Service Choices Report

JANUARY 22, 2019 SERVICE CHOICES REPORT

0105 UTAH TRANSIT AUTHORITY UTAH TRANSIT AUTHORITY

0201

Prepared by Table of Contents

Executive Summary ...... 3 Glossary ...... 40

Ridership or Coverage? ...... 4

What does planning for ridership mean? ...... 4

Why are Coverage goals important? ...... 6

Dividing the Budget by Priorities ...... 7

Two Questions for the Public ...... 8

Next Steps ...... 8 1 Market Assessment ...... 9

Activity Density ...... 10

Residential Density ...... 11

Employment Density...... 12

Walk Network Connectivity ...... 13

Zero-Vehicle Households ...... 15

Seniors ...... 15

Minorities ...... 16 2 The Existing Transit Network ...... 17

Is the existing bus network’s goal ridership or coverage? ...... 18

Where is useful service today? ...... 18

Where is productive service today? ...... 19

Network Frequency ...... 20

Access to Jobs ...... 27

Measuring Transit Usefulness ...... 33 3 Key Questions ...... 34

Ridership or Coverage? ...... 35

When we run coverage service, what should our priorities be? ...... 38

Next Steps ...... 39

JARRETT WALKER + ASSOCIATES Executive Summary

Service Choices Report JARRETT WALKER + ASSOCIATES UTA Service Choices | 3 doing more of one thing can mean doing less ofanother. less meandoing can thing more ofone That’sdoing why we UTA goals, but these so topursue inorder has a limited budget, service tothe changes UTA requesting comments receives many different air Reduce pollution. • • Reduce traf goals: of these one mention time.same For example, often people goals atthe many different toserve areasked agencies Public transit trying todo? What shouldUTA servicebe of andelected However, public, by stakeholders the goals articulated the development. asrail such issues, range longer isconsidering process arerelativelytodevelop quickly. orrevise easy Aseparate services those because services bus on mostly focuses report The fewyears. next the in accomplished be can that things on focusing isshort-term, study This service. howtoplanbus determine should priorities what munities UTA aclearviewon that form serves com- tohelpthe UTA Choicesseeks anewproject. launching Service (MAG), ofGovernments is (UDOT), Association andMountainland ofTransportation Department Utah the Regional (WFRC), Council Wasatch the Front Transit with (UTA), Utah The Authority inpartnership what the priorities for bus service should be. should service forbus priorities the what anyBefore wedo planning, UTA about public the tohearfrom needs plans. long-range • Get students to class. toclass. Getstudents • agencies. service tosocial clients Connect • development opportunities. future Support • tosupport pays taxes who Beavailable ofeveryone homes nearthe • jobs. totheir Getworkers • limited with forpeople option transportation Provide anaffordable • in development dense tostimulate service Provide a‘permanent’ • ﬁ cials through UTA Service Choices will be carried forward into future intofuture forward UTAcials through Choices will carried be Service the service. cars. topersonal or noaccess centers. urban ﬁ c congestion on the busiest corridors. busiest the on c congestion JARRETT WALKER +

ASSOCIATES late enough, to be there when you need them. them. you need late enough, when there tobe enough, or they won’t often run because effective, routes won’t very be meansthose That of them. each on service much very torun can’t afford over ourlimited routeswe budget all wespread those routes. When in everywhere togoabsolutely need not?Why ridership. weareseeking when wedo what than isdifferent bit, which alittle gets everyone that outso service goals leadustospread These achieve this, goals: wealso wedo these When ride. not many people Coverage once. at things ofthem, all wedo of these take advantage can people most the placeswhere inthe services useful ourmost weconcentrate When need hear what your priorities are. your priorities hearwhat need we also achievewe also goals: these Ridership goals andcoverage goals. ridership categories: major intotwo sorted be can service goals oftransit manyThe different orCoverage?Ridership • Support for lower density development, such as new low-density asnewlow-density such development, forlowerdensity Support • UTA. to support pays who taxes toeveryone service Providing some • low include can This travel options. other without forpeople Access • tomorepeople. services andfrequent useful most Provide the • and walkable development andredevelopment. dense Support • vehicle trips by single-occupancy replacing Improving air quality • • Make moreef • revenue, paid morefare ofourbudget share the Collect increasing • travel can morepeople that so cars, with more effectively Compete • suburbs around the edge of the region. ofthe edge aroundthe suburbs people, others. among people, anddisabled people,income elderly emissions. reducing trips, transit with ride. each provide for by fares, assuming that fares don’t fares that change.for by assuming fares, road. abusy down means attracting as many riders as possible. When we do this, wedo When aspossible. asmany riders meansattracting Spreading service out means spreading it thin. thin. it spreading means out service Spreading means being availablemeans being inas many even placesaspossible, if ﬁ cient use of tax dollars by reducing the cost to cost by the dollars reducing ofcient tax use the region, we have to run lots of region,the lots wehave to run If UTA buses choice. this summary, helpingyou andthis about think areabout report, This are. your what priorities on Itdepends question: tothis answer coverage on goals. There’s itwilland howmuch spend orwrong noright goals, ridership pursuing itwill spend budget ofits howmuch to decide UTA, like agency, networks. ofbus every has kinds different very require dollar, same the goals with goals both the pursue because can agency popular. goals very andcoverage goals areboth Butnotransit Ridership lots of people can bene can ofpeople lots where service We’d useful oftrips. number cost-effective, concentrate greatest forthe compete can services transit useful where customers, potential most the with markets best the like toidentify abusiness; we’reWhen we’re toplanforhigh asked ridership, tothink asked being orlunch. ofcoffee up acup by,always intopick passing andconvenient quick tostop its andwhere are many arewhere people markets best their that know businesses andnottu streets, ofbusy sections inter- atthe shop orcoffee restaurant food afast see frequently you so iswhy This your products. andbuy store intothe tocome decision the tomake forpeople itwill easy where be many customers, with potential You location. inaplace its on your business based wanttoopen succeed or fail innewtown, itwill opens often orrestaurant astore When mean? wouldthat What ofpeople. number greatest tothe useful tobe wouldseek network This forhigh ridership. network the weplanned that Suppose, foramoment, mean? doesplanningforridership What and convenient foralotofpeople! to drive.someone To useful something doing be must bus the that, do hourwe pay foreach aspossible asmany people tocarry transit wewant saying that wearealso wesay wewanthigh ridership, When singleperson. that is1/100th 100 on trips ofthose each provide wewouldspend ofwhat to public tothe cost the bus, that ride it.If100 people ride people or100 10 outtodrive abus tosend same 1person miles whether the many people. Itcosts tocarry needs To transit cost-effective, be So, whatiscost-effective, usefulservice? ﬁ t. cked away in neighborhoods. These These cked away inneighborhoods. Service Choices Report Choices Service UTA Service Choices UTA Service | 4

EXECUTIVE SUMMARY from them. will bene people most the inplaceswhere ofusefulness sive elements We expen- have these cars. tofocus from riders protect that sidewalks andvisible; to feelopen and and, aredesigned that and facilities stops tofeelsafe, highly-quali people weneed and facilities to protect transit and buses from traf from andbuses transit toprotect and facilities streets reliability, oftransit ensure design inthe wemake investments route. each driving Towe have andmore buses topay formoredrivers waits, isexpensive. To transit Useful andshort high provide frequency it.Finally,use to go. you ittakes you need where to by choosing you never that arisk so have you aretaking tofeelthat time. on you’llsure Itissafe, ortoyour appointment make ittoyour shift forlong. waiting Itisreliable, forabus be are never you that can stuck so you that so Transit isfrequent, ahigh provides offreedom that degree toyou. provide can your city opportunities inthe to share an attend, you can schools visit, which you can at,who shop you can stores hold, grocery you which can jobs do: you what can which godetermines you can orregion. Where city the tomove about freedom oftrips; ifitprovides types for many different many people will be able to use any service that we offer. that any will abletouse many service be people whether determines community. ofeach geometry That geometry is the bene people most the can Where Community Geometry ef riders only attract can Transit service Useful ServiceAttractsHighRidership • Finally, strong transit markets are in close proximity to other dense, toother proximity areinclose Finally, markets • transit strong linear, be Transit alotoftime must don’t spend buses • that so streets walkable, be trips all areamust sincealmost transit surrounding The • important singlemost -isthe -having nearby many people Density • getting on or off. oroff. on getting are fewpeople where stretches long, through to drive low-demand don’t have buses that so destinations, walkable areas andimportant times. andtravel ofservice cost the increase that paths circuitous driving stop. the awalk toorfrom with andend begin market. transit notmake alone does astrong density but transit, to ride will many choose people whether determining factor JARRETT WALKER + fi t from useful transit service? The key The service? transit useful t from d ultimatelyhowwell you areable fi ciently if people ifpeople ciently fi ed, professional staff; vehicles staff; ed, professional

ASSOCIATES fi c congestion. For c congestion. fi nd it useful nd ituseful fi t get to the service easily, are likely howmany people service determines and that get to the can people whether determines aren’t, geometry your community’s but likeDoes itsound we’re or bad? isgood We saying your neighborhood more cost-effectively. run can andtransit gettotransit can itmeans morepeople because transit, for in Figure1. isbetter aplussign, you see arrangement this Where areillustrated potential ofhigh ridership indicators geometric These Figure 1: Figure L D INEARITY Community Geometry - Four Geographic Indicators of High Ridership Potential Ridership High of Indicators Geographic -Four Geometry Community EN + S IT + - A direct pathbetweenany two destinationsmakestransitappealing. Y Fewer peopleandjobsare withinwalking distanceoftransit. Many peopleandjobsare withinwalkingdistanceoftransit. C e H ach transitsto an transitruninreasonabl ow manypeop - Destinations locatedoff thestraight couraging peoplewhowantto ride path force transittodeviate,dis- through, andincreasing cost. p? Four GeographicIndicatorso l e, jo b s, an d y strai activitiesare near g ht lines ? + f reasons described on the last page, last the you on may wantacoverage goal. described reasons available tobe forany speci transit of the want some you still but transit isn’t forhigh favorable ridership So ifyour geometry community’s they are negative.where arepositive, andless factors to these places where moreservice send to - HighRidershipPotentia W P fi nd our service useful. If we are pursuing a ridership goal, wewill aridership Ifwearepursuing useful. nd ourservice A - RO + L KABI Long distancesbetweendestinationss meansahighercostperpassenger. XIMITY Short distancesbetweenmanydestinationsare fasterandcheapertoserve. L ITY Does transithavetotraverselon C an peoplewalktoand 1/4 mi s t mi is wit T 1 w is atransitsto ter o T h treets are wit / he h h e 4 mi l e i e, l w bl e t d f h these b a ot att hole in 1 l l h ut on ck e e ra

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EXECUTIVE SUMMARY a common reason for coverage services toexist. for coverage services reason a common is andthis pays that taxes, toeverywhere Still, wantservice people some bene other ridership service until there are enough people there. people areenough until there service ridership many move itisavailable that people, in. aspeople so right isalow- This to wanttransit often neighborhoods ofnew Developers future. inthe a way high will that ridership generate todevelop in areexpected today inplaces that aservice tooffer asked are agencies Sometimes, future. transit the isabout reason last The Supporting Future Development arebene to home You don’t who even have arguethat couldalso people routeclose abus services. forcoverage argument common second isthe This inreturn. service into UTA some pays who taxes Everyone expect couldreasonably Some ServiceforEveryoneWhoPays are dif that inenvironments have facilities tobuild that agencies chosen service colleges like orsocial community destinations and important rates, ship lower-income lowvehicle areas, isolated communities with owner-rural sites like or couldinclude This living senior communities insuburban wouldnotgo. service high-ridership where inplaces arelocated who choices, few other with forpeople option atransportation oftransit: function service social the call often people The Transportation OptionsforPeopleWhoCan’t Drive reasons. they usually give ofthree one coverage services, demand people When is tomake high, number that even islowridership. result ifthe that’s 1/2tion within goal ofcoverage service The service. mile ofsome popula- example, ofthe percentage wemight coverage asthe measure availability. they areabout ridership, arenotabout For services Coverage Why areCoverage important? goals more ef are areasthat tohigher-density compared service the woulduse people badly, doesn’t this many service meanthat but the need people some fi rst ofthese, “access rst can’t who drive”, forpeople what isabout fi cult for transit to serve ef toserve fortransit cult fi ciently integrated into the rest of the transit network. transit ofthe rest intothe integrated ciently fi ts to the economy. tothe ts fi ting from UTA ting from traf reduced through JARRETT WALKER + fi ciently. areall placeswhere These be there early, there be are there before

ASSOCIATES fi c congestion and c congestion demand areas, butonlyascoverageservices,where maximumridership isnotthegoal. Demand-responsive servicesare neverhigh-ridershipservicesby UTA standards. Theseservicemayberelevant inlow- vices are mostlythewagespaidtodriver. Sorunningsmallvehiclesisn’t cheaperunlessyoupaythedrivermuchless. Small vehiclesare alsonotmuchcheapertooperate. As withalltransithumandrivers,thecostofproviding theseser- ship carrywellover20.ThebusiestUTA busroute carries36passengersperhour. change thefactthatthiskindofservicecarries veryfewpeopleforeveryhourofadriver’s time,compared to Smartphone appshavemadetheseservice more responsive, sothat theycanbecalledonshorternotice.Buttheappdoesn’t sit, alsoworkthisway. UTA’s Flexservicesare alsoavariationonthesameidea. often calledDial-a-Ride,havebeenusedfordecadesbyUStransitagencies.Special servicesforthedisabled,calledparatran The basicideaisn’t new. Taxis havealways responded tocustomerrequests, andshared-ride demand-response services, (Transportation NetworkCompany)refers tocompanieslikeUberandLyft. them, ratherthanrunning You mayhaveheard aboutnewserviceconceptsconsistingofsmallvehiclesthatpickyou upwhenandwhere yourequest Do door-to-door or“ per houratthemostef in astraightline.Thislimitsthenumberof peopleasinglevehiclecanexpecttoserve,nomore thanabout5-7passengers If theseservicesgotoorneareachperson’s door, theywillhavetofollow ameanderingpath,makingmanystopsthatare not services. fi fl cient. MostUTA exible” servicesserveridershiporcoveragegoals? fi xed routes. You mayhearthesecalled“microtransit” or“TNCpartnerships,”where “TNC” fi xed routes carrymore than10passengersperhour, androutes designedforrider- Service Choices Report Choices Service UTA Service Choices UTA Service fi xed route xed | 6 -

EXECUTIVE SUMMARY (with the remaining(with the 7% duplicative and63% coverage ridership 30% approximately tobe split the estimate ofWeber, region, comprised Davis, andBoxnorthern Elder counties, we ofUTA’s ineach service ofbus poses Inthe regions. geographic three andcoverage pur- ridership between split existing the Figure 2shows ormorecounties: one within operated toas“business units”.referred ofUTA’s consists region Each services level atthe made ofUTA’s be must regions, internally main service three goals two the between balance ofservice regardingthe decision Any them useful. where they live.where region ofthe part balance inthe the on opinion their about people will ask consultation ofthis, andstakeholder public Because spectrum. ridership-coverage balance the on the ofshifting implications as arethe different, isquite units business three ofthe ofeach design network The coverage. 40% ridership, 60% Tooele Co (Utah Counties) and southern ing duplicative service. duplicative ing provid- be would routes two these route, same the along operated services express rush-hour two 1. andas frequent, very would notbe itoutme spreading area, because but service ofthe entirety the routesacross wouldspread coverage network else. A100% anywhere ornoservice little wouldbe there but transit, high ridership supports geometry community the inplaces where service coverage wouldhave 0% excellent was100% ridership that A network aspectrum. on ofasapoint thought be can question coverage question goals, and44% toachieve ridership/ tothe coverage answer goals. The Currently, 55% about toachieve ofUTA ridership isdesigned service bus tocoverage goals. goals asopposed ridership on tospend budget ofits howmuch hastodecide agency transit Every BudgetbyDividing the Priorities • Southern Region - Utah County Region -Utah Southern • ofTooele &Portions County -Salt Region County Lake Central • ofBox Elder -Davis Region &Portions &Weber Counties Northern • By “duplication”, we mean services that are at least in some degree redundant. For example, if if example, For redundant. degree some in least at are that services “duplication”,By mean we County JARRETT WALKER + 1 a result not many people would notmany aresult people service). In the central (Salt and Lake central Inthe service). ans spreading itthin, routes ans spreading these unty), this number is closer to iscloser unty), number this

ASSOCIATES ﬁ nd Figure 2: Figure as part of this process. ofthis as part todiscuss andstakeholders public forthe aquestion coverage—is wider ortowards higher towards ridership shift—either of that direction The inemphasis. will value ashift community the future,for the orperhaps unit isright business balance ineach Perhaps today’s ridership-coverage 100% Ridership 0% Coverage UTA existing services’ ridership and coverage purpose coverage and ridership services’ UTA existing Southern UTASouthern RegionBusServices Central UTA RegionBusServices iesi Coverage Ridership (Salt LakeandTooele Counties) 60% Ridership,40%Coverage 60% Ridership,40%Coverage 25% Coverage 75% Ridership (Utah County) 50% Coverage 50% Ridership 45% Coverage 55% Ridership Bus Services All ExistingUTA 75% Coverage 25% Ridership 7% Duplication 30% Ridership,63%Coverage (Davis, BoxElder, Weber Counties) Region Northern Service Choices Report Choices Service 100% Coverage UTA Service Choices UTA Service 0% Ridership | 7

EXECUTIVE SUMMARY useful service that can compete with driving is much lower. ismuch driving with compete can that service useful greater, ismuch isnearby nearvery transit number the some but whom 15 for ofpeople every number the aresult, minutes.route operates As one Only lowerfrequencies. region, atmuch areaofthe but developed moreof the tomuch is extended service HighIn the Network, Coverage you’ll where never waiting long. be services by frequent reached be can by transit places accessible useful, andmost isvery them, service of inside but markets, dense of these isavailable outside service little ofbrown). shades Very two darkest the with areas(shown densest in the areconcentrated services high-frequency Network, HighIn the Ridership demand. of travel andaloweroverall development, commercial level intense lot sizes, less areas.Ligh commercial andresidential andsurround area, campus oralargeuniversity’s corebusiness town imagineamajor down- proximity region, areinclose many where people ofthe parts densest areasarethe brown darkest The development. of densities different indicate ofbrown shades image,In this different usinga goals mightthese different look toachieve of either designed networks howtransit Figure 3illustrates be?goals coverage and goals ridership between balance the 1. should What priorities. setting they areabout because arehardquestions, These about. tothink public will the ask study this that questions wehave reasons, For two these Two Public forthe Questions b. Maximizing coverage Maximizing by extending ser- lower-frequency b. by ridership Maximizing providing high-frequency, useful a. quent services. quent tofre- access with ofpeople number the reduce but service, transit access with region the across of people number the UTA’s of more toreach vices area. service may reduced. be totransit access with region the across ofpeople number the but services, useful most places. todense services Divide 100% between these goals: these 100% Divide between JARRETT WALKER + This will put more people near the nearthe willThis morepeople put ter shades mean larger residential meanlargerresidential ter shades ﬁ ctionalgeography.

ASSOCIATES This will increase design a Draft Network Plan based on these principles. these on Plan based Network a Draft design to planning staff agency’s tothe tradeoffs the on direction provide UTA’s priorities, community’s the weknow Once BoardofTrustees will that serviceare mostimportanttoyou? 2. Ifyouthinkweshouldruncoverageservice, whatgoalsfor 3: Figure The rest of this report report ofthis rest The . Transportation options for people who can’t drive. a. c. Service to newly developing areas, where the community community the where areas, developing to newly Service c. pays taxes. who toeveryone Service b. What do transit networks designed to for high ridership or high coverage goals look like? look goals coverage high or ridership high to for designed networks transit do What ment is occurring. ment develop- denser placeswhere on wouldfocus coverage service eventually. ridership will support geometry service. the need who are relatively fewpeople even there where district, ofits part every toserve would try oflowincome, elderly,numbers persons. ordisabled large placeswith especially -- don’t cars many own people UTA only inplaces where would cause coverage services toput ﬁ lls in the details, but those are the questions. questions. arethe those but lls details, inthe If this is the goal, isthe If this UTA If this is the goal, isthe If this This goal Next StepsNext The tion date for changes resulting from this study is August, 2020. isAugust, study this from resulting dateforchanges tion implementa- possible earliest The outreach. roundofpublic of asecond year. planlaterthat detailed subject the the planwouldbe detailed That will which usaswedraft guide decisions, these on will direction provide InJuneorJuly2019, questions. critical these about holders UTA’s board ﬁ rst phase in this project will gather input from the public andstake- public the from will input gather project inthis phase rst Service Choices Report Choices Service UTA Service Choices UTA Service | 8

EXECUTIVE SUMMARY 1 Market Assessment

Service Choices Report JARRETT WALKER + ASSOCIATES UTA Service Choices | 9 cities of the region. These are the absolute strongest markets, capable of capable markets, strongest absolute arethe region. These cities of the major ofthe centers nearthe arefoundprimarily ofuses, mixture intense density, most the andemployment with population areas ofhighest The levels. density tial andemployment placeswi signify andorange Purple inyellow. ofblue. shades isshown Employment saturated increasingly in areshown map, this residential On arepredominately placesthat by asingleuse. dominated day, the throughout arebalanced that demands toareas compared are morelikely ofuses tohavecombination. Places amixture travel with high and where residential greatest istypically demand travel andcommercial areas.Overall destinations andmajor workplaces, residences, make people arebetween trips Most byserved UTA. “activitycalled density”. Figure 4ma intoasinglemeasure density andemployment population to combine is market way overallOne ofvisualizing the transit size potential ofthe Density Activity populations. underserved historically reach ties tobetter opportuni- andidentifying network transit tothe changes future possible ofany impacts equity potential toanticipatingthe critical ties isalso andminori- lowerincomes with ofpeople distribution the Understanding are. populations those where ifweknow cars” topersonal access limited like with meet anobjective “provide forpeople travel options affordable ableto planisonly goingtobe network Atransit factors. and landuse Planning examination ofdemographic forcoverage goals requires also needs. their meets use, service the fortransit provided ahigher with lations propensity ofpopu- presence the indicate can ofseniors anddensity ownership car asincome, such for, compete can factors transit that while demographic overall the size market controls ofthe inaspace ofpeople number total toadegree. The matter inanareaalso people the about facts Other UTA inthe area. service factors ofthose some explores chapter This considerations. those with planning starts transit oriented Ridership morecost-effectively. torun service andforthat service, proximity, all togetatransit make ofwhich iteasierformorepeople potential. We identi ridership layout their how the ofcommunities helpstodetermine explains Summary Executive ofthe section Geometry Community The JARRETT ﬁ ed four factors: density, walkability, fourfactors: ed linearity, and WALKER + th varying degrees ofmixed residen- degrees varying th employment densities arefoundin densities employment ps activity density across the region the across density ps activity

ASSOCIATES instance, the commercial areasalong I-15 the instance, Clear between residential orcommercial/employment mainly activity, along I-15. For ofUTA’stions ofdense area, arenumeroussmaller pockets there service por- main continuous, densely-developed areasarethe these While day the throughout andweekends: travel demand substantial generating around large shopping centers and business parks. parks. andbusiness centers around largeshopping Salt County, Lake foundthroughout be particularly can centers ment similarly, employ- density; high isolated quite other employment boast • The northern portion ofUTA’s portion developed densely areaisless northern The service • areainandaround developed the than smaller inextent much While • areas andemployment residential In Salt City, Lake densest the • of the city north of the campus. ofthe north city of the areas residential Ogden, andthe dense, asisdowntown extremely Clear ofI-15 east area, residential particularly around dense moderately orProvo ithasamoreextensive andOrem, Salt City but than Lake innerareasofSLC downtown. the with outside comparable Youngaround Brigham levels University, atdensity aredeveloped areasofProvo central andOrem, itself, the especially Salt City Lake core. downtown of the northeast Avenues ofUtah, includingthe neighborhoods University I-215 from downtown through corridor tothe are foundalong the ﬁ eld. In Ogden, the Weber State University campus itself is itself campus eld. InOgden, Weber the University State ﬁ eld and Layton eld andLayton Figure 4: Figure Regional Density Activity Service Choices Report Choices Service UTA Service Choices UTA Service | 10

1 MARKET ASSESSMENT Valley City. orWest ofSalt City Lake of much tothose herearecomparable densities areaofOrem developed continuous majorthe While universities. nearthe andProvo,of Orem particularly areas central arethe densities County, residential highest In Utah the areas. residential successive areasremaining between agricultural mile), square per people some with (under atlowerdensities 5,000 oped 24th ofI-15 andwest St). ofOgden citiessouth The aremainly devel- and core(near Washington downtown andthe Blvd./US-89 University Weber State between city ofthe portion inthe Ogden, particularly arefound in region, densities areaofthe highest the northern In the continuous. less ofI-215,ally and south aremoreisolated density andareasofmoderate gradu- 4100 declines Residential density S, 4700 Scorridors. Sand5400 toI-215, south I-80 Valley andinWest City, S, 3500 along the especially from exists Salt City) Lake areas arounddowntown compact most as the deve ofresidential Similar density Street. ofState andeast South of200 Avenuesthe north in mile) ofSalt square City, Lake much per throughout particularly people In Salt County, Lake arerelatively densities high residential (over 5,000 UTA. by served region the across density given Figure5mapsresidential stop. live nearany fewpeople that issuch even pattern development ifthe all toreach ormo will seek services high while inplaceswith densities, coverage residential services useful very home. Transit tooffer will seek toachieve high designed ridership people’s at sincemost andends daily begins behavior travel markets, oftransit strength the isakey inassessing metric density Residential Residential Density JARRETT WALKER + lopment (though not quite as dense as dense (though notquite lopment st of the inhabited residential area, residential inhabited ofthe st and Provo islimited, residential

ASSOCIATES Figure 5: Figure Regional Residential Density Service Choices Report Choices Service UTA Service Choices UTA Service | 11

1 MARKET ASSESSMENT southern part of the region include: region ofthe part southern inthe andProvo. centers Orem within employment campuses Other university around the isgreatest County inUtah Employment density Bountiful along US-89. areaof commercial isthe ofemployment County, main concentration the I-15 off nodes commercial inClear are foundaroundWeber University, State Ogden, andthe downtown densities region, employment ofthe highest the portion northern In the other major employment concentrations within Salt Lake County include: Salt County within Lake concentrations major employment other ofthe Some centers. employment densest arethe around SugarHouse In Salt City, Lake ofUtah, Salt and City, Lake Downtown University the by UTA. served region the across density Figure 6mapsemployment orcustomers. many clients arelikelythat toattract places indicates also high density employment sectors, andservice retail Inthe trips. commute workers’ morethan Employment tells usabout centers. employment meanstoreach aneffective be travel option, itmust useful a istopresent oftrip, iftransit so overall common type most are the towork journeys ofall trips, notmake do majority upthe trips Commute Employment Density • The Thanksgiving Point commercial area of Lehi off I-15 Point Thanksgiving areaofLehi off commercial The • nearthe areaofProvo. commercial central The • • The Riverwoods of Riverwoods The • • Within the industrial areas, the highest employment densities are densities employment highest areas, the industrial the Within • Town atSouth Shops asThe such centers, (State shopping Large • I-15 between corridor Salt Lake The downtown Street and State from • E, aswell near900 center Union shopping 7200 S, Fort Along the • an outdoor shopping center. shopping an outdoor includes a number oflarge anumber includes N. Riverwoods Ave and4800 ofUniversity intersection near the service andof service facilities, aswell asretail, oflargeshipping toanumber is home I-215found aroundthe /Highway 201 interchange, anareathat and 10600 S). ofI-215. end south tothe extending Canyon. BigCottonwood itenters before road ofthe end east atthe Center Corporate Cottonwood as the fi ce uses. ce JARRETT fi ce and commercial area of northeast Provo, areaofnortheast ce andcommercial WALKER + fi fi ce buildings, a midsize hospital, and eld and Layton. In southern Davis Insouthern eld andLayton.

ASSOCIATES • The retail node within American Fork adjacent to where State St. State to where adjacent Fork American within node retail The • (US-89) intersects I-15. intersects (US-89) Highway. Timpanogos with interchange Figure 6: Figure Regional Employment Density Service Choices Report Choices Service UTA Service Choices UTA Service | 12

1 MARKET ASSESSMENT grid of points, then generating a heatmap and plotting based on relatively high or low values. low or high relatively on based plotting and aheatmap generating then points, of grid 2. isrelatively high orlow network, street by awell-connected created walk radius, page, this mapon effective In the the where weshow areavailable. paths higher be ifmoredirect itcan though distance, “as ofthe crow 60-65% the ofabout range isusually inthe radius walk example, like effective second inthe maximum that the networks We “effective walk measurement radius”. this call street grid Inpurely image, isreachable. “High radius in the over ofthe Accessibility” 60% 31% tojust access 1/2 ofthe stop, while aroundatransit mile radius allows network street example, “Low adisconnected In the Accessibility” 1/2no morethan mile. crow 1/2 within distance circleisthe andthe mile center isatthe “asstop the image, Ineach concept. ofthis atransit anillustration Figure 7provides network. andpedestrian street along the distance same gointhe you can far crow the is.To network “as areaaccessible this, andstreet the do pedestrian how complete aplace’s isaway of assessing connectivity Walk network important. isvery towalk totransit ability the and/or begin trips by end walking. Therefore, transit allIn almost cases, Walk Connectivity Network widely spaced arterials, walk network connectivity largely depends on largely depends connectivity walk network arterials, widely spaced areorganized of region areas ofthe asagrid developed most Because length. block Avenues longer slightly tothe lowerdue but provide ahigh degreeof similar connectivity, ft to foundinthe that InProvo andOgden, smaller, and750superblock. of500 regular grids each within regular,by anextensive, less though network street local Avenues, aswell 1/2 asinOrem, iscomplemented the grid mile arterial relatively ofthe aswell. high walkability boast InSalt outside each Lake innerareas ofSalt City, Lake The aswell asOgden, Provo andOrem example. walkable areassimilar High inthe Accessibility tothat toproduce combine grid andcomplete length small block The blocks. ft ofSalt City, Lake ofregular400 islaid outasagrid which borhoods Avenues isfoundinthe neigh- connectivity walk highest network The example. likelooks “Low the Accessibility” example; “High inthe lighter,bles that the Accessibility” moreit the resem- map, this on contour walk the darker network morethe The the This map is created by taking an effective walk radius measurement for each of a of each for measurement radius walk effective an taking by created is map This ﬂ by ies.” walking stop the reach you can area iswhere shaded The ﬂ ies” in a given distance from a location is compared tohow iscompared alocation ies” from inagiven distance JARRETT WALKER +

ASSOCIATES fi nely spaced fl ies” 2 . Figure 7: Figure places. inother than ismorecircuitous orneighborhood subdivision particular a totraverse used foot,even path on ifthe areasarepenetrable most travel time for those riding through. riding travel time forthose and service ofthe cost the both increases inanypath singlecommunity available shortest the off bus deviating the because stops, around their walkshed adecent on depend towns between services Long-distance Santaquin, Payson,include Springville, Fork, Spanish andBountiful. Examples network. street grid high-connectivity of short-block, extent UTA’s within smaller towns ofthe Most aroundasmall center district dif the measure not does connectivity Walk network Sandy, Clear andthe Valley ofWest inmuch City, patterns street Local block. arterial each within networks andpedestrian streets residential oflocal extent the safe to cross a major street. street. amajor tosafe cross is it where ofplaces to to number due the small walking barriers major include actually connectivity network walk moderate having as shown ofthe areas Some to access. barrier amajor isoften which streets, Walk Network Connectivity Network Walk fi eld and Layton areas are not grid networks, but but networks, areasarenotgrid eld andLayton fi culty of crossing Figure 8: UTA Service Area Street Connectivity Street Area 8:UTA Service Figure Service Choices Report Choices Service UTA Service Choices UTA Service | 13

1 MARKET ASSESSMENT initiatives. and decision making processes aswell review asenvironmental for speci processes making and decision planning intotransportation principles andnon-discrimination justice mental environ- incorporate providers transit (EJ), requires which Environmental Justice Populations (1994), Populations andLow-Income in Minority toas referred Environmental Justice toAddress Actions Federal on Order Executive the Transitkey Federal tothe toadhering Administration’s Guidance regarding is arelocated populations low-income where In addition, understanding ofDavis County. part south inthe as well asaroundBountiful household. 3. inpoverty ofresidents density the Figure 9shows forrides). andfamily frequently, friends orrelyingon or sonal areavailable, viableoptions per-as other require options other even ifthose amountoftime,reasonable even long will lower-income it,so notuse people tomake, need people oftrips ina type forthe useful isn’t actually If transit generator. ridership apowerful be can this networks, walkable street areas, with tohigh Inmedium toentry. density andlowbarrier lowprice to the due forlower-income option people Transit anattractive be cars. to own can forlower-income likely mode people, areless who transportation an affordable istoprovide service goals fortransit important In many most places, ofthe one Poverty In the north, there are also notable clusters along I-15 clusters notable andClear arealso there north, inLayton In the north. inthe ofOgden istrue thing same The part-time. oronly work not work, do who ofstudents largenumber tothe due inpoverty of people distribution skew the often populations largestudent noting that Itisworth universities. areas aroundthe inthe density, particularly poverty haveboth substantial County, andProvo largercities.InUtah Orem inthe isconcentrated poverty in ofpeople area, density service ofthe portions andsouthern northern In the of I-15 of7200 S. andsouth ofI-15, east east inthe areajust Midvale arepresent inthe people particularly oflower-income clusters Valley in andaroundWest county City. Less-dense areaofthe developed ofthe part itself, northwest aswell asinthe City Lake arefoundinSalt inpoverty In Salt ofpeople County, Lake densities highest the $25,100).just (for region example,for the level in2018, of4is forafamily poverty federal the level ofa livable wage level that atanincome below isset far poverty federal inmany level. places, the herebecause measures We both show poverty 150% below income combined with federal living ofthe inhouseholds people UTA’sthroughout area, while measure, Figure 10 for same the but service shows Here, “poverty” means a family income below the federal poverty level for each size of of size each for level poverty federal the below income a family means “poverty” Here, ﬁ nancial tradeoffs (e.g. driving a worn-out vehicle that breaks down down (e.g. vehicle breaks that aworn-out driving nancial tradeoffs JARRETT WALKER +

ASSOCIATES 3 in each census block group block census ineach ﬁ ed ﬁ eld, Figure 9: Regional Density of People in Poverty (100% of federal poverty rate) poverty federal of (100% Poverty in People of Density Regional Figure 10: Figure Regional Density of People in Poverty (150% of federal poverty rate) poverty (150% federal of Poverty in People of Density Regional Service Choices Report Choices Service UTA Service Choices UTA Service | 14

1 MARKET ASSESSMENT campuses. Young andBrigham and Provo Weber University State nearthe University Ogden useful, central andwithin andmost isrichest grid network transit sities areslightly higher I-215 the within loop, frequent the where /I-80 den- household Beyond area, this zero-car etc)arerichest. infrastructure, bike andbike (transit, share options Salt City, Lake town non-car where levelsarea. highest arounddown- The andimmediately arefoundwithin service ofthe most isminimal across households ofzero-vehicle Density services. orridesharing taxis cycling, walking, orusing members, orfamily friends from rides getting population. general ofthe ofI-15east distribution ofthe opposite the west, than higher isgenerally residents ofolder Salt County, Lake Within density arounduniversities). (typically ishighest overall density where population than different arevery ofseniors densities highest absolute the with places The differences. afewnotable with population, but general to the In UTA’s similar quite isgenerally ofseniors area, distribution the service todrive). ability the (although impact many disabiliites notnecessarily do population, general morelikely the 65 aremuch than tohave adisability over ageof people the (density, Furthermore, arepresent. walkability) forhigh ridership preconditions other the inplaceswhere for transit population, abuilt-in advantage general the than likely cars toown group, ademographic areless senior-headed As households transit. for constituency age65andabove) areanimportant (persons Seniors Seniors cars will without travel option, people arealistic then notpresent does If transit vehicles. option. Figure11 zero with ofhouseholds regional density mapsthe togo, acompelling need placesthey be the ofreaching itcan method reliable, (fast, available isauseful it) they need when iftransit a result, vehicles. As have topersonal do who access those than fewer options have they by default, don’t transit use don’t cars who own people While Zero-Vehicle Households ﬁ nd other ways of reaching the places they need togoby placesthey need ways the ofreaching nd other JARRETT WALKER +

ASSOCIATES Figure 11:Figure Regional of Density Zero-Vehicle Households Figure 12: Figure Regional of Density Seniors Service Choices Report Choices Service UTA Service Choices UTA Service | 15

1 MARKET ASSESSMENT southwestern Provo groupswithin Orem. andseveral block southwestern Ogden, Valley innorthern City. smaller arealso concentrations There andWest ofSalt City Lake andnorthwestern areawestern service the signi makes most upthe inFigure13, dots asorange isshown and population hispanic/latino The counties, or4%member ofany singlecounty. group makes UTA ofthe 3% overall upmorethan ofthe population single andWeber County, Noother US Census. accordingtothe County countiesand18% 6constituent ofthe Salt within Lake population the 5. 4. UTA’s groupwithin population area service orethnic racial make singlelargest upthe people orLatino Hispanic race. ofeach ofresidents proportion the on based colorcoded andthen residents, hundred one per dot ofone at aratio UTA’s groups block across area. map, Inthis aredistributed dots service grouplevel block Figure 13 across atthe data and ethnicity mapsrace opportunities. andother tojobs inaccess todisparities contribute network tion andtransporta- development patterns existing the in placeswhere ofcolor, forpeople access ortransit particularly of improving mobility interms articulated goals areoften transit Additionally, equity-based basis ofrace, colorornational origin. the on notdiscriminate do provide they 1964 services that to ensure of Act Transit Civil Rights ofthe VI by Title required arealso agencies networks). transit moredeveloped areaswith ropolitan (suchasliving inlargermet- use relatetotransit factors economic various andethnicit United States, race In the more likely ofcoloraregenerally country, transit out the people touse cond According tonumeroussurveys Minorities US Census American Community Survey, 5-Year Summary File 2016. File 5-Year Summary Survey, Community American Census US 2017. January Transportation”, Public Rides “Who Association, Transportation Public American JARRETT ﬁ cant racial or ethnic concentration throughout throughout concentration orethnic racial cant WALKER + ucted by transit agencies through- agencies by transit ucted y are also strongly correlated with with correlated strongly y arealso 5 , at approximately 15%, atapproximately of

ASSOCIATES 4 . Figure 13: Figure Regional Minority Dot Density Map Density Dot Minority Regional Service Choices Report Choices Service UTA Service Choices UTA Service | 16

1 MARKET ASSESSMENT 2 The Existing Transit Network

Service Choices Report JARRETT WALKER + ASSOCIATES UTA Service Choices | 17 improve ef to could potentially streamline planning process network a detailed that coverage. 2%overall service upofduplicative Around ismade high on high and43-44% ridership, generating on isfocused service 55% approximately that of weestimate network, bus entire the Across inFigure15. shown service, unit’s bus business foreach atagoal split toarrive category to each assigned resources the We summed age, then service. andduplicative cover- ridership, categories: intothree inservice) hours total weekly of its route inUTA’seach terms route(in ofeach cost the anddivided network, for To indicators this, key weexamined do andperformance landuse today. aredivided resources network’s how the to itishelpful question, this on opinion informed tohave goals. Inorder an UTA’s important two these between network Figure 15: Figure of elected and public to the poses study this questions important most ofthe One orcoverage?ridership goal network’s bus existing the Is area. service the within topeople goals today, service andhowwell useful itprovides orcoverage ridership ofthe either towards itisoriented towhich degree examines chapter This UTA’sservice. the tounderstand network existing of andspan frequency the of reducing cost atthe it, but access can morepeople that so achieves high outservice coverage by spreading it.It touse arenearby ofpeople lots inwhere with span)long service (frequent, useful itconcentrates Transit when high ridership generates oten3%6%6 16% 11% 64% 6% 0% 1% 63% 37% 37% 31% (Bus only) 63% Full System 62% Northern Southern Central Region UTA Service Purpose by Business Unit byBusiness Purpose UTA Service ﬁ ﬁ cials is whether to change the balance of resources within within balance ofresources the tochange cials iswhether ciency. JARRETT Ridership Ridership 5 4 %100% 2% 44% 55% % WALKER + Coverage % Duplication Duplication

ASSOCIATES ﬁ rst develop a sense of develop asense rst % % ofall UTA bus service bus Weber State in Ogden. Weber inOgden. State and downtown andProvo, between ofOrem corridor and the portions area, Valley West surrounding immediate and its dense City, ofthe most all ofSalt City almost Lake includes service tofrequent access area with nearaUTA ofany The kind. of people number total ofthe 50% service 1/2 arewithin about people 750,000 service, Nearly mile offrequent 15 every minutes operates ormore frequently, that all day.of aservice ofUTA’sFigure 14 portion highlights the 1/2 areawithin mile service landuses. lowdensity very they serve unless ridership, high generating on are100% focused services frequent Most reduced. is trip foralateormissed penalty customer, the able forthe because andaremorereli- travel timeasaresult, reduce services More frequent toolate. alittle ifyou make bus stop transfer, ittothe next orforthe you have howlong towait tomake determines forabus, a Frequency isfrequency. usefulness oftransit element fundamental most The today? service useful is Where corridor. inOrem, Provo US-89 andthe more concentrated areaare southern inthe resources aresult, limited peak-only routes.As areas (for example, ofI-15comparable east by areonly served nearLehi) where County), (Utah region southern inthe network the with contrasts areasalong I-15. residential outserving spread This service bus hourly or 30-minute isalotofall-day there network, ofthe region northern inthe isthat answer indetail, short the unit’s network business each will chapter ofthis describe sections next the While network? ofthe rest the than morecoverage-oriented much so region northern isthe Why to move services. to70/30, other’s local each impacting without decide could at60/40, tostay County decide SaltLake and could County unit. For level example, atthe business ofthe would happen Utah balance process ofthis asaresult ridership-coverage tothe changes Any degree of duplicative service. (5-6%) have substantial countiesalso afairly high coverage. northern The on goal, werethe focused and60% ifhigh itwouldbe ridership where is ofservice 30% -approximately different issomewhat situation the region, goal ofproviding coverage. the on northern Inthe mately 40% goal andapproxi- ofhigh the on ridership, isfocused service of bus 60% approximately network, ofthe regions andsouthern central In the Figure 14: Figure UTA Frequent Service Access Map -Weekdays Map Access Service UTA Frequent Service Choices Report Choices Service UTA Service Choices UTA Service | 18

2 THE EXISTING TRANSIT NETWORK Among bus routes, some of the notable high-performers include: high-performers notable ofthe routes, some bus Among future. the in forimproved candidates good service routes areoften high-productivity level. Low-frequency, atalowerservice but environments, dense similarly in routes operate that areoften outliers Lower-frequency, high-productivity markets. strongest the toserve designed and consciously forusers, ofcompeting capable andthus service, infrequent than useful more much areboth services agencies, sincefrequent inmany transit trait isacommon places.This indense, high-demand services mainly frequent are network routes inthe Beyond raillines, the highest-productivity the forlongerregional driving competitive trips. with andisvery tances, over athigh greatdis- speed destinations many important route serves ofFrontRunner, case Inthe landuses. dense the supportive, mainly serving services arehigh frequency these system, TRAX ofthe case Inthe trip. per many morepassengers vehicles ofcarrying capable high-capacity use andFrontRunner lines areableto achieve TRAX high such productivity. arekey rail towhy the Several factors revenue hourthey areinoperation. over generate 130FrontRunner ofthese lines. rail Each foreach boardings and TRAX arethe In UTA’s services highest-productivity the network, y-axis. ofthe limits the arebeyond routes(the system) rail high-performing unit. Afew extremely business by its routeiscolor-coded Each hourinoperation. per generates route each midday, boardings howmany passenger shows y-axis while the at routecomes each howfrequently shows x-axis the chart, Inthis network. related UTA’sFigure 16 andproductivity how frequency shows existing or ofservice, cost per land use. ishigh result The ridership andsupportive service alignment ofuseful the from arises High ridership today? service productive is Where • The UVX BRT in Provo is not listed because it began operation too operation itbegan inProvo BRT because isnotlisted UVX The • ef very ridership In Ogden, Route generates 603 • In Salt County, Lake and 39 routes2, areexamples ofhigh- • 200 high-performing route averaging over 40 boardings per revenue routeaveraging per over hour. boardings 40 high-performing itis ahigh-frequency, but report, forthis data to provide recently station. FrontRunner areaand downtown dense the with ing Weber University State hour. each bus the board people routes, over these On 30 commercial corridors. relatively dense oncontinuous, operating services network frequent productivity, JARRETT WALKER +

ASSOCIATES ﬁ ciently,connect- productivity . Figure 16: Figure • There are several very high-productivity routes operating atlow fre- routes operating high-productivity areseveral very There • 35M -MAX frequent ofthe Interestingly, presence the • despite isRoute 841, performer best absolute routes, the infrequent Among • quency. These routes carry a small number of passengers compared compared asmall ofpassengers number quency. routes carry These hour. over per 20 boardings atjust category 30-minute the within performer ,Route 35 a strong isalso service FrontRunner andUVU. between connector short a very UTA Route Productivity and Midday Frequency Midday and UTA Productivity Route areas in the southern part of Salt County. Lake part southern areas in the employment largest ofthe several links still portion, northern the St. as State corridor, ofthe itis notasdense though segment which Finally, southern the Route 201areas along 7200 StoTRAX. serves major employment two FrontRunner’s Route 72 schedule. connects andWSU to Station timed Ogden between providing aconnection by ridership ofits most generates that service 650 isaseasonal ef very so do they but services, to morefrequent Service Choices Report Choices Service UTA Service Choices UTA Service ﬁ ciently.Route | 19

2 THE EXISTING TRANSIT NETWORK necting Grantsville to the Benson Grist Mill &Ride. Park Grist Benson tothe Grantsville necting Flex Tooele all-day routes within two operates City, con- andanother Point andLake Park toSalt City. Lake UTA Stansbury Grantsville, also ofroutes 451,trips communities of Tooele, the 453 and454 connect lation) ofpeak-only UTA pays andalimited number intothe district, popu- ofTooele county’s ofthe most (which includes A portion County limited weekend schedule, ifat all. avery operate services these day. per of direction are only available in each that Most forafewtrips orby orlimited routes peak-only request, attheir uppassengers to pick Flex routes by low-frequency served is county ofthe part southern movement. ofthe Much viding east-west notpro- grid, but intothe connecting travels north-south, service all-day most until point, ofthis around7200 S.South major arterials most ison service grid, lower frequency frequent existing ofthe Outside routes. orhourly 30-minute on (anmore tolerable average of7.5 minutes fora15 than minute service) aremuch athigh frequency, waiting timestomakeoperate transfers made with only be one connection be can typically grid the within points any two between trips because inagrid, travel timesarereduced arearranged services frequent When torail. connect services frequent east-west 15 every all run day ofwhich minutes the weekdays. throughout on All upoflines 21,is made 33, 35M, 39, 41, 45, 47, 54, 205, 200, 209, and220, City,Lake Valley West ofI-215. City, citiesnorth various andthe grid This ofSalt most across services UTA offrequent grid anextensive operates lines BlueandRed traveling bined south. com- areas along the commercial andemployment other various and the Center, Medical Intermountain Salt Lake,Utah, airport, downtown the of like University the major destinations in Salt County, Lake serving network transit ofthe makes backbone upthe light system rail TRAX The Central Region(SaltLake&Tooele Counties) day. the throughout oftrips limited number avery run which day ofthe (approximately middle 11:00 the during a.m. to1:00 p.m.), or frequently. less Tanlines run notoperate do routesthat lines represent day, ofthe andmiddle hours rush the throughout while blue the better 15 every minutes operating or services, bus frequent most lines arethe following pages). the on arelocated map, Inthis red prominent the trict dis- ofthe portions andsouthern (similar northern maps forthe County ofUTA’sFigure 17 ofeach frequency mapsthe inSalt Lake services Frequency Network JARRETT WALKER + tween routes. Because these routes these routes.Because tween , which can deviate from their route their deviate from can , which

ASSOCIATES ﬁ xed-route, Frequency Network Transit & Tooele Counties) Region (Salt Lake 17:Figure Central 80 Prevailing weekdaymiddayfrequencies UTA Services UVX 850 806 504 850 821 841 to Grantsville to Tooele 451 Frontrunner Route terminates End ofroute Multiple routes of the samefrequency One-way split Limited orpeak-only Flex routes 60 minutes 30 minutes 15 minutes 10 minutesorbetter S LineStreetcar Rail 454 453 201 453 451

8040 W 454 4100 S 11800 S 10200 S 35M 35

Mo r untain View k w 3500 S 4700 S 85 a

y 7000 S Pioneer 556 547 551 556 5600 W 5600 W 62 54 41 248 1730 S 700 S 85 201 248 513 4800 W 7800 S 6200 S 547 Skye 551 454 453 248 to Downtown 451

240 4000 W 4000 W C

240 5400 S a 453

504 l

47 i B 3600 W f

Bangerter 3600 W o

13400 S a to Ogden

454 r

518 n 232 232 nia

South Jordan

900 S g

3200 W 456 e

7000 S r

227 227 t

e 12600 S 456 11400 S 9800 S

r 2700 W 9000 S 578 509 513 2200 W 215 215 217 518 217 218 217 Redwood Redwood Redwood 2100 S 520 519 570 35M 1300 W 80 516 526 39 33 54 590 15

62 900 W 525 514 47 to SouthDavisCounty 460 15 455 201 15 546 461 811 to Ogden 470 200 State 201 7200 S 462 to Provo State 470 17 to Downtown 472 7800 S 9 72 463 to UofUtah 811 209 45 205 205 213 463 455 500 E 460 3300 S 94 473 471 10600 S 900 S Service Choices Report Choices Service 700 E 6 471 461 473 209

546 900 E UTA Service Choices UTA Service 900 E 473

F 11

o 462

r 3 213 11400 S 313 t 1100 E to Downtown

220

U 1300 E H

1300 E g

307 h 9400 S

l Pioneer a n n

313 d

i 1300 S 1700 S o

320 n 320 4500 S 223 228 Highland 39 220

0 2100 E 354 2 2100 S 21

t 80 h

223 2300 E

i 6 l 455 307 l 3900 S Bengal 72 213 228

y 33 1 Hollad a 3 | 20 215 228 354 11 45 W to Uof a 313 2 sa tc h m 35 t 4 2 THE EXISTING TRANSIT NETWORK in the northern part of the service. ofthe part northern in the many towns along Main St. connecting service main local asthe function ofFrontRunner.duplicative ofRoute 455 toits true due less ismuch This I-15 along the toSalt City Lake Ogden somewhat isalso from corridor Route 473 express peak-only long-distance The FrontRunner service. high-capacity ofthe presence the a small unique market, despite Salt Lake, routesintodowntown serving peak-only each many direct provides This design. network Davis County southern mainly tothe due (5-6%), service ofduplicative has adegree also region northern The counties. in Salt orUtah Lake networks tothe pared (30%) com- coverage (70%) towards moreweighted much ridership than areais inthis overall the ofservices that goal split weestimate land uses, residential lower-density, suburban serving towards isoriented region ofthe part northern inthe network transit ofthe much so Because several major de several has region inthis design Weber andBox network Elder counties.The UTA’s inDavis, ofroutesmainly operating unit consists business northern Region(Davis,Weber,Northern BoxElderCounties) • Most of the developed areas within 2-3 areaswithin developed ofthe miles ofI-15Most • by areserved toSalt City. Lake Route directly Ogden routesconnect Several bus • south- the routestravel between ofrush-hour-only set extensive An • employment major destinations, most serve services High-frequency • place. one toFrontRunner inatleast connect services all-day Most • 30 or 60 minute or60 frequencies. 30 routes 626, 604, 640, and470, day the throughout at all operating either side ofI-15 side either Clear between route. For transit example, all-day one areason residential at least hours. during rush by route, this to Salt City and473 Lake service that supplementing Ogden from 455 with providing all east, tothe day service via US-89 I-15. crossing overpass Route 455 asimilar and473 function perform I-15 Riverdale ofthe Rd. east just Riverdale the park-and-ride from viaMain using St. Route 472City service express isapeak-only 470 toSalt Lake Ogden from all-day, provides service infrequent ofUtah. Salt Lake, University downtown nottothe but toandfrom trips ofdirect alimited groupprovides number this viaI-15, north the from Lake as460, 461, such routein 462. Every Salt peak-only orlimited routesentering various the group includes City. Salt Lake This anddowntown ofDavis County portion ern ar residential areas andmost ﬁ ning characteristics: ning JARRETT WALKER + eas within and aroundOgden. ﬁ eld and Ogden are served by areserved eld andOgden

ASSOCIATES Figure 18: Northern Region (Weber, Box Elder & Davis Counties) Transit Network Frequency Network Transit Counties) & Davis Elder Box (Weber, Region 18: Northern Figure Prevailing weekdaymiddayfrequencies UTA Services UVX 850 806 504 850 821 841 Frontrunner Route terminates End ofroute Multiple routes ofthesamefrequency One-way split Limited orpeak-only Flex routes 60 minutes 30 minutes 15 minutes 10 minutesorbetter Streetcar Rail 613 603 616 Ogden Station 630 455 Frontrunner 650 470

473 604 4000 S 4000

CLEARFIELD CLEARFIELD

2000 W 2000 3500 W 3500

626 1000 N 1000

1800 N 1800 Midland

5600 S 5600 Antelope 604 640

626 1900 W 1900 1900 W 1900 13th 470

15 Hwy 39 Hwy

472 Riverdale Hwy 79 24th

616 4400 S 4400 613

640

604 1200 W 1200

616

Main 627

608 5000 S 5000

613 606

Hwy 89 Hwy Elberta

606

2600 N 2600

University Pkwy University S 4700

630 455 640 628 470 Ave Wall 650 612 T 470

612

700 S 700 640

Washington 12th

28th St 28th Washington

Gordon 36th St 36th

455

3100 N 3100

603 FARMINGTON FARMINGTON 645 640 645 473 Monroe 612

1050 E 603 625

470

625

472 Fairfield Harrison

1100 N 1100 E 1050

4400 S 4400

608 2nd 650 645

460

Center

30th 25th Service Choices Report Choices Service Hwy 473 472 471 463 462 461 460

OGDEN

1100 N 1100 640 627 15

Weber State Weber State Clark 89

OGDEN Edvalston 15 SOUTH University University UTA Service Choices UTA Service 455

473

667 500 S 500

1300 E 1300 455

463 463

Mountain Hwy 89 Hwy Hwy 89 Main

Orchard 667 473 472 470

471 470 455

455 W 200

Main N 600 State

Main 462 E 400 84 012mi 461 | 21

2 THE EXISTING TRANSIT NETWORK walk of very useful service. useful walk ofvery ashort within all ofSalt nearly City Lake wouldput that corridors other N, 6th Avenue, on andseveral S, and600 900 service high-frequency in Transitcompleted investments TMPincludes Plan The (TMP). Master improvement recently inSalt City’s Lake forfuture are high priorities services have frequent not currently do that City inner areasofSalt Lake However, connections. frequent many lack ofthese current ofI-80 north like GreaterAvenues, Hill, Capitol or S.Areas 400 on Line Red STemple TRAX Route on 209 ofthe andnorth of areasouth areavailable central inthis services frequent No east-west University. atthe toterminate downtown through continue while others Tooele County, androutes462 and route453 and454 (includes from itself indowntown terminates network andTooele areavailabletions Utah from express ofthe counties.Some hour, rush Similar connec- indowntown. peak only during andterminate Routes like or461 460 Davis County, operate insouthern beginning formany ofUTA’s destination asthe serves Downtown services. express E. at500 south turns S, andthen along 200 Central Salt Lake from service a frequent forexample, Route provides 205 corridor; north-south toits downtown of side west the spans service frequent other Each a similar function. performs that Route 2X, overlay apeak isalso There service, Central. toSalt Lake campus ofthe center the from connection adirect provides However, downtown. across east-west onyUniversity Route 2actually the Route 2connect andfrequent Line Red TRAX itself, the In downtown Salt County. Lake of tomany parts connections useful provide in red) shown routes (here andUTA’s region. the TRAX throughout andsouth bus north frequent travel converge. From here, forlong-distance used be FrontRunner can Blueline, services FrontRunner, where bus andvarious station, TRAX the Central isSalt Lake node central network’s Salt Lake Downtown The area inthis network viewofthe a detailed region. Figure19 placesinthe other tomost shows services bus express and bus by and light commuter rail, frequent isconnected area that inasmall employment andentertainment retail institutional, educational, UTA’s within tination government, large-scale Itconcentrates network. and travel des- center employment largest isthe ofUtah University the of campus andthe Salt City Lake Downtown areaencompassing The Downtown SaltLakeCity JARRETT WALKER + 471 from the northern counties),471 northern the from the neighborhoods west ofI-15 west neighborhoods the and

ASSOCIATES Figure 19: Figure 453 509 519 520 519 near StateSt&400S 472 Routes Terminating 473 462 453 509 454 520 471 454 2X Downtown Salt Lake City Transit Network Frequency Network Transit City Lake Salt Downtown 472 460 513 451 451 516 500 460 6 462 516 516 471 472 455 228 6 9 470 451 307 200 209 461 3 463 to SouthDavisCounty 460 455 200 461 to Ogden 500 470 500 462 472 463 205 473 471 455 9 11 205 307 209 2 6 307 2X 209 228 220 220 213 6 3 220 11 213 223 9 2 3 17 Prevailing weekdaymiddayfrequencies UTA Services 200 228 213 9 6 21 213 17 Frontrunner Rail 60 minutes 30 minutes 15 minutes 455 223 9 21 17 213 228 2X 2 313 354 Utah Hospital 3 0 21 313 223 6 Service Choices Report Choices Service 354 213 UTA Service Choices UTA Service 806 228 3 3 473 11 455 313 Peak Routes at UofUtah 2X 354 228 End ofroute the samefrequency Multiple routes of One-way split Limited orpeak-only Flex routes 223 313 473 473 3 | 22 1 mi

2 THE EXISTING TRANSIT NETWORK between Utah County andSalt County. Lake County Utah between Routenot operate, 811’s 6roundtrip day Sundays, the throughout weekends. On on FrontRunner when does trips weekdays, adds hour during but every approximately service noon andafter- morning County, inSalt Lake BlueLine offers TRAX of the weekdays. Route 811, end south tothe County Utah connects which on hours rush ofProvo only and822 during south Routes 805 run morelimited basis.For amuch example, on andProvoOrem operates outside network of the remainder routes, three the those than Other network: ofthe part ofProvo inthis andOrem outside operate services all-day three Only main corridor. the toareasaway from coverage service lower-frequency cities.Routes 831, two areasofthe employment 833and834provide FrontRunner, and residential dense ofthe universities, andmost the between andconnections service Route frequent 850provide quency andhigh-fre- transit), rapid BRT (bus ProvoWithin andOrem, UVX the providing coverage. on only goal, werethe arefocused while 40% ifridership they wouldbe arewhere resources service oftransit 60% approximately County: Lake similar isquite ofSalt areatothat inthis services and coverage-goal ridership corridor. between split The well St. State asalong the /US-89 Provo developed relatively andOrem, inthe densely as ofservice tion ofUTA’s region southern This concentra- by the ischaracterized network Region(UtahCounty) Southern • Route 821,• ofProvo south through hourly operates which Street along State / service Route 850, frequent provides which • • FrontRunner. Spring Lehi andProvo. between US-89 ﬁ eld, Salem, Fork, Spanish andPayson. JARRETT WALKER + s are the only transit connections connections only transit s arethe

ASSOCIATES Figure 20: Southern Region (Utah County) Transit Network Frequency Network Transit County) (Utah Region Southern 20: Figure 841 Prevailing weekdaymiddayfrequencies UTA Services 862 807 UVX 1mi 0 850 806 504 850 821 841 811 806 UVX 862 841 Frontrunner Route terminates End ofroute Multiple routes ofthesamefrequency One-way split Limited orpeak-only Flex routes 60 minutes 30 minutes 15 minutes 10 minutesorbetter Streetcar Rail 807 833 3110 W

400 S 805 831

Center

University

800 S 15

831 Main 850 805 811

822 State 862 OREM OREM

1460 N

1150 S

800 N

862 State 15 E 800 833 850 805

822

500 E 500 2230 N 2230 834 831

834 University

Pony Express University University

300 S UVX PROVO

700 N

Center 822 BYU 811 821 831

Bay UVX 806

822

811 864

Redwood

900 E 900 2100 N 900 E 900 15 Frontrunner 863 811 806 809 UVX 807 807 862 UVX

Main Orem Station Utah Valley University 862

Main

11000 N 811 805 831

700 N 841 809

806

State 805 County 822 806 841 811 UVX 821 15

800 S 841 807

Provo Station Geneva 100 E 100 850 805 833

850 1200 W 1200 833 15

Center

OREM OREM 834 831 State 1600 N

831 University PROVO

1460 N 862 850

821

Service Choices Report Choices Service UVX E 800

UTA Service Choices UTA Service 2230 N 2230

822 State

Center

834 300 S University BYU 805

900 E 900 State 811 UVX

W 400

State 821 012 mi

822 400 E 400 | 23

2 THE EXISTING TRANSIT NETWORK mitment aswell.mitment com- refertoaweekend service should brand ultimatelythe but service, de be can network the Ifnecessary, weekends. week”. 15 every At notrun UTA, routes do minutes on frequent most level -forexample, “12service of15 hours 7days per minute service, toa particular commitment apolicy offer andsome tier ofservice, higher the routestocommunicate these brand Many agencies US transit service. offrequent ence Transitin its Plan, Master andidenti for service planning and service standards. standards. planning andservice for service basis asthe these anduse commitments, service associated with types, We UTA that recommend develop andre to. wanttotravel people of lots todestinations andconnect of travelers market a largepotential on its map. Salt Lake City hasidenti map. Salt City Lake its on ing higher ridership moreef ing higher ridership of generat- arecapable faster, services More frequent, higher-capacity andcapacity. ofservice, span frequency, speed, customer: evant tothe rel- most attributes ofthe interms differences the sorting on focused on. weare Instead, avehicle ofwheels runs type orthe system, pulsion Here, wear service. oftransit types different the about forthinking Figure 21 asimple framework provides indetail. lost getting without priorities big picture makes about iteasiertotalk types ofservice interms complex, thinking urban development decisions. UTA development decisions. urban already identi relevant andb) to tobe potential terms, ithasthe inridership productive very itisalso a) tooffer while itisexpensive because todistinguish gory cate- important have agencies Many isacritically this foundthat transit day. the throughout tained 15 ofevery minutes orbetter, meansafrequency this sus- cases most In perspective. rider’s the isalways abus coming soon, from that often so ofroutesoperating subset isthe Transit Frequent (FTN) The Network Frequent Transit Network tions, andmay re situa- todifferent aresuited features, have distinct types service bus These categories. distinct fall intoseveral services bus but and buses, ofFrontRunner, interms ofUTA think types TRAX, people Most service TypesService fl ect different priorities. Because the total network is so isso network total the Because priorities. different ect JARRETT fi ciently, placeswith asthey serve long so WALKER + e not interested intechnology,e notinterested pro- fi fi ed other policies tied to the pres- to the policies tied other ed ed a proposed set of frequent lines offrequent set aproposed ed fi ne a set of policy service service ofpolicy ne aset fi

ned based on weekday on based ned ASSOCIATES ﬁ es frequent bus lines bus es frequent Figure 21: Figure Ridership, Performance Transit Service Typology Service Transit 612 -Washington Blvd 200 -StateStreet N Flexible Services Demand-Response & Standard Bus Candidate Frequent Bus Frequent Bus F546 -DraperFlex F547 -HerrimanFlex 822 -SUtahCounty 223 -2300E/Holladay 525 -MidvaleShuttle 9- 900S 470 -Ogden/SLC Speed, Distance& Capacity Rapid Bus Transit ServiceTypology (selected UTA examples) Frequent Transit Network Express Bus 461 -Bountifulvia State Capitol 811 -UtahValley TRAXConnector UVX TRAX LRT/ BRT Commuter Rail FrontRunner Service Choices Report Choices Service UTA Service Choices UTA Service | 24

2 THE EXISTING TRANSIT NETWORK ing inmixed traf operat- services both incorporates Transit (FTN) Frequent The Network evaluation. service inongoing category useful avery be iswhy iscan which explicit, extend the most useful tier of route to additional strong markets. strong tier ofroutetoadditional useful most the extend moreuseful, or services FTN existing Transit making Frequent Network, the orexpand enrich ridership toexpand plansdesigned Service following divisions: the identify wecan FTN, the A de andhigh productivity. highment, frequency isaclear there link between environ- given land use the possible degreeof productivity maximum andthe design ofservice effectiveness the inboth variation siderable forUTA and24productivity US. the iscon- While there agenciesacross and frequency route-level Figure22plots offered. services bus ductive pro- most routesarethe agencies, high-frequency US transit In most • In between those two tiers, some agencies de agencies some tiers, two those In between • St. State on inSalt Lake, asRoute routes(such 200 bus Frequent • inUTA’s orTRAX are routes(such asUVX BRT andLRT • network) station-style stops. specialized vehicles, andimproved pattern, stopping widely-spaced by amore will complemented be improvements infrastructure these noorminimalcally exclusive isprovided). Sometimes right-of-way (though typi- signal priority ortransit intersections, lanes atbusy andreliability, toimprove speed jump asqueue such investments andusually have infrastructure some routesarefrequent, Rapid bus like terminology “Rapid with Bus”. branded often service, FTN bus routes. infrequent other than level ofservice andsuperior ing adistinctive areprovid- services bus frequent that tocommunicate efforts other and infrastructure, stop branding, with this accent agencies Some category. FTN intothe forinclusion standard routes meetingthe or Route 612 Washington on Blvd. inOgden) aremixed-traf them. tooperate hourrequired per generate they can limit ridership ofthe upper the raising sengers, morepas- carry largervehicles with can that areprovided services these andreliability. enabling higher Often, speeds extent, of their traf general from separated typically fi ned Frequent Transit Network brand makes this connection makes Transit connection this Frequent brand ned Network fi c, and services operating in operating c, andservices JARRETT WALKER + fi c for all or a substantial portion portion c for all or asubstantial fi xed infrastructure. Within Within xed infrastructure.

ASSOCIATES ﬁ tierof ne athird ﬁ c bus bus c Figure 22: 22: Figure Frequency and Productivity - Data from UTA and 24 other US transit agencies transit US UTA 24 other from and -Data Productivity and Frequency Service Choices Report Choices Service UTA Service Choices UTA Service | 25

2 THE EXISTING TRANSIT NETWORK includes all “Standard fall intothe Bus” tier This category. ridership additional with rewarded be wouldimmediately investment additional that suggest that features land use orsupporting Bus routes high without productivity Standard BusServices uses become more transit-supportive. asland candidate FTN areamay afuture be also inadensifying service A30-minute forweekend service. standard FTN tomeetthe added be Sundays considered on wouldbe run 15 every ran it.Aroutewhich minutes weekdays on didn’tupgrade but service FTN acandidate considered wouldbe setting urban routeina dense 20-minute A highly productive improve. conditions necessary ifsome ispossible service frequent where tohighlightand reliability. places used be these can designation This forspeed priority orbetter network, pedestrian development, abetter levels couldinclude conditions of Those arepresent. conditions essary notall forhigh nec- where ofthe frequency,all but prerequisites ofthe have inplacesthat or some operate BusServices Frequent Candidate Candidate Frequent BusServices atlowerfrequency. high ridership very ofgenerating iscapable times, rail commuter transfer bus-to-rail tooptimize designed areoften services connecting andbecause buses, than many morepassengers carry vehicles rail commuter can Because right-of-way. dedicated toits due ofreliability degree agreater todriving, with comparable isvery that ataspeed together region ofthe centers all major by nearly this population linking does FrontRunner major destinations. connecting overdriving distances, long alternative to time-competitive anaffordable, they offer when productive aremost commuter rail services Infrequent andproductivity. ridership levels highest the of ofgenerating groupofUTAthe capable services of ahigh itispart frequency, but notoperate itdoes because Network, Transit Frequent ofthe line FrontRunner isnotpart rail The commuter Commuter Rail This category also includes network. ofthe rest the from disconnected areas, arevery orplacesthat lower-density serving important local access and connections to the rest of the network. ofthe rest tothe andconnections access local important levels they provide but ofdevelopment, current on based generators togrowintomajor ridership routesareexpected Blvd. ofthese None like County, 822 Utah 626 - South Roy, -West E/Holladay or223 -2300 ﬁ xed routes operating for the purpose ofcoverage alone, purpose forthe xed routesoperating JARRETT ﬁ xed-routes in outlying or low-density areas inoutlyingorlow-density xed-routes WALKER + until the resources wereableto resources until the a candidate until service could until service acandidate

ASSOCIATES ductive deviated services tend to deviated services ductive 1-2than time), pro- to remain on andhope deviations extremely andso (since vehicle one can’t make more supported be old, cannot deviations thresh- ridership acertain Above request. atpassenger deviations short routes like UTA’s Flex travel routes, along which achieved be by can type service this within productivity highest The doors. up attheir people topick needed segments trip the on time-in-service oftheir portion agood spend must they because ridership, potential and lowest capacity have lowest the services Demand-responsive andvanservices. taxi demand aswell and on- as vanpool requests, toindividual rider’s in response along relatively operate routes, which like UTA’s services individual This includes user’sthe travel needs. Flex by driven oftravel options range broad the includes category last The Demand Response&FlexibleServices inProvo). pattern stopping alocal (although routeruns this Blueline TRAX ofthe end tothe 811 connection anddirect afast offers City,Lake toProvo orSantaquin and FrontRunner. County, InUtah Route placeslike Tooele connect Elsewhere, services toSalt peak-only express FrontRunner. to Route town 616 whole the helpconnect network all-day local andthe to Salt like Lake; instead, peak-only shuttles service doesn’t express need toFrontRunner, Thanks FrontRunner stations. itself Ogden between FrontRunner, andRoute 472, &Rides ofPark atanumber stops which from inplacesfar Route 473, City: Lake service direct provides which intoSalt operate services express true area aroundOgden, only two service ofthe part areas.For example, demand highest northern inthe FrontRunner asimilar provides region’s level tothe markets ofaccess UTA’s inmany but services, ofexpress anumber includes network hourwindow. rush the during occur cally typi- trips oftheir majority inmind andthe commuters ofpeak needs the with designed routesare often Express travel athigher average speeds. often can ofstops, number limited oftheir by virtue services, express since places atalowercost, distant between connections to provide isused type ofthis Service offreeways. use making andoften patterns, stopping spaced widely oftrips, alimited number usually with distances, over long andmajor destinations neighborhoods routesconnect Express Express BusServices turn into standard bus routes. bus intostandard turn ﬁ xed paths but make but deviations xed paths ﬁ xed paths andmake xed paths

Service Choices Report Choices Service UTA Service Choices UTA Service | 26

2 THE EXISTING TRANSIT NETWORK Figure 23: 23: Figure section. isavailable ofthis end atthe methods analysis access on More detail include: travel analyses, timeestimates access In these How dowecalculatetraveltime? transit. torelyon choose who life allowing forpeople reached, be foraricher can opportunities social, tomeanmoreshopping, andother tends It also employment. placesof potential meansmorethan tojobs access better but tions, loca- job on wehave data good because tojobs We access measure andsocial. ofall professional, educational options kinds: itmeans you have more initself; thing agood ofplacesisalso variety Beingabletogoawider ridership. tomeanbetter tends access toanyone areasitmakes traveling useful tothe be accessible, high so forgoingmoreplaces ismorelikely isuseful that to system A transit given amountoftime. shows analysis region,the anaccess in point For atthis. isaway each analysis oflooking Access quickly?” getto people can “Where question: isthe of anetwork test best the andspan, but like frequency service ofthe elements about We talk can toJobs Access ot ,0 69033,800 13,700 16,900 6,000 5,100 2,000 1,800 87,100 1,400 34,100 600 7,700 South North Central (Tooele County) Central (Salt Lake County) Region 30 minutes 45 minutes 60 minutes 60 minutes 45 minutes 30 Region • Walking time equal to the remainder of the travel time budget after after timebudget travel ofthe remainder Walking tothe timeequal • Waiting to1/2 timeequal • ofaroute’s headway forall possible schedules. current on In-vehicle travel timebased • Initial to1/2 waiting timeequal • route’s ofeach frequency. scheduled (center point ofhexes) origin the to all timefrom walking nearby The • arriving at each stop. ateach arriving transfers. stops. 60-Minute Access to Jobs (Weekday) to Jobs Access 60-Minute JARRETT WALKER + Average jobs accessible at noon per person in... person per atnoon Average accessible jobs how many ina you couldreach jobs

ASSOCIATES and impact of each option. ofeach and impact value the basisforjudging region,of the will andthat animportant be parts invarious access ordecrease may options increase Those options. network possible tovarious system existing the wecompare where project ofthis inlaterphases important will analysis become Access people living further south. living further people from corridor, ofthe corridor along the andtojobs part northern in the andProvo living toOrem enjoyed jobs improve access by the residents corridor, helps Street State which (US-89) the upand down access quent County InUtah by reach transit. easy within jobs local oftheir most put that services citieshavethese frequent ridor, andProvo. areasofOgden, Orem central of the andwithin Each ofSalt county, Lake higher isgenerally I-15 along the access Outside cor- valley.of the side east the on toSandy south Valley ofWest most andextending City grid, covering transit frequent areaofthe full tothe corresponds access However, useful. intensive andmost level ismost of amodest network by I-15 ofI-215, end south andthe bus high-frequency the where level ismainly highest This available ofaccess areabounded the within trip. a60-minute within ofUtah) areboth University andthe City Lake Salt (downtown City, centers Lake job region’s the where largest two Salt nearcentral arethose tojobs access maximum the areaswith The workday.the available throughout level base the ofservice nities, sinceitrepresents tomoreopportu- people oflinking iscapable network transit the where forunderstanding point Midday weekday starting is a good access UTA route. 2miles areawithin entire the ofany across intervals, atone-mile spaced points center hexagon on map. wasconducted the on hexagon Analysis ofeach center the from andwalking minutes timeby60 oftravel transit within atnoon Figure 24 accessible ofjobs average number the shows Existing UTA NetworkAccess Tooele City). inTooele isonly availablemidday service within County somewhat misleading level lowaccess available inTooeleextremely a produces Tooelehave separated the andSalt because Counties, Lake levels access will absolute always higher.its be Here, we region, ofthe rest hasmany the than morejobs County Lake 30, 45 minutes and60 inUTA’s Salt counties. Because six in accessible ofjobs average number the Figure 23 shows ﬁ gure when combined (this is because (this isbecause combined gure when , UTA’s Route fre- provides 850also Figure 24: Figure 60-Minute Access to Jobs (Weekday Midday) (Weekday to Jobs Access 60-Minute Service Choices Report Choices Service UTA Service Choices UTA Service | 27

2 THE EXISTING TRANSIT NETWORK Figure 26: 26: Figure levels access aresimilar, andlowest highest hour. AMrush the the places with the areaduring While service out the ofjobs number the Figure 27 shows ofUTA’s regions various the among area). service (although overall level terms the highest the access isstill in percentage at15 stays minute serv county of the parts highest-population densest, the serving grid frequent ofthe most improve, also ofSalt County Lake network local inthe frequencies While tomidday. compared centers job andother intoSalt City Lake connections direct gain morefrequent areas these because inSalt County than Lake network ofthe regions andsouthern ishigher peak the on inTooele northern andthe County level improvement The ishigher peak. ofaccess inthe access network, midday level. tothe peak 45 minutes and60 during the Throughout in30, accessible ofjobs Figure26 number the compares network. ofthe inagiven timeinmany travel parts reached be can that of jobs number the increases level substantially service peak enhanced The service. routesarein andnumerouspeak-only express higher frequencies, mately 7a.m. to10 a.m. and3p.m. -6p.m.), at asmany routesrun (approxi- periods peak andafternoon higher morning inthe is notably hour ineach day. the throughout varies starting oftrips number The day) hourofthe each during begin that trips andrail ofbus number howUTA’sFigure 25 shows level ofthe (as interms measured service hourcommuters. ofrush needs is available andoften forafewhours, morefrequently, level isonly enhanced this ofaccess but routes operate many when hours, rush the greaterduring day?of the isoften Access areUTA’s moreuseful How much middle inthe hourthan atrush services Peak PeriodAccess ot 59 94 99 +6 1%+18% +32% +15% +27% +16% +25% +17% 0 39,90 +13% +7% 18,100 0 19,40 +10% +0% 7,600 0 5,90 +9% 2,500 2,100 98,400 1,500 37,600 600 8,400 South North (TooeleCentral County) (Salt County) Lake Central Region 30 minutes 45 minutes 60 minutes 30 minutes 45 minutes 60 minutes 60 minutes 45 minutes 30 minutes 60 minutes 45 minutes 30 Region Peak Job Access Job Peak JARRETT WALKER + accessible in 60 minutes in 60 through- accessible ice, so average access changes less ice, less changes average so access optimized by direction to meet the tomeetthe optimized by direction

ASSOCIATES Average jobs accessible at 8 a.m. per person in... % difference from midday access from %difference in... at8a.m.Average accessible person jobs per Figure 25: 25: Figure UTA Transit Vehicle Trips byHour UTA Vehicle Transit Figure 27: Figure 60-Minute Access to Jobs (Weekday AM Peak) AM (Weekday to Jobs Access 60-Minute Service Choices Report Choices Service UTA Service Choices UTA Service | 28

2 THE EXISTING TRANSIT NETWORK convenient available. choices unlikely will its many it ifthey haveneeded, that use people more other petitive travel option onweekends, orisn’t available its orwhen where show. a com- weekdays,Figure 30 ason doesn’t present Just iftransit in reproduced (BLS) Statistics BureauofLabor the from days, as data week- on than weekends on more common much,change orisactually doesn’t purposes trip other commutes, travel for most Beyond work use. fortransit already havethat ahigher propensity aremorelikely weekends inoccupations on traveling towork towork alone, are who ofwork andthose purpose forthe weekends on region tomove need the who about ofpeople number asubstantial are still overall the While size issmaller, market weekend commute ofthe there nationwide. workers among in UTA’s observed be employees. can Similar trends counties, and other 3% all among tojust compared transit, usingpublic commuting reported (ACS), inSalt City, Lake sector over 5% ofemployees service inthe Survey Community American Accordingtothe usingtransit. commute likely employees aremost whose to those among arealso common is weekend work where sectors employment andservice retail The occupations. inother working people than weekends on to work morelikely aremuch sectors Figure 29, andservice retail inthe workers in seen As part-time. orwork holdmultiplejobs who people among common weekend. the Weekend ismost on work working reported weekdays, on is lowerthan weekends on over 1/3working ofall workers weekdays on overall Whilethe andweekends. work number who States United inthe ofemployed people percentage Figure 28 the shows during the week. isn’t weekends, andreliable even the easy on ifitis ifservice reduced it.Youron is andtravel spontaneously transit torelyon overall ability torely purposes) trip possible toall other ofthe addition (in weekends on towork totravel need still who manychallenging forthe people itbecomes that usefulness transit on have impacts profound can such levels inweekend service dropoff the cases, Insome demand. of travel outcome level isanatural service alowerweekend transit extent to some weekdays on weekends, on and than travel towork Many morepeople The Weekend Travel Market only hourly, ornotatall. minutes, 20or30 andmany routesrun other only every run services bus frequent andmost weekends, weekdays TRAX on On weekends. on than UTA’s like agenices, moreuseful ofmany aremuch transit those services, Weekend Level Service JARRETT WALKER +

ASSOCIATES Figure 28: 28: Figure All Workers All jobholders jobholders Multiple Part-time Full-time workers Single workers % of workers working byday working workers % of % ofemployedpersonswhoworkedbyday Percent who worked, weekend day % % % % Source: US Bureau of Labor Statistics American Time Use Survey, 2017 Survey, Use Time American Statistics Labor of USBureau Source: 30: Figure esnlCr 3 %-19% 2% 0% 3% +33% +32% 9% +213% 27% +21% 38% +2% -51% 9% -79% 14% 20% 9% 29% 44% 8% 1% 5% 8% Care 43% Personal 16% 4% Education -71% Organizational, Civic, Religious And Activities Members HelpingNonhousehold For And Caring Activities Household Members Helping Household For And Caring 14% Drinking Eating And Sports And Leisure Services And Goods Purchasing 47% Work rvlRltdt ciiyWedy ekn asDifference Weekend Days Weekdays Travel toActivity Related Percent who worked, weekday % !% Travel for various activities by day by day activities Travel various for !% !% !"% "% Figure 29: 29: Figure Weekend work by employment sector % of people age 18+ age on people % of traveling Service Choices Report Choices Service UTA Service Choices UTA Service | 29

2 THE EXISTING TRANSIT NETWORK agency to see to see agency these ridership gains have been generated ef gains have generated been ridership these weekday to the close level),weekend wasvery sinceimplementation, but lower atthe to implementation,to (prior decline productivity somewhat weekend productivity weekend Inthis case, expected ridership. METRO in alargeincrease inFigure 32, produced asshown also but service, routes. Meetingthis goal required for15 day, per 15-minute hours service day, every frequent most the on to acomittment plan wastoestablish ofthis titleachievements of the plan. 2015) One redesign inSeptember (implemented service Network NewBus ofits as part years, inrecent expansion weekend service amajor US toundertake agencies largest ofthe isone METRO Houston weekends. on aremaking people trips of type forthe areuseful that forservices atleast investment, for further market potential astrong indicate sometimes can a lowlevel ofservice at weekends productive arecommuting. many Very when morepeople revenue per hour, ridership toweekdays even compared strong to garner enough effectively UTA people some andusefulness, quantity isserving service diminished the despite that level. suggests This weekday service ofthe UTA’s atafraction productive areextremely weekend services weekends. on arebusiest (and employers visitorattractions) largest economy whose atourism-driven weekdays, ason weekends on serving of service For example,duces. quantity same the RTC Vegas nearly inLas operates region’s the demand oftravel economy pro- character the on based varies also ahigher toprovide level decision The ofweekend service lower.much Sundays are agencies, but other ofthe ofmost similaris quite tothose inSaturday weekday ridership level. toits compared dropoff lowest The agencies, UTA’s these Among level isthe Saturday andSunday service OH). andCOTA METRO plans(Houston service inColumbus, end-boosting in Denver, RTC Vegas), inLas have week- orwhich implemented recently (RTD regions US largemetropolitan western incomparable cies either isavailable) data comprehensive forUTA agen- transit other andseveral 2017 from andridership year recent forwhich (the most Sunday service Sundays. on Figure31 so Saturday and shows to weekdays, particularly compared limited level ofweekend service UTA avery operates currently Weekend ServiceLevel ﬁ t to maintain the enhanced service level. service enhanced the t tomaintain JARRETT WALKER + a substantial expansion ofweekend expansion a substantial ﬁ ciently enough for the forthe enough ciently

ASSOCIATES Figure 31: Figure Figure 32: 32: Figure Service Level, Ridership and Productivity byDayType Productivity and Ridership Level, Service Houston Metro New Bus Network Weekend Service Enhancement Service Weekend Network Bus New Metro Houston Service Choices Report Choices Service UTA Service Choices UTA Service | 30

2 THE EXISTING TRANSIT NETWORK the region on weekends. weekends. on region the of in all parts useful less becomes network howthe pageshow next the on Sunday on Saturday. access on more so than mapsof60-minute The weekend, the even during substantially itdeclines across all movements for grid frequent ofthe asingularexample, isjust utility this While the member. orfamily friend a from aride orgetting asdriving, rideshare, such options, toother turn likely wouldthen who person, travel timeforthis ofareasonable outside wait overall. might This work put a30-minute connection, minutes forthe 15 wouldbe trip the during minutes forthe required minu 30 only every come could use routesthey grid Sinceall weekday ofthe frequent different. quite look aSaturday, on towork would totake transit wanted trip the person If this 7.5 just would be minutes. trip ofthe section each average planning wait their apps, during trip ofany they didn’t take advantage Assuming point. transfer oratthe trip would never waiting 15 morethan be ofthe beginning minutes atthe scenario, traveler this case wait,relatively sinceeven worst quick inthe to Highland. aweekday, On movement fora wouldprovide grid this east that 217 S,Line andride 33at3300 toLine transfer Redwood, on totake wouldbe destinations routetothis weekdays,On fastest the this trip. illustrating SandHighland. network Figure26 the area at3300 shows and4700 nearRedwood beginning shopping nearthe Wandending towork tomake wanted who atrip County inSalt Lake Imagine aperson atall.don’t run frequently, less much routescome or region, weekends, on most but ofthe parts and southern northern inthe major destinations to most connections or30-minute Salt within County, Lake andfrequent services offrequent grid anextensive provides weekdays, On network the ends. week- on useful isless network the Weekend islowerbecause access person. average on per accessible minutes, in60 Su andon accessible are jobs over Saturdays, On just 100,000 weekends. the on substantially overaccess 125,000 declines inanhour, jobs utility network’s the but aweekday, on noon UTA’s within average the person areacan service Saturday on andSunday. produces network the At outcomes access job level inthe weekend service reduced ofthe impact We gaugethe can Weekend AccessandCoverage JARRETT WALKER + tes on weekends,averagetes on the wait ndays, are 75,000 jobs fewerthan

ASSOCIATES ﬁ rst ride, and15 rst Figure 33: 33: Figure Average Jobs Accessible by Day of Week byDayof Accessible Jobs Average Figure 34: 34: Figure 2 4 1 Figure 35: 35: Figure 1730 S 48 201 248 513 4800 W 7800 S 6200 S Trip Start 248 240 UTA Network Coverage byFrequency Coverage UTA Network

Central Salt Lake County Network Grid Movement Example Movement Grid Network County Lake Salt Central 4000 W 4000 W 240 5400 S 47 3600 W 232 232 3200 W 7000 S 227 227 2700 W 00S 9000 578 509 215 217 217 Redwood 2100 S 570

1300 W 35M 39 33 54 590 62 525 47 15 200 201

7200 S S 17 7800 S 72 Service Choices Report Choices Service 209 45 205 213

UTA Service Choices UTA Service 500 E 3300 S33 3300 S

700 E 3 209

900 E 0 F 900 E o

r 213

t 110 to Downtown

220

U 1300 E H

307 h

l a a n n

313 d

1700 S o

320 n 320 4500 S 223 228 Highland 39

220 2100 E 354 2100 S 21 Trip End

80 h 223 2300 E

i | 31 l 307 l 3900 S Bengal 72 228 Hollad ay 33 215 354 45 W to U a 313 sat c h o 2 THE EXISTING TRANSIT NETWORK Figure 36: 36: Figure 60-Minute Access to Jobs (Weekday Midday) Figure 37: Figure Midday) (Weekday to Jobs Access 60-Minute JARRETT WALKER +

ASSOCIATES 60-Minute Access to Jobs (Saturday Midday) Figure 38: 38: Figure Midday) (Saturday to Jobs Access 60-Minute 60-Minute Access to Jobs (Sunday Midday) (Sunday to Jobs Access 60-Minute Service Choices Report Choices Service UTA Service Choices UTA Service | 32

2 THE EXISTING TRANSIT NETWORK This analysis has three main steps: hasthree analysis This this process. of cells. Figure 39 ofthose asimple illustration provides each within jobs of number the cell, ofeach center estimate the andthen from chrones region, entire timeiso- travel the create cells ofhexagon across a grid tojobs, wegenerate ofaccess To interms usefulness transit compare there. located orservices topatronizein order businesses you might to travel ofemployment time, major concentrations and which toinagiven you travel couldcommute workplaces ofwhich an indicator isboth region. access Employment placesinthe different from reachable ofjobs number ofthe interms usefulness examines analysis This transit point. given starting a from reached be all can areasthat represents amapthat on is ashape isochrone An travel timeisochrones. togenerate ability its on depends primarily analysis access this planning functions; andanalysis of trip region. OpenTripPlanner metropolitan Oregon variety awide provides by TriMet, Portland, forthe sponsored agency transit project the source OpenTripPlanner,routing toolcalled asanopen- originally developed usingatransit wereproduced chapter inthis shown analyses access The TransitMeasuring Usefulness for use in trip planning and analysis applications. applications. analysis and planning trip in use for 6. • Last, 30, 45, and 60 minute isochrones are queried using 30, 45, arequeried Last, minute and60 isochrones • asGTFS. A isexported Remix model Second, processed the • • First, a frequency-based GTFS afrequency-based First, • General Transit Feed Speci Feed Transit General isochrones are intersected with LEHD with areintersected isochrones OpenTripPlanner hexagon. These ofeach points center the from network. andpedestrian street along the isrouted trips ofthese component walking The data. network roadandpedestrian OpenStreetMap GTFS and frequency-based the on based trips andwalking transit toquery ability the provides data,and OpenStreetMap which using OpenTripPlanner isgenerated graph network routable segments. “overlay shared intheir routes” frequency combined the with midday, the of multipleroutesduring newdummy andcreate overlay by the areproduced higher where frequencies network the in all segments Then, Remix. weidentify planning software transit GTFS To intothe existing the network. this, weimport do existing JARRETT ﬁ cation”, a data format used to publish transit schedule information information schedule transit publish to used format cation”, adata WALKER + 6

ﬁ le is constructed for the midday forthe le isconstructed 7 workplace location data, location workplace

ASSOCIATES and Figure 33 on page31.and Figure33on aggregate “average inFigure23 page27 on access” shown scores the togenerate that data, anduse census on based hexagon in each residing ofpeople number the pages.We estimate also preceding can mapslike the on access job those toproduce used isthen dataset This ce hexagon foreach estimates access job associated andtheir ofisochrones isadatabase product end The and Census bureau data on employers and employees. and employers on data bureau Census and state federal, combining by locations workplace and home workers’ on information local detailed 7. 39: Figure “Longitudinal Employer-Household Dynamics”, a United States Census program that produces produces that program Census States a United Dynamics”, Employer-Household “Longitudinal diagram of this method is shown in Figure 40. inFigure40. isshown method ofthis diagram Asimple isochrone. unit aggregation the within area ofeach of the proportion the on based isochrone tothe are assigned and jobs Measuring transit usefulness transit Measuring nter point throughout the region. the throughout nter point Figure 40: 40: Figure How job access is calculated for each zone each for calculated is access job How Service Choices Report Choices Service UTA Service Choices UTA Service | 33

2 THE EXISTING TRANSIT NETWORK 3 Key Questions

Service Choices Report JARRETT WALKER + ASSOCIATES UTA Service Choices | 34 including: goals fortransit, popular several serves high that Recall ridership coverage. andproviding wide high ridership toattract inorder services long-span UTA’s within ers providing high frequency, areawill between be service The most dif most The dif overincrementally timeisvery living andadaptingthem things, interwoven, areintricate, networks Transit start. afresh tojustify enough andgrown haschanged region the re-designed waslast network transit sincethis that possible It isalso isavalue inandofitself. which andfamiliar toriders, it isknown because values, orperhaps andits region the itsuits because is, perhaps keeping as may worth be network existing ofthe Much requests. special and measures, stop-gap ideas, good intentions, ofgood years accrued andhas generations, ofpast isalegacy network transit current The and clearly de and clearly to consider region forthe UTA Choicesisaunique opportunity Service orCoverage?Ridership fully here. brie areexplained ideas These Plan. Network aDraft todesign agency the direct UTA’s questions, these on input public on Based BoardofTrustees will planning: service future will that shape decisions policy of andelected public, stakeholders, the from input will UTA seek ofthe phase Choicesproject next The Service • Making more ef Making • revenue, morefare transit of the share the Collecting increasing • can more people that so cars, with moreeffectively Competing • • With resources dedicated toproviding coverage, those should dedicated resources With • high rider- generating on focused be To service • should extent what budget paid forbybudget fares. road. abusy travel down near as many taxpaying residents of the district aspossible? district ofthe residents near asmany taxpaying tonewlydeveloping areas, orc)service toacar), b)access service can’t (or who drive a) have forpeople access prioritize no services ship, coverage? ormaximizing fi cult choice for the public, elected of public, elected forthe choice cult fi ne the basic purpose of the transit system. system. transit ofthe basicpurpose ne the JARRETT fi cient use of tax dollars by reducing the cost to cost by the dollars reducing ofcient tax use fl y in the Executive Summary, Executive y in the andmore WALKER + fi cult. fi cials on the most important important most the cials on

ASSOCIATES ﬁ cials, and stakehold- and cials, edge of the network, andviceversa. network, ofthe edge areasof the person’s residential orreaching toeach home closer transit bringing spent be cannot isadollar that corridor commercial a dense along high frequency providing very other.the isspent dollar that Every of provide one, itcan less time, the moreitpursues same the the but coverage at andextensive high ridership pursue can agency A transit coverage include: ofmany places.These achieved, tobe inorder ship and high notrequire goals rider- do hand, other transit many the On popular • Serving newlydeveloping places, even ifthey don’t yetServing have size the • vehicles. topersonal access without forpeople Providing access • transit tosome areahasaccess service inthe everyone that Ensuring • tomorepeople. services andfrequent useful most the Extending • andwalkable development andredevelopment. dense Supporting • vehicle trips by single-occupancy replacing Improving air quality • A Transit Network DesignedforHighRidership... or density to constitue a large tranist market. alargetranist toconstitue or density live. they where nomatter service, emissions. reducing trips, transit with ride. each provide Putsthemost frequent andusefulservicesnear • Supports denseandwalkabledevelopment • Competes more effectively withcars. • Maximizes fare revenue andminimizespublic • more people. redevelopment. subsidy pertrip. instead are achieved through transit areachieved transit through instead Coverage... A Transit Network DesignedforMaximum Servesnewly developinglower-density places. • Serves everyonewholivesinthedistrict,regard- • Provides an affordable transportation optionfor • less ofwhere theylive. people whocan’t drive. Service Choices Report Choices Service UTA Service Choices UTA Service | 35

3 KEY QUESTIONS fewer people nearby,fewer people are likely smaller. nodes commercial tobe are you there go, gradient andbecause density the down further the wo buildings residential Multifamily region. metropolitan ofthe edge the line indicating dashed the towards ho between distance as wouldthe categories, density lower three In the retail. andstorefront buildings residential mid-rise areas, feature mixed-use coul level ofdensity a comparable along commercial development Or, major andcontinuous roads. ings War areas, wi residential II, small-lot ofpre-World might consist brown darkest the outfrom ring next The to. totravel need people many that region placesaroundthe tor, important ofother arelots there genera- trip singlelargest isthe ofUtah University andthe Salt City Lake asinUTA’sJust downtown area, areaencompassing while the service campuses. oreducational hospitals, centers, major shopping could be ofdowntown andeast center. areasnorth dense For example, very the ofthe outside demand transit substantial ofgenerating capable ment develop- ofdense arepockets States, United real there citiesinthe most asin though off, drops you move coreareas, density As the away from areas. commercial andresidential andsurround campus area, oralargeuniversity’s corebusiness imagine amajor downtown proximity; region, areinclose ofthe many where people parts densest placesare the brown area. darkest ineach The encountered could be that of landuse type the illustrates legend density development. The of densities different indicate ofbrown shades image,In this different core. city the from distances atdifferent towns other core, serveral downtown with dense large, very tional city, inFigure41. shown arounda centered region isanurban This we’veTo a tradeoff, ofthis outcomes created general the illustrate toUTA’s ofchanges types different couldproduce future in the network. today or balance ofservice the toshift anddecisions networks, different very coverage goal goal orthe produces Planning ridership the foreither than onedesignedforhighcoverage? How doesanetworkdesignedforhighridershiplookdifferent JARRETT WALKER + d be found in recently developed developed foundinrecently d be mes, and density would decline woulddecline mes, anddensity uld become less and less common common and less less uld become th some mixture of apartment build- ofapartment mixture some th residential lot sizes would increase lotsizes wouldincrease residential

ASSOCIATES ﬁ c- Figure 41:Figure A ﬁ ctional city Service Choices Report Choices Service UTA Service Choices UTA Service | 36

3 KEY QUESTIONS Figure 42: 42: Figure very often. Most routes in the coverage network come only ever come or 30 coverage network routes inthe Most often. very come city, areaofthe ofthem none developed but whole the almost coverage, tomaximize solely many designed routesserve network In the at all. palces have service notransit low-density region, most but areasinthe dense toother Afewroutesareextended venient service. con- frequent, places, providing very density highest inthe concentrated all forhigh routesare almost solely ridership, designed network In the ﬁ the forhigh coverage serving designed andanetwork for high ridership designed network atransit between difference the Figure 42 illustrates ctional city shown on the previous page. previous the on shown city ctional Planning for either the ridership or coverage goal produces different transit networks transit different produces goal coverage or ridership the either for Planning JARRETT WALKER +

ASSOCIATES various dense regional centers. dense various tothe service high area, provides also frequency but service ofthe parts inUTA’s case the notall) dense (but most covers which network, existing andmorelimited times,quencies forspeci atlower fre- arehigh, run which andothers andproductivity ridership which routeson long-span frequent, have agencies direct, some transit goals. Most ofthese either on solely focuses agency transit No public downtown core. ofthe east corridor densest the minutes,60 save routeserving forone ﬁ c coverage purposes. This is This c coverage purposes. Service Choices Report Choices Service UTA Service Choices UTA Service | 37

3 KEY QUESTIONS is tode way con One tomanagethe ofacommunity.needs values and relatestothe that one but question, isnotatechnical This How much of UTA’s budget should be spent on the most useful service, to set: help can community no” the that sliding on scale asapoint decision, but notasbinary, choice this about “yes-or- think people that We suggest Making theDecision Perhaps today’s ridership-coverage balance in each business unit isright business balance ineach Perhaps today’s ridership-coverage they live.where region ofthe part balance in the the on opinion their about people will ask consultation of this, andstakeholder public Because spectrum. ridership-coverage balance the on the ofshifting implications as arethe different, isquite units business three ofthe ofeach design network The coverage. 40% ridership, 60% Tooele Co (Utah Counties) and southern and70% coverage, (Salt and Lake ridership central while30% inthe approximately tobe Davis, split the andBox counties, Elder weestimate ofWeber, region, comprised northern Inthe UTA service. operates inwhich regions different the 45% across coverage, substantially itvaries 55% approximately tobe ridership, network whole the across services andcoverage-goal ridership between split the that weestimate While geographically.For UTA, asked andanswered be must this question purposes. forother provided itisbeing that suggesting low-ridership, predictably 45% only goal. other The wereits has ridership ifmaximizing it wouldbe as 55% UTA about isdesigned that existing estimate ofthe network bus ofUTA’s ineach service ofbus purposes We regions. geographic three andcoverage ridership between split existing the shows Figure 43 planning. future in its question handle this howthey might about public the goals,balances andtohearfrom these howit currently about tothink forUTA staff isanopportunity project This isunstated. goals, even percentage these ifthe pursuing budget ofits percentage acertain spends agency one. ofeach Every in pursuit coverage? in pursuit of high ridership? How much should be spent providing fi ne the percentage ofa percentage ne the JARRETT fl ict between ridership andcoverage goals ridership between ict fi WALKER + xed route budget that should be spent spent be should that xed routebudget unty), this number is closer to iscloser unty), number this

ASSOCIATES Figure 43: 43: Figure service in communities that currently are only served during rush hours hours rush during are only served currently in communities that service all-day andprovide network, have transit tothe noaccess currently countiesthat contributing the toplaceswithin service extend instead intofewe service would notconcentrate forUTA network ahigh-coverage toprioritize plandesigned A network transfer.single quick a with grid that on mobility grid, everywhere-to-everywhere andprovide afrequent tooperate wouldmake This itpossible weekend service. over better higher with with spans, routes, longer frequencies, but wouldhave fewertotal forhigher ridership plan designed A network routesplay plan. inthat quency ofarolehigh-fre- howmuch will Plan. determine inturn This Network Draft forthe service andcoverage-focused balance ofridership the will decide by results, their informed andbe of all efforts engagement UTAThe BoardofTrustees’ close the will decision, after taken which be process. ofthis as part todiscuss andstakeholders public forthe aquestion coverage—is wider ortowards higher towards ridership shift—either of that direction The inemphasis. will value ashift community the future,for the orperhaps Are UTA’sAre orcoverage ridership onthe focused goal? services existing 100% Ridership 0% Coverage UTA existing services’ ridership and coverage purpose coverage and ridership services’ UTA existing Southern UTASouthern RegionBusServices Central UTA RegionBusServices iesi Coverage Ridership (Salt LakeandTooele Counties) 60% Ridership,40%Coverage 60% Ridership,40%Coverage 25% Coverage 75% Ridership (Utah County) r, routes.Itwould morefrequent 50% Coverage 50% Ridership 45% Coverage 55% Ridership Bus Services All ExistingUTA The Transportation OptionsforPeople WhoCan’t Drive focus. is the coverage goal which upon depending different will very look component plan’s so. ittodo But,anetwork coverage provide, directs public ifthe can network transit the that andvaluable functions are important them all but high of ridership, togenerate expected be can are goals that planning. ofthese None coverage focused through served be can that oftransit objectives social aremany There important coverage service. of purpose the isabout process inthis question critical second The ourprioritiesbe?should weWhen runcoverage what service, in places where high-ridership service wouldnot go. service high-ridership in placeswhere arelocated andwho choices, fewother with topeople option portation atrans- providing of transit: function service social the call often people or occasionally. ﬁ rst ofthese, “access rst can’t who drive”, forpeople what isabout 75% Coverage 25% Ridership 7% Duplication 30% Ridership,63%Coverage (Davis, BoxElder, Weber Counties) Region Northern Service Choices Report Choices Service 100% Coverage UTA Service Choices UTA Service 0% Ridership | 38

3 KEY QUESTIONS served if maximizing transit ridership were the only goal. werethe ridership transit ifmaximizing served inpl located destinations and other facilities, service disabilities, social with forpeople workshops sheltered lower-incomefacilities, households, zero-vehicle people, andplaces like andsenior-living ofseniors density tothe drive. responding This includes can’t who forpeople goal ofproviding around the access designed pl those targeting services design and needs, mobility critical with associated most factors the identify goal this on would focused foracoverage network process design The network. transit ofthe rest into the to be there early, there to be aremany there itis available that people, before so wanttransit often ofnewneighborhoods Developers future. inthe ership todevelop inaway high will that rid- generate areexpected places that today in service atransit Offering future. the isabout reason last The Supporting Future Development services. paratransit UTA which area within complementary to provide isobligated the stop, potentially expanding andalso nearatransit ofpeople number overall the coverage ofexpanding areaand wouldhaveThis impact the low. were very even aspossible, as neartomany iffrequencies people ef most the todraw density. Itwould seek population only on focused goal around this wouldbe plan designed A service goal. tomeetthis designed ofnetwork success ofthe outcome ameasurable would be That stop. UTA’s within residents 1/2 countiesarewithin contributing mile ofabus 85% that toensure ofall totry designed couldbe For example, services goal. tothis in response coverage standard andmany de agencies forcoverageargument services, common home. second oftheir isthe This distance walking reasonable useful), a within isvery service that (regardless ofwhether to service isinterms are distributed resources transit ofway public One ofevaluating howfairly inreturn. service into UTA some pays who taxes Everyone expect couldreasonably Some ServiceforEveryoneWhoPays are dif that inenvironments have facilities tobuild that agencies chosen service colleges like orsocial community destinations arelow,rates orimportant lower-income areas, vehicle isolated communities where ownership rural siteslike or couldinclude This living senior communities insuburban compared to higher-density areas that aremoreef areasthat tohigher-density compared service however the fewerwoulduse service, the need people some ﬁ cult for transit to serve ef toserve fortransit cult JARRETT WALKER + ﬁ ciently. areall placeswhere These aces. That means a plan that is meansaplanthat aces. That aces that would not otherwise be be wouldnototherwise aces that of how many people direct access access direct of howmany people

ASSOCIATES fi ciently integrated integrated ciently fi linescient toget fi ne aminimum much input from the public aspossible. public the from input much by as of Trustees Boardisabletomake informed the that adecision so toUTA’s andpresented and all will material summarized ofthis be Board of toelected made will be presentations Separate spring. laterinthe events open-house of anumber here, with will complemented which be described choices will open an online survey in early 2019 inearly anonline survey will open speci likely to occur with or without transit service. service. likely transit orwithout with tooccur UTA placeswhere tobelieveserve reason is development that hasgood must development future Transit development. future meanttosupport orpotential ofplanned indicators capacity,unbuilt zoned andother data, like Wasatchdocuments Choice 2050, market activity real estate from arising to occur. projections landuse future couldinclude That islikely development that where on toinformation inresponse designed wouldbe development future tosupport planintended A service oremployees there. residents areenough there until service move andjobs in. aspeople isalow-ridership This right elected of elected andregional public, the stakeholders project, ofthis phase next In the StepsNext fi cials will have a chance to weigh in on these questions. UTA cials will questions. have these toweighinon achance fi cials and committees convened by partner agencies, convened by partner cials andcommittees fi cally focused on the two two the on focused cally Service Choices Report Choices Service UTA Service Choices UTA Service | 39

3 KEY QUESTIONS Glossary

Service Choices Report JARRETT WALKER + ASSOCIATES UTA Service Choices | 40 Feeder A local route that connects or feeds into or feeds connects route that Alocal Feeder describes often Itmost totransit. applied have ofmeanings when ofa can ofhowmuch arange asapercentage) expressed Express (typically isameasure Farebox recovery Farebox recovery Express along similar multipleroutesprovide where services network ofatransit A characteristic aday inadvance, booking usually requires over phone. service, the response Demand Duplication Dial-a-ride or ofrevenue orend service, start andthe garage the between timeavehicle The spends hours Deadhead orthe ofpeople space, proportion the amountofgeographic refertothe can Coverage vehicles tomake transit a two uses aperson takes placewhen ortransfer Aconnection Coverage Connection toalow- coverage transit provides that aservice todescribe used isoften Circulator Circulator UTA’s areas: northern inthe administrative areorganized geographic intothree services Unit Business road. through Ahigh-capacity (BRT) andwalking. by transit location Bus RapidTransist astarting from reachable orresidents ofjobs number The road Arterial Access Fixed route transit Fixed route transit describes any transit service that is operated on the same predictable predictable same the on isoperated that service any transit describes routetransit Fixed routetransit Fixed JARRETT transit system, network orroute’s isrecovered fares. through cost network operating system, transit arapid. called ismorecommonly that though speeds, andoverall spacing faster stop wide aroutewith todescribe used be also Itcan segment. non-stop along a routewith ahigherules toprovide level offrequency. coordinating sched- without ofdestinations, set same the orbetween corridor same the route. another on ofatrip beginning route andthe one on ofatrip end the between coverage. toestimate inorder made be mile—must 1/4 from ranging to1/2 service—often will walk toagiven people transit howfar about assumption An service. oftransit distance acertain arewithin that ofjobs proportion trip. as loops. high areas, however, demand andserve to referred orhigh aregenerally frequency speed downtown. operated isalso places acirculator inshape. Insome circular often areso result that paths travel the area, because density County. of Utah Tooele re ofthe part County. souther Inthe and unit Salt County includes Lake region, f the Salt business Lake the parto central the unit Weber, region, includes ofthe Mt.Ogden the part Davis andBox Elder counties.In jumplanes. andqueue signal improved priority, stops/stations, transit asexclusive such lanes, ofinfrastructure adegree incoporating typically modes, transit rail-based with comparable andcapacity speed providing enhanced transit Bus-based “budget,”travel-time amap. on andsummarized assumed some on based inanetwork, points formany starting calculated isoften Access different routes for each vehicle trip, as they serve different customers and their trips. andtheir customers different vehicle routesforeach trip, asthey serve different follow may always oroften service anddemand-responsive paratransit route. Incontrast, ismoreconvenient transferring that so pulse WALKER +

ASSOCIATES a radial route. Low-frequency feeders sometimes sometimes feeders route.a radial Low-frequency gion, the Timpanogos business unit consists unit consists gion, business Timpanogos the Large circular transit routes that offer high offer routesthat transit circular Large Land use Land use describes the way the forexample ascommercial, used, aparcel oflandisbeing describes use Land inacertain alocation, gofrom can tohelpvisualize someone where illustration An use Land relative service. ofthe level ameasure oftransit capita, per orrevenue hours Service Isochrone term atastop, transit amoretechnical trips successive timebetween Headway isthe Investment Headway for suited arebest all over city. networks the Grid intersect ofroutesthat A network in expressed isoften Frequency trips. transit succeeding between Network Grid timeinterval The Frequency Database National Transit aparticular uses that of a population percentage forthe term isatechnical share Mode share Mode One-seat-ride A trip that requires boarding only one transit vehicle (no transit only one boarding transfers). requires that A trip One-seat-ride Mobility Mobility is generally used to express the ease with which people can move place can from people which with ease the toexpress used is generally Mobility often booking, day by orinstant same usually distinguished service, response Demand Mobility Microtransit outersegment. frequent andaless innersegment routeshave Some amorefrequent Unlike inrevenue Usually included hours. trips. recovery between breaks fordriver Time Longline Layover industrial or multi-family residential. Land use descriptions can be general or very speci orvery general be can descriptions use residential. ormulti-family Land industrial amount oftime, orby walking. usingtransit headway.” 15 tohave every said comes that be a“15 minutes can Aservice for frequency. minute location. traveling toacentral are people most where to networks, radial asopposed centers, manyplaces with activity quency.” isheadway. forfrequency term Amoretechnical abus where minutes, i.e. service atransit size are required to submit tosubmit size arerequired U.S. speci inthe and information transit about information ofgeneral National TransitThe clearinghouse isafederal Database trips. forcommute reported generally (e.g. U.S.mode inthe is information fortraveling. walking, share driving) Mode transit, www.transit.dot.gov/ntd/ distances isdif distances traveling long (because oratall) far andlowmobility travelling without very needs their nearby. have needs places,their (they people high areabletomeetall Insome access of meet can people towhich extent the describes which access, from to place. Itisdistinct application. using asmartphone “shortline.” the iscalled segment inner The outersegment. plus the innersegment isthe routetravel,length that andits “longline,” the called on buses that path longest longline isthe the technically though isoften outer, The segment point. turnaround less-frequent toamoredistant on continue while others back, aroundandcome turn buses some innersegment, ofthe At end the time, layover time sometimes cannot be skipped even when a bus is behind schedule. take place. use toits changes before long ings andbuild- zoning, uses from existing aslandmay under rezoned be isdistinct use Land fi orslow).cult islow. ishigh andaccess places, mobility Inother fi nancial and performance data to the NTD each year. NTDeach tothe data https:// nancial andperformance fi c to each transit agency. Agencies of a certain agency. ofacertain Agencies transit c toeach comes every 15 every comes minutes has“15 minute fre- Service Choices Report Choices Service UTA Service Choices UTA Service | 41 fi c.

GLOSSARY Paratransit Paratransit is a transit service that provides on-demand curb-to-curb travel for people travel forpeople curb-to-curb on-demand provides that service isatransit Paratransit Paratransit Shortline Some routes have a more frequent inner segment and a less frequent outer segment. outersegment. frequent anda less innersegment routes have Some amore frequent system atransit on taken ortrips of boardings number tothe informally refers Ridership Shortline Ridership National Transit The requires Database check Ride itserves. population istothe ofhowrelevant ameasure transit capita, per Boardings outinpublic, available spend topassengers operator vehicle andits timeatransit The Revenue hours a describes often Itmost totransit. applied have ofmeanings when Rapid can arange Relevance tomake trips upforadelay. timebetween Unlike layover, Extra is adriver’s which break design Arouteornetwork time Recovery placeat same atthe together arrive services or moretransit two placewhen takes Apulse Rapid Radial Pulse served of number people the to describe intransit used isoften word productivity The travel andafternoon morning the only during operates ispeak-only that service A transit Productivity during level highest absolute day oftravel demand: the ofthe typically with periods The Peak-only Peak JARRETT transit service, within 3/4 within service, transit mile of using from them prevents that have who adisability topeople provided be by U.S. this Itisrequired lawto American’s Act. Disabilities the with disabilities, per with segment is called the “shortline.” the is called segment inner The outer segment. plusthe innersegment isthe routetravel,length that andits “longline,” the called on buses that path longest longline isthe the technically though isoften outer, The segment point. turnaround less-frequent toa more distant on continue while others back, aroundandcome turn buses some innersegment ofthe At end the service. transit or aparticular check. andGPS transi devices on counters automated by vehicles, itisperformed increasingly transit though on usingsurveyors performed isoften This information. performance andon-time ridership tocollect services their excludes deadhead. revenue.and (potentially) collecting layover Usually includes time, andrecovery but on-time. depart can trip next the that so short cut be time, timecan recovery speed. andoverall spacing faster stop wider route with network. toagrid downtown). opposed As minimal with waiting. them among may transfer time, passengers same their that the so oflines. individual lines orevensystem, forsegments of the asubset system, foranentire transit expressed be can Productivity unitper of cost. peaks. leave school. andstudents change shifts service However, as only once, inmany peaks midday orafternoon, inthe demand placestravel aspe hours, rush andafternoon morning the isoperating. transit WALKER +

ASSOCIATES where most routes go to and from a central point (typically a (typically point acentral routesgotoandfrom most where fi xed route transit, during all timeswhen during xed routetransit, that transit agencies regularly sample on all on of sample regularly agencies transit that ople travel to and from work and school. andschool. work travel toandfrom ople t vehicles. It is sometimes called a ride aride t vehicles. called Itissometimes fi xed route fi xed route Vehicle hours The time during which a transit vehicle providing garage, the isaway whether atransit from which timeduring The day. each makes that only afeworsingletrip service oftransit type isaspecial Atripper Vehicle hours Tripper vehicle inbetween tomake transit one morethan atrip, uses they transfer aperson When People notacategory. who isaspectrum, orientation transit dependency, transit with As Transit orientation Transfer day, the during itoperates e.g. ofhours number isthe a service ofatransit span The connectivity Street Span start or end of service (represented by “deadh (represented ofservice orend start by “revenue (represented andthe revenue garage the service hours”), between driving shifts. days orwork ofschool and end start atthe run Trippers often hours. atother exists none where service direct to provide routes, or torelieve certain on crowding ormore trippers one Transit send often agencies alike.lations andaf poor among exist Transit can orientation. oftransit orientation degree may toanautomobile have nothave andappealing, do access orwho is safe some easy de aroundhigher activity are living orworking aconnection. called vehicles. often isalso This routing. challenges fortransit orbicycling),walking andpresents by slower trips (such as modes discourages have high Low connectivity connectivity. loops andfew routes through have low connec place’s asthat or many isdescribe with Areas desacs cul points, connectivity. any two another, toone between connect exist andmultiplepaths streets towhich degree The isoperated. year aservice andper that week ofdays number per the describe 6:00 amto11:30 from runs that service wouldhave pm a17.5 also Spancan hourspan. nsities, in places where walking to transit nsities, to walking inplaces where transit ead hours”) orinlayover time. andrecovery tivity; areas with grid-like street patterns patterns street grid-like areas with tivity; Service Choices Report Choices Service UTA Service Choices UTA Service fl uent popu- uent | 42

GLOSSARY