | EXECUTIVE SUMMARY Co. inthe1870s. by SLC Railroad were established drawn linesthat on themule- begins operating Electric streetcar 1889 Core Route Network andtheSaltLake CityTransit Master Planrecommendations. quality ofbothbusandrail transit in SaltLake Citythrough implementation ofUTA’s to Salt Lake City and the region. The future brings a renewed focus to improve the developing andimplementingplansfor bringinglightrail andcommuter rail transit agency inthecountry by the1980s.The following two decadeswere defined by the incorporated UtahTransit Authority (UTA) becamethefastest growing transit From its humblebeginingsasahandfulofrival independentstreetcar operators, How far we’ve come Several streetcar companies 1890s first streetcar suburb. creating SugarHouseasSLC’s are builtalongmajorspurs, Transit Company. Raillines form, includingSaltLake Rapid Sources: Salt Lake City Corporation and UtahTransit Authority, except where otherwise noted

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3| SALT LAKE CITY TRANSIT MASTER PLAN | EXECUTIVE SUMMARY Our goals The Transit Master Plan goals support broader community outcomes that are important to Salt Lake City and clearly define all the desired elements to improve the transit system in Salt Lake City. These goals guided the evaluation of investment options and development of the Plan’s recommendations.

PROVIDE A SAFE AND COMFORTABLE TRANSIT 3 ACCESS AND WAITING EXPERIENCE »» Improve bicycle and pedestrian access to transit IMPROVE AIR QUALITY »» Improve the transit waiting »» Reduce vehicle miles experience and universal 1 traveled per capita accessibility of stops and stations INCREASE THE NUMBER 2 OF PEOPLE RIDING TRANSIT »» Make transit useful for more types of trips »» Improve competitiveness of transit with auto travel TRANSIT

| EXECUTIVE SUMMARY CITY CENTER...... due LIBRARY...... 3min.

TRANSIT MAP 4| SALT LAKE CITY TRANSIT MASTER PLAN LAKE CITY TRANSIT MASTER 4| SALT PROVIDE ACCESS TO OPPORTUNITY FOR 5 LIKELY RIDERS WHO ARE UNDERSERVED »» Design a transit network CREATE ECONOMICALLY that supports access to VIBRANT, LIVABLE jobs, education, daily 6 PLACES THAT SUPPORT needs, and services for PROVIDE A COMPLETE people who are more USE OF TRANSIT TRANSIT SYSTEM THAT likely to use transit based »» Align transit investments with 4 SUPPORTS A TRANSIT on ability, age or income transit-supportive land use policies and development LIFESTYLE »» Provide affordable transit options, particularly for »» Catalyze economic » Provide reliable, efficient, » low-income households development and jobs in frequent, and affordable Salt Lake City by providing transit service effective transit service that »» Maintain stable service on the employers, businesses, and core transit network the development community can depend upon »» Provide service on the core transit network during the evening and on weekends »» Provide information and maps that make the transit system easy to understand TRANSIT

CITY CENTER...... due | EXECUTIVE SUMMARY LIBRARY...... 3min.

TRANSIT MAP 5| SALT LAKE CITY TRANSIT MASTER PLAN LAKE CITY TRANSIT MASTER 5| SALT Why now With changes in demographics, socioeconomic conditions, and transportation preferences, there is an increasing need to reassess how transit service can best serve Salt Lake City's residents, employees, and visitors. The Salt Lake City Transit Master Plan sets a vision to improve transit service to best meet changing preferences and future needs.

Transit supports our growing population and economy 1 Expanded transit service is needed—particularly during times of peak travel—to maintain commute times that are competitive with auto travel, retain and attract businesses, and support the efficient movement of freight.

Transit carries more people, reducing emissions and improving air quality 2 On-road transportation accounts for over 15% of total emissions in Salt Lake City. If current trends continue, vehicle miles traveled are expected to increase 1.4% per year. Source: Salt Lake City Community Carbon Footprint (2010). | EXECUTIVE SUMMARY SALT LAKE CITY TRANSIT MASTER PLAN LAKE CITY TRANSIT MASTER SALT 6| THE MILLENNIALS ARE TRAVELING DIFFERENTLY 50% From 2001-2009, those Transit supports changing aged 16 to 34 took: transportation preferences 3 The Millennial generation 40% (approximately those born between 1981 and 1997) is 40% MORE driving less and using transit, 30% TRANSIT biking, and walking more. TRIPS

20% 24% MORE BIKING 10% 16% TRIPS MORE WALKING TRIPS 0% Source: Federal Highway 23% Administration, “National Household Driving Trends,” 2001-2009 FEWER -10% DRIVING 9% 15% TRIPS Population Population Aged 65+ Aged 65+ -20%

-30% 2014 2040

Source: 2014 ACS 5-year Estimates and Utah Governor's Office of Planning and Budget Transit provides an affordable 20% transportation transportation 5 costs Transit supports a more option accessible and inclusive Salt Lake City residents city for older adults and 4 spend an average INCOME people with disabilities. of 20% of their As the City’s Baby Boomers household income on reach retirement, they will transportation; transit

require safe and affordable provides an affordable Source: Housing and Transportation transit options to stay option for those Affordability Index. Transportation active and engaged in their who most need it. Costs as % of Income. http:// htaindex.cnt.org/map/” communities and access daily services and medical appointments. Transit is also the primary mode of travel for many of the approximately 1 Transit keeps us healthy in 10 Salt Lake City residents Taking transit can help increase that have a disability. 6 physical activity and improve health. The current obesity rate in Salt Lake County is 27%. | EXECUTIVE SUMMARY Source: Utah Department of Health. Public Health Indicator Based Information System (IBIS). 2016. Retrieved from https://ibis.health.utah.gov/indicator/ complete_profile/Obe.html

Public transit users walk an average of 19 minutes daily getting to and from transit stops

SOURCE: Besser, Lilah, and Andrew Dannenberg. “Walking to Public Transit: Steps to Help Meet Physical Activity Requirements.” American Journal of Preventive Medicine 29:4 (2005): 273-80. PLAN LAKE CITY TRANSIT MASTER 7| SALT What we heard The Salt Lake City Transit Master Plan public outreach process engaged broad and diverse segments of the population. Opportunities for public involvement occurred throughout the process, from goal setting, to identifying issues and opportunities, to weighing in on priorities. This is what we heard.

1 What are your desired outcomes for transit? Outreach Method: Stakeholder Interviews # of Participants: 16 organizations What did we hear? The community’s goals for transit were documented through stakeholder interviews and a questionnaire made available to the general public at the outset of the Transit Master Plan. Common themes are listed below:

• To attract riders, public transit must be competitive with private automobile (in time and convenience)

• Support current and future growth areas

• Be a regional destination for culture/commerce

• Meet local and commuter needs

• Build a “transit culture”

2 What are the opportunities to improve transit? | EXECUTIVE SUMMARY Outreach Method: Mobile Outreach Events # of Participants: Hundreds of people at 18 events What did we hear? Key findings from the comment boards are summarized below:

• 18% want improved east-west connections

• 12% want more frequent transit

• 9% want service to run later in the evenings and on weekends 8| SALT LAKE CITY TRANSIT MASTER PLAN LAKE CITY TRANSIT MASTER 8| SALT Outreach Method: Open House # of Participants: 60 What did we hear? Participants were invited to identify which of the Salt Lake City Transit Master Plan’s service design principles was the most important to the success of the project.

• Almost 50% of respondents identified “provide simple citywide connections on a high-frequency network” as the most important service design principle

3 What are your priorities? Outreach Method: Open City Hall Questionnaire # of Participants: 535 What did we hear? • 41% of respondents selected transit system convenience and reliability as the most important outcome

• Pedestrian and bicycle access to stops (28%) was the highest ranking improvement

• A citywide network is the most important big idea for a majority of respondents (51%)

Outreach Method: Design Your Transit System Online Tool # of Participants: 1,400 What did we hear? The Design Your Transit System tool asked the community to prioritize different levels of service, where transit should be improved, and what capital and other improvements are needed. Key findings are outlined below:

• Improved convenience: 49% selected “Making transit easier and more convenient to use” as their primary decision factor in designing their transit system

• Faster, and more reliable: 56% of survey respondents don’t take transit because it takes too long

• Improved connectivity: 54% of survey respondents can’t get where they need to go via transit | EXECUTIVE SUMMARY

• Weekend and later service: 70% of survey respondents said they want evening transit service; 58% want more transit service on Saturdays

• Regional and local priorities: Salt Lake City residents want investments in a bus based system; respondents who live outside of Salt Lake City want investments in a bus and rail system

• Improved bicycle and pedestrian access: 43% of survey respondents want improved bike and pedestrian access to transit 9| SALT LAKE CITY TRANSIT MASTER PLAN LAKE CITY TRANSIT MASTER 9| SALT 10| SALT LAKE CITY TRANSIT MASTER PLAN | EXECUTIVE SUMMARY people to wait for thebusto arrive.* bus stops donothave abenchorshelter for amenities for passengers at busstops—83% of Bus stop amenitiesare limited. lines onlyincreased by 13%.* whereas boardings inSaltLake Cityon these City increased by 28%between 2011 and2014 transit ridershiponalllinesthat touch SaltLake outpacing boardings insideSaltLake City. Transit boardings outsideofSaltLake Cityare work; only2%of all tripsare madeontransit. 6% ofSaltLake Cityresidents take transit to Transit isnotthepreferred option. and provide midday service.* about halfoperate outsidecommute periods 44 busroutes that operate inSaltLake City, only the existing transit system. For example, ofthe transit modeshare andare notwell-served by city with high propensity to use transit have low evening andonweekends. Someareas ofthe of standard commute times,particularlyinthe commute. Transit service islimited outsideofthestandard transit system inSaltLake City. was conducted to identifyopportunitiesto improve the stakeholder input,andpublicoutreach, agapsanalysis Using key findingsfrom the State ofthe System report, Our challenges * Note: BasedontheState oftheSystem report, whichwas produced inJune2015 usingthebest data available at thetime. Frequent service isvery limited outside There are limited Approximately This iswhat we found. Total with disabilities,andzero carhouseholds. populations—low-income, older adults, persons large families, youth, andtransit dependent cost oftransit isparticularly burdensome on Cost oftransit isburdensome for some. the transit system. employees, andvisitors understand how to use trip planning,etc.) is neededto helpresidents, information (e.g., maps,onlineschedules,and System information islimited. have nothadADA accessibility improvements. streets andlarge blocks,andamajorityofstops is challenginginSaltLake Citydueto thewide Access to transit isachallenge. worked; itwas just slow.” The (bus) systemthe ‘last bus.’ constantly worrying aboutmissing my commute time, andIwas months. Itmore thandoubled daily commute for about6 “I usedtransit regularly for Survey Respondent -Design Your Transit System Access to transit Improved The The U.S. CensusBureau UTA, Utah AGRC, ESRI, Data Sources: Transit PropensityIndex Westpointe The Percent ofTransit RidersVaries Across SaltLake City frequent transit service to limited access to transit modeshare due transit have thelowest highest propensity to use neighborhoods withthe In SaltLake City, some people safely andcomfortably to transit such asBallparkStation, to connect are neededinareas ofSaltLake City, Bicycle andpedestrian improvements -Disabled population -Seniors (aged65+) -Zero vehicle households -Low-income households densities of: This index isbasedoncombined Transit Propensity Index* (by Census BlockGroup) SL International Airport Lowest Highest Transit Propensity Index Poplar Grove Glendale UTA Transit Service Ñ ^ å ¹º ! City Limits University of Utah Other Shopping Center College High School Middle School/ Hospital Bus Routes TRAX Streetcar FrontRunner 0.7% Rose Park Fairpark 6.4% Downtown Capitol Hill Ball Park Ball Central City / Liberty-Wells Liberty-Wells Downtown East 3.3% comfortably for the bus to arrive shelter for passengers to wait Lake Cityhave abenchor Only 17%ofbusstops inSalt 7.4% East Central Library Greater Avenues East Park Southeast Yalecrest Wasatch Hollow 18.4% University ofUtah 1.6% 0 Bonneville Sunnyside East Hills Foothill/ 1 Bench East 2 Miles

11| SALT LAKE CITY TRANSIT MASTER PLAN | EXECUTIVE SUMMARY 12|12| SALT SALT LAKE LAKE CITY CITY TRANSIT TRANSIT MASTER MASTER PLAN PLAN | | EXECUTIVE EXECUTIVE SUMMARY SUMMARY Plan. bring SaltLake Citycloserto meetingthegoalssetforth intheTransit Master leverage investments intransit service, maximize thebenefitsoftransit, and programs, andservice improvements that supportacomplete transit system The Transit Master Plansupportsacomplete transit system. The policies, transit system complete Building a 2 1 How doesacomplete transit system benefitpeople? using thesystem intuitive transit willarrive andmakes legibility Transit information and and transfer withease ride transit withoutaschedule permanent allows peopleto service Expanded frequent transit that isfast, reliable, and letsridersknow when 4 6 8 5 3 7 pedestrian andbicycle access Safe andconvenient the transit system understanding ofhow to use improve awareness and Education andoutreach destinations efficiently help transit connect peopleto and placemaking policies Coordinated landuse, parking, and low-income people use andaffordable for families programs Flexible fare andpass convenient accessible, comfortable, and stations High-quality stops and and expand service hours serve first andlast mileneeds Lyft andUber)bike share On-demand services (e.g., stops andkey destinations connect peopleto transit make transit make transit easy to LIBRARY...... 3min. CITY CENTER...... due TRANSIT MAP

13| SALT LAKE CITY TRANSIT MASTER PLAN | EXECUTIVE SUMMARY A 4 M

14| SALT LAKE CITY TRANSIT MASTER PLAN | EXECUTIVE SUMMARY 6 Sa Monda

tur strong street network grid. indirect trips.The FTNbuildsonSaltLake City’s the city, necessitating multiple transfers and/or need to travel to otherdestinations throughout service, butcreates challenges for peoplewho provides goodconnectivity to commuter rail UTA’s routes terminate at Central Station, which inefficient forsomelocaltrips.Currently,of many is effective for regional connections butis Salt Lake City’s existing, centralized hubmodel Why aGridNetwork? in thefuture. to set priorities for service provision now and work closelywithUtahTransit Authority (UTA) Defining anFTNvisionallows SaltLake City to by acombination ofbusorrail technologies. where frequent service would beprovided not represent individualroutes, butare corridors The linesontheFTNmap(following page) do days aweek throughout theday andevening. destinations and neighborhood centers seven frequent andreliable service connecting major set ofdesignated transit corridors that offers off theexisting gridnetwork, theFTNisa should beprovided inSaltLake City. Building the corridors where high-frequency service it isalong-term, 20-year vision that identifies an expanded Frequent Transit Network (FTN); The Transit Master Planprovides avisionfor Network Frequent Transit SALT LAKECITY'S Sunda da 8 y -Frida

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es Hybrid 2 P yellow shadingrepresents aquarter milewalking distance from theFTN. a sense of thequantity, structure, andgeography ofcoverage that Salt Lake Cityenvisions for thefuture FTN.The Frequent Transit Network inSalt Lake City. Thelinesonthemapdonot represent individualroutes, butrather provide The mapabove illustrates phased ofthecorridors implementation that are recommended to create agrid-based PROPOSED FREQUENTTRANSIT NETWORK VISION 0 Data Sources:UTA, Utah AGRC, ESRI The Frequent Transit Network is: UV 172

5600 W DR EARHART AMELIA • • • • •

SOUTH FRONTAGE RD reliability astheTRAX system. relatively unchanging part ofthe transit system that offers ridersthe samelevel of Stable andPermanent: service onweekends. Every Day: on weekdays andSaturdays, with30-minute service intheevening andonSundays. All Day: schedule. the minimumservice level that allows peopleto usetransit withoutconsulting a 15 minutes orbetter. Service that operates every 15minutes orless isconsidered Frequent: and make itmore competitive withautomobile travel. will bemost rapid andreliable; make improvements that reduce transit travel time Fast andReliable: West ValleyCity 1 80 UV 201 A service frequence of15minutes orbetter, between at least 6a.m.-7p.m. 2 UV Miles 154 Connect major destinations and neighborhood centers with all-day service, International Airport Service running7days perweek maintains abasiclevel offrequent Salt LakeSalt City

Operate transit onarterial streets/transit prioritystreets where it 900 S 900

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REDWOOD RD 68 REDWOOD RD N TEMPLE ST TEMPLE N UV

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Shopping CenterShopping 600N 600N Gateway Gateway 900W 15

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S TEMPLE S

11TH AVE 11TH 6TH AVE 6TH P UV Square Trolley

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900 S 3010 S S 3010 Frequent Transit Network Quarter MileWalk from Freight RailCrossing Grade-Separated At-Grade RailCrossing Tier 2 Tier 1 To Millcreek P Shriners HospitalShriners for Children

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Medical 2700 S S 2700 Center VA P 2100E ChildrensPrimary Hospital MCand University 80 Research Park Foothill Village Walmart P UTA Transit Service

P P FOOTHILL Intermodal Hub (Other) Park &Ride (UTA) Park &Ride Transit Center Planned Streetcar/TRAX FrontRunner/ Bus Route

15| SALT LAKE CITY TRANSIT MASTER PLAN | EXECUTIVE SUMMARY 16| SALT LAKE CITY TRANSIT MASTER PLAN | EXECUTIVE SUMMARY 2 P employment to theFTN neighborhoods and Connecting recommended to extend thereach oftransit inSaltLake City. within aquarter-mile walking distance of theFTN. residents. service (minimum60-minute frequency for 12hoursperday) to withinahalfmileofmost service network shouldbeadjusted to complement theFTN,andmaintainabasiclevel oflocal Quadrant asitdevelops andastreet network isplanned.AstheFTNimplemented, thelocal will need to adapt to ensure transit is “right-sized” to serve growing areas such as Northwest routes are designed to connect neighborhoods and employment areas to theFTN.The plan light rail, BRT, andotherfrequent busmodes) serves long,direct citywide corridors, localservice are notwithinwalking distance oftheFrequent Transit Network. While theFTN(includingTRAX Local transit service extends thereach oftransit to neighborhoodsandemployment areas that The map above illustrates conceptual zones where first-last mile services could be explored. PROPOSED FREQUENTTRANSITNETWORK VISION 0 Data Sources: UTA, Utah AGRC, ESRI connect to theFTN residential areas services inlow-density and on-demandride Cultural District, Park, andtheFoothill Salt Lake City, Research shuttle services inWest Employer-oriented UV 172

5600 W DR EARHART AMELIA

SOUTH FRONTAGE RD West ValleyCity 1 By 2040, 73% of thepeopleprojected to live and/or work inSaltLake Citywillbe 80 UV 201 2 UV Miles 154 International Airport

Salt LakeSalt City 900 S 900

To SLCC Redwood PIONEER S 1700 RD P 215 215 P UV

REDWOOD RD 68 REDWOOD RD N TEMPLE ST TEMPLE N UV

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N 0 0 3 2 80

Salt Lake 1000 N 1000 Fair Grounds South

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Shopping CenterShopping 600N 600N Gateway Gateway 900W 15

P BECK ST BECK 15 Walmart Arena Vivant

300W Center Convention PalaceSalt 300W Salt Lake P P UV P 184 North Ballpark Smith’s Two additional types of local service are City CreekCity Center Square Temple ¤ £

To Draper Front Runner STATE89 ST Capitol Square Washington College Community LakeSalt

State

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2100S 2100S 400S 400S

To Murray Central Station 500E Hospital LDS

S TEMPLE S

11TH AVE 11TH 6TH AVE 6TH P UV Square Trolley 71

First-Last MileService Zones Frequent Transit Network 200 S 200 To Midvale 900E BrickyardBrickyard Oriented Zone Employment Medical Center LakeSalt Regional Freight RailCrossing Grade-Separated At-Grade RailCrossing Tier 2 Tier 1 Plaza 1100E P UV 201 UV 181 Business District Business House Sugar 1300E College Westminster

900 S 3010 S S 3010

To Millcreek P Shriners HospitalShriners for Children

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Medical 2700 S S 2700 Center VA Oriented Zone Residential P 2100E ChildrensPrimary Hospital MCand University 80 Research Park Foothill Village Walmart P UTA Transit Service

P P FOOTHILL Intermodal Hub (Other) Park &Ride (UTA) Park &Ride Transit Center Planned Streetcar/TRAX FrontRunner/ Bus Route Shuttle drops o employee services can improve transit access andcost-effectiveness. The dialsillustrate conceptually that on-demand shared ride lots, especiallyifseveral people canshare aride. traffic, cold starts, and theneed for park-and-ride vehicles that are already ontheroad reduces be structured to ensure equalaccess. Utilizing as agrocery store; these partnershipswould other identifiedneighborhooddestinations such a discounted fare ontripsto transit stations or would partnerwith thesecompanies to provide local transit operating hours.The CityandUTA citywide needsto connect to theFTNoutsideof service intheseareas. They canalsohelpmeet and Uber, canprovide cost-effective shared ride On-demand rideservice companies, suchasLyft local service butstill have importanttransit needs. make it cost-effective to provide FTN and/or Lake Citylacksufficient densityordemand to Residential Areas 2. On-DemandRideServices EFFECTIVENESS ACCESSIBILITY at work COST- COST- Ride Services On-Demand Without Ride Services TRANSIT EFFICIENCY On-Demand Shuttle Shared Employer Frequent Transit Network Without : SomeneighborhoodsinSalt Ride Services On-Demand Frequent Transit Network Ride Services On-Demand Ride Services On-Demand With With

in Low-Density Catch employee shuttle to work STOP 1 STOP 1 STATION TRANSIT cost-effective. multiple employers canbeparticularly and attract employees. Partnerships across from majortransit stations to helpretain areas can fund a shared shuttle service reach oftransit inindustrial/employment Cultural District Lake City, Research Park, andtheFoothill 1. Employer-Oriented Service inWest Salt STOP STOP 2 2 : Employers beyond the transit station Take busto STOP 3 STOP 3 Walk to bus STATION TRANSIT Sttion Trnsit

17| SALT LAKE CITY TRANSIT MASTER PLAN | EXECUTIVE SUMMARY 18| SALT LAKE CITY TRANSIT MASTER PLAN | EXECUTIVE SUMMARY capital improvements include: analysis. Recommended corridors for transit identified through the Transit Master Plan gaps of operation, and helpaddress challenges investments infrequent service andlong hours Capital investments in transit corridors support Priority Corridors to make service faster andmore reliable. Lake City should prioritize capital improvements potential transit corridors, to guide where Salt a Transit Master Plananalysis ofcurrent and The following principles were used,alongwith Capital Investment Principles fast andreliable Making transit • • • • • downtown andtheUniversity. and/or streetcar) corridor between potentially, future busrapid transit 200 S way opportunityorconstraint. for travel timesavings, andright-of- Corridor conditions level ofinvestment. that supportsaparticularmode or Land use passenger. Cost-effectiveness attract new riders. experience for existing ridersand Ridership potential —key east-west bus(and —corridor landuse/density —potential (need) —potential (need) —investment per —enhance transit • • • • • • south enhanced bus corridors spaced State Street/500 E/900 E to TRAX service at 400S. extension along900Ecould connect to the900EFTNcorridor. Afuture Transportation Plan) withaconnection S (consistent withtheRegional the line to improve its utility, to 1700 S-Line Streetcar Extension Beck Street (to SouthDavis County). Redwood Road, Foothill Drive, and regional transit oncorridors suchas Regional access corridors between theAirportandUniversity. issues that preclude direct service improvements to resolve capacity TRAX lightrail improvements and Glendaleneighborhoods. including service to thePoplar Grove bus corridors inthecenter ofthecity, continuous east-west cross-town 900 Sand1300S/California the University. corridor between Redwood Road and 400 S into theAvenues neighborhood. State Capitol andLDS Hospital,and to major destinations, including the southern citylimitsthrough downtown about ahalfmileapartextending from —continuous east-west bus —support —extend —north- —capital —capital — enhance transit speed andreliability andamenitiesthat improve passenger comfort. Salt Lake City’s highest prioritiesfor investments capital includefacilities andcorridor management strategies that * http://nacto.org/publication/transit-street-design-guide/ of coordinating improvements. biking access to transit andthecost-effectiveness recognizes theimportance of safe walking and Pedestrian andBicycle Master Plan. This approach in theCity’s othermodal plans, includingthe corridors shouldintegrate recommendations Implementation oftheTransit Master Planpriority details. additional designoptionsandimplementation Transit Street DesignGuide*, whichprovides toolbox isgenerally consistent withtheNACTO and context-appropriate stop spacing.The jumps, off-board fare collection, level boarding, dedicated lanes, transit signal priority, queue to improve speedandreliability, including treatments that canbeappliedto transit corridors The plan identifies atransit priority toolbox of Implementing PriorityCorridors PROPOSED FREQUENTTRANSITNETWORK VISION 0 Data Sources:UTA, Utah AGRC, ESRI UV 172

5600 W DR EARHART AMELIA

SOUTH FRONTAGE RD West ValleyCity 1 80 UV 201 2 UV Miles 154 International Airport

Salt LakeSalt City 900 S 900

To SLCC Redwood PIONEER RD 1700 S S 1700 P 215 215 P

REDWOOD RD UV REDWOOD RD

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UV CALIFORNIA AVE CALIFORNIA 201

To Sandy Civic Center AVE INDIANA

2300 N 2300 400S 400S 80

Salt Lake 1000 N 1000 Fair Grounds South Utah StateUtah

Shopping CenterShopping 600N 600N Gateway Gateway

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19| SALT LAKE CITY TRANSIT MASTER PLAN | EXECUTIVE SUMMARY Making transit comfortable and convenient

Access and Amenities Capital investments help improve the transit experience, providing safe and convenient access to the system and comfort on vehicles and at stops and stations. For many potential transit users, a lack of comfort, convenience, and safe access deters them from using transit. Expanding the current program to enhance amenities at transit stops would address a key system gap—83% of bus stops do not have a bench or a shelter where people can more comfortably wait for the bus to arrive.* Transit investments, such as branding, enhanced stations, and bike parking, can help achieve the Transit Master Plan goal of providing a safe and comfortable transit access and waiting experience. The graphic on the following page illustrates investments in enhanced bus corridors and stations.

Secondary Transit Centers Salt Lake Central Station is the city’s primary intermodal transportation hub. It connects TRAX, FrontRunner, numerous

bus routes, and intercity services. However, it requires out-of- Preminary data show an increase in direction travel for some bus routes and its bus layover facilities ridership related to capital improve- are at capacity; UTA is working to develop the Depot District ments on 200 S Clean Fuels Center on UTA-owned property adjacent to Central Station, which would provide additional layover space that would support the Transit Master Plan. North Temple Station has | EXECUTIVE SUMMARY similar issues in addition to first and last mile challenges. The Transit Master Plan recommends developing two new transit centers:

• East Downtown, vicinity of 200 S and 700 E—would support current high transit demand in east downtown and provide additional layover capacity to support implementation of the FTN.

• The University of Utah campus—The University has obtained funding to develop dedicated layover facilities on the campus, needed to expand service to and from the University. 20| SALT LAKE CITY TRANSIT MASTER PLAN LAKE CITY TRANSIT MASTER 20| SALT Note: * Based on the State of the System report, which was produced in June 2015 using the best data available at the time. A C E ELEMENTS OFHIGHQUALITY BUSCORRIDORS transit passengers to adjacent neighborhoodsandnearby landuses. improvements andothersustainable modes(e.g., carorbike sharing)designedto connect network withmultimodalaccess andconnections. They includepedestrian andbicycle Located at theintersection offrequent transit corridors, mobilityhubsintegrate thetransit Mobility Hubs the reach oftransit. bike share at increase stations Bike parkingandGREENbike BIKE PARKING formatstactile information inaudio, visual, and larger shelters, bike parking,and real-time arrival ments, off-board fare raised platforms, treat tactile Enhanced amenitiesinclude ENHANCED STATIONS lights. earlier and/or congestion. TSP (TSP) allow buses to bypass including transit signal priority Intersection improvements TRANSIT SIGNAL PRIORITY longer green information, gives buses payment, - B A

Wikimedia Commons, Jim Henderson F D B F jumps. and are clearly marked orqueue that separate transit from traffic Could include bus-onlylanes IMPROVEMENTS RUNNING WAY pay theirfares. load without waiting in line to allowstations passengers to readers, andother tools at ticket vending machines, card Off-board fare collection using COLLECTION SYSTEMS FARE ENHANCED higher levels ofservice. customer expectations for awareness andincreasing morestations visible,raising Unique designs make buses and BRANDING AND VEHICLES C E D

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21| SALT LAKE CITY TRANSIT MASTER PLAN | EXECUTIVE SUMMARY Supporting the complete transit network

Fast, reliable, and connected transit service is only one element of a complete transit network in Salt Lake City. Safe and comfortable bicycle and pedestrian access to stops, legible transit information, education and outreach campaigns, affordable pass programs, and supportive land use policies leverage investments in transit service, ensuring more people ride transit more often. Applying the principle of “designing for disability” makes the transit system work better for all users. Key supportive strategies and recommendations are outlined below. • In partnership with the City’s Pedestrian and Bicycle Program, Bike and Pedestrian Access designate a network of multiuse A safe and connected paths; neighborhood byways; network of pedestrian and bike lanes that provide and bicycle facilities direct connections between local is a foundation of a destinations and the FTN good transit system. Additional mid-block • Strengthen the City’s existing crossings and bike/transit integration can Complete Streets Ordinance (per help support a complete transit network. Key the Pedestrian and Bicycle Master

| EXECUTIVE SUMMARY recommendations include: Plan) by integrating transit

• Create pedestrian and bicycle Transit Information routes using mid-block crossings For people to be and passageways, wide sidewalks, able to use transit, and signage; prioritize mid-block they must first know crossings along the FTN what services exist • Treat bike share as an extension and understand how to use those services. of the transit system and prioritize Providing clear and concise information in multiple formats is critical for a high quality

22| SALT LAKE CITY TRANSIT MASTER PLAN LAKE CITY TRANSIT MASTER 22| SALT expansion of GREENbike to provide connections to the FTN transit system. Salt Lake City should support Fare andPass Programs include: transit for more trips.Key recommendations City to increase thenumberofpeopleriding programs isapowerful way for SaltLake culture” through education andpromotional Education andOutreach FTN brand. Key recommendations include: stops andstations anddeveloping aunique UTA inproviding real-time information at • • • • effective way to reach new residents a “New Resident” program isalsoan as service improvements are made; targets neighborhoods alongtheFTN marketing/SmartTrips program that Continue to develop anindividualized and visitors onthebenefitsoftransit Salt Lake Cityresidents, employees, information campaignto educate Expand onUTA’s existing public stations, andstops information, aswell asvehicles, app-friendly mapsandschedule to include:printed andweb/ existing frequent service branding brand shouldexpand UTA’s from otherservice types;the is highlyvisibleanddistinguishable UTA’s updated branding efforts and Network Establish a displays at busstops alongtheFTN Provide real-time information brand that isinlinewith Frequent Transit use. Buildinga“transit greatest barrierto transit understanding isoften the A lackofknowledge and low-income residents—to large families, youth, and passengers—particularly more affordable way for provide aseamless and Fare andpass programs Parking andLandUsePolicies affordability. Key recommendations include: program and work with UTA to improve fare further promote andexpand the HIVE Pass access thetransit system. SaltLake Citycan recommendations include: development andtransit service. Key ensure asymbiotic connection between • • • • • • • currently usingtransit into handsofpeoplewhoare not Pass Program to getmore passes Promote andexpand theHIVE Lake City fare optionsfor tripswithinSalt for establishing more affordable with UTA to determine next steps Improve fare affordability; work squares, orparks) stations (such asplazas,parklets, places around transit stops and Create community gathering Transit Network development alongtheFrequent Zones to foster appropriate Standardize Transit Area the FTN major transit corridors, including development practices along transit-supportive designand Establish standards that ensure levels are justified indicate whencertain frequency Establish densitythresholds that Sugar Houseto supporttheFTN for areas beyond Downtown and Initiate additionalparking studies Parking management transit investments to leverage theCity’s are neededto fully and landusepolicies

23| SALT LAKE CITY TRANSIT MASTER PLAN | EXECUTIVE SUMMARY Implementing the Transit Master Plan

Achieving the enhanced transit services, facilities, and supportive programs set forth in the Transit Master Plan will require:

• Strengthening the City’s partnership with UTA. Implementing the Transit Master Plan will require the City and UTA to continue to build a close partnership. Regular meetings will provide a forum for the two agencies to define their roles related to implementation of the plan, determine the level of local control, and articulate the outcomes of interagency consensus building.

• New local transit funding sources. Funding from a variety of public and private sources will be needed to enhance Salt Lake City’s transit system and reflect the vision of the Transit Master Plan. The plan identifies potential funding options including expanding existing sources and developing innovative new sources. Private sector opportunities include sponsoring stops and funding employee shuttle services.

• Establishing new public-private partnerships. Contracting arrangements for residential on-demand services will need to specify when and where the service will be available, and resolve fare payment, equity, accessibility, and technology considerations. The City could encourage private sector participation by expanding the Transit Station Area Zoning District to include the FTN corridors, and factoring additional transit and transit-supportive investments into its point system.

• Coordination between City departments. The plan’s recommendations will require support from a variety of City departments—with responsibilities ranging from streets, sidewalks, bicycle facilities, traffic signals, land use, and urban design. Specific early action items will be to standardize design guidance using the NACTO Transit Street Design Guide and to revise the Complete Streets Ordinance to explicitly include transit.

• Adapting to changing circumstances. The plan is a flexible, “living” document and the City can apply its principles to evolving needs. For example, the prison that is planned for the northwest quadrant of the city is a major new land use that will generate transit demand.

For more information, or to get in touch, contact the Salt Lake City Transportation Division at (801) 535-6630 or [email protected]