Transit Master Plan | 2016 EXECUTIVE SUMMARY T F A R D Key Moves

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

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

• Develop pilot programs and partnerships for employer shuttles and on-demand shared ride services that extend the reach of fixed route service for employment areas or neighborhoods that lack sufficient density or demand to support cost-effective frequent transit service.

• Develop enhanced bus corridors that help transit run faster and more reliably, and offer high quality stop amenities that make riding transit comfortable and attractive. An initial priority is to implement coordinated capital and service improvements onT 200 S, a primary east-west transit corridor for bus (and potentially future bus rapid transit and/or streetcar) service between downtownF and the University. • Implement a variety of transit-supportive programs and transit access improvements that overcomeA barriers to using transit in terms of information, understanding, and access (including pedestrian and bicycle facilities and affordability). Initial plan priorities include developing a highly visible frequentR service brand and focusing access improvements, rollout of real-time transit information, and targeted transit marketing programs on corridors that will be prioritized for FTN service enhancements.D Acknowledgments

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

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

The City would especially like to thank the people of Salt Lake City and the region who provided input through outreach events, online surveys, and other channels during development of the Plan. and support transit ridership. programs that willleverage investments intransit lower demand neighborhoods; and policies and options to improve access to transit andserve corridors, nodes,andcenters; shared mobility between the pedestrian environment and transit intermodal opportunitiesto enhance linkages identifies key corridors for highfrequency transit; competitiveness, andqualityoflife). The Plan of broader outcomes (e.g., health,economic choices as a critical tool to support achievement safe, highquality, andconvenient transportation sidebar) that have identifiedthe availability of numerous Salt Lake Cityandregional plans(see single occupant automobile. The Planbuildson choices intravel andreducing dependence onthe The Transit Master Planemphasizes providing active transportation elementsfor thecity. Pedestrian andBicycle Master Planaddresses facilities, and policies and programs, just as the Lake City. Itaddresses publictransit service, for thefuture ofpublictransportation inSalt The SaltLake CityTransit Master Planisablueprint Master Plan Why aTransit

D R A efforts including: previous planning Plan buildson The Transit Master » » » » » » » » » » » » » » Plan 2011-2040 Transportation Utah’s Unified Plan Transportation 2040 Regional Master Plan Quadrant Northwest Downtown Plan Plan Bicycle Master Pedestrian and Lake Sustainable Salt Plan SaltLake F T Our Course Charting W 2011 -2040RegionalTransportation Plan Technical Report50 2011 -2040RegionalTransportation Plan Technical Report50 Regional Transportation Plan2011-2040: ChartingOurCourse Salt Lake City 2040 RTP 2040 RTP PLAN SALTLAKE SALT LAKECITY│CITYWIDEVISION N S WFRC

E DRAFT regional council Metropolitan Planning Organization davis morgan salt tooele lake weber counties utah ATLK IY| SALT LAKECITY 1 PLAN SALTLAKE AUGUST 2014 1

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

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

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

CITY CENTER...... due LIBRARY...... 3min.

TRANSIT MAP 4| SALT LAKE CITY TRANSIT MASTER PLAN | EXECUTIVE SUMMARY LAKE CITY TRANSIT MASTER 4| SALT PROVIDE ACCESS TO OPPORTUNITY 5 FOR VULNERABLE POPULATIONS CREATE ECONOMICALLY »» Design a transit network VIBRANT, LIVABLE that supports access to jobs, education, daily 6 PLACES THAT SUPPORT PROVIDE A COMPLETE needs, and services USE OF TRANSIT for transit dependent »» Align transit investments with TRANSIT SYSTEM THAT populations transit-supportive land use 4 SUPPORTS A TRANSIT »» Provide affordable transit policies and development options, particularly for LIFESTYLE »» Catalyze economic low-income households »» Provide reliable, efficient, and development and jobs in TSalt Lake City by providing frequent transit service effective transit service that »» Maintain stable service on the employers, businesses, and core transit network F the development community »» Provide service on the core can depend upon transit network during the evening and on weekends A »» Provide information and maps that make the transit system easy to understand R D TRANSIT

CITY CENTER...... due LIBRARY...... 3min.

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

Transit supports our growing population and economy 1 Expanded transit service is needed—particularly during T times of peak travel—to maintain commute times that are competitive with F auto travel, retain and attract businesses, and support the efficient movement of freight. A R Transit carries moreD people, reducing emissions and improving air quality 2 On-road transportation accounts for over 15% of total emissions in Salt Lake City. If current trends continue, vehicle miles traveled are expected to increase 1.4% per year. Source: Salt Lake City Community Carbon Footprint (2010). SALT LAKE CITY TRANSIT MASTER PLAN | EXECUTIVE SUMMARY LAKE CITY TRANSIT MASTER SALT 6| THE MILLENNIALS ARE Transit supports changing TRAVELING DIFFERENTLY transportation preferences 50% From 2001-2009, those aged 16 to 34 took: 3 The Millennial generation (approximately those born 40% between 1981 and 1997) is driving less and using transit, 40% MORE biking, and walking more. 30% TRANSIT TRIPS

20% 24% MORE BIKING 10% 16% TRIPS MORE 9% WALKING Population TRIPS Aged 65+ 0% Source: Federal Highway 23% Administration, “National Household Driving Trends,” 2001-2009 FEWER -10% 2014 DRIVING TRIPS

-20%

15% -30% T Population Aged 65+ Transit providesF an affordable 20% transportation transportation 2040 5 costs optionA Source: 2014 ACS 5-year Estimates and Utah Governor's Office of Planning and Budget Salt Lake City residents Rspend an average INCOME Transit accommodates of 20% of their household income on an aging population transportation; transit of Baby Boomers provides an affordable 4 D Source: Housing and Transportation As the City’s Baby Boomers option for those Affordability Index. Transportation reach retirement, they will who most need it. Costs as % of Income. http:// require safe and affordable htaindex.cnt.org/map/” transit options to stay active and engaged in their communities and access daily services and Transit keeps us healthy medical appointments. Taking transit can help increase 6 physical activity and improve health. The current obesity rate in Salt Lake County is 27%. | EXECUTIVE SUMMARY Source: Utah Department of Health. Public Health Indicator Based Information System (IBIS). 2016. Retrieved from https://ibis.health.utah.gov/indicator/ complete_profile/Obe.html

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

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

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

• To attract riders, public transitR must be competitive with private automobile (in time and convenience) • Support current and futureD growth areas • Be a regional destination for culture/commerce

• Meet local and commuter needs

• Build a “transit culture”

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

• 18% want improved east-west connections

• 12% want more frequent transit

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

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

3 What are your priorities? Outreach Method: Open City Hall Questionnaire # of Participants: 535 What did we hear? • 41% of respondents selected transit system convenience and reliability as the most important outcome • Pedestrian and bicycle access to stops (28%) wasT the highest ranking improvement • A citywide network is the most important big ideaF for a majority of respondents (51%) Outreach Method: Design Your Transit SystemA Online Tool # of Participants: 1,400 What did we hear? R The Design Your Transit System tool asked the community to prioritize different levels of service, where transitD should be improved, and what capital and other improvements are needed. Key findings are outlined below:

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

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

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

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

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

• Improved bicycle and pedestrian access: 43% of survey respondents want improved bike and pedestrian access to transit 9| SALT LAKE CITY TRANSIT MASTER PLAN LAKE CITY TRANSIT MASTER 9| SALT 10| SALT LAKE CITY TRANSIT MASTER PLAN | EXECUTIVE SUMMARY people to wait for thebusto arrive.* bus stops donothave abenchorshelter for amenities for passengers at busstops—83% of Bus stop amenitiesare limited. lines onlyincreased by 13%.* whereas boardings inSaltLake Cityon these City increased by 28%between 2011 and2014 transit ridershiponalllinesthat touch SaltLake outpacing boardings insideSaltLake City. Transit boardings outsideofSaltLake Cityare work; only2%of all tripsare madeontransit. 6% ofSaltLake Cityresidents take transit to Transit isnotthepreferred option. and provide midday service.* about halfoperate outsidecommute periods 44 busroutes that operate inSaltLake City, only the existing transit system. For example, ofthe transit modeshare andare notwell-served by city with high propensity to use transit have low evening andonweekends. Someareas ofthe of standard commute times,particularlyinthe commute. Transit service islimited outsideofthestandard transit system inSaltLake City. This iswhat we found. was conducted to identifyopportunitiesto improve the stakeholder input,andpublicoutreach, agapsanalysis Using key findingsfrom the State ofthe System report, Our challenges * Note: BasedontheState oftheSystem report, whichwas produced inJune2015 usingthebest data available at thetime. Frequent service isvery limited outside There are limited D Approximately

Total R

with disabilities,andzero carhouseholds. populations—low-income, older adults, persons large families, youth, andtransit dependent cost oftransit isparticularlyburdensome on Cost oftransit isburdensome for some. the transit system. employees, andvisitors understand how to use trip planning,etc.) is neededto helpresidents, information (e.g., maps,onlineschedules,and System information islimited. streets and large blocks. is challenginginSaltLake Citydueto thewide Access to transit isachallenge. A worked; itwas just slow.” The (bus) systemthe ‘last bus.’ constantly worrying aboutmissing my commute time, andIwas Fmonths. Itmore thandoubled daily commute for about6 “I usedtransit regularly for T Survey Respondent -Design Your Transit System Access to transit Improved The The U.S. CensusBureau UTA, Utah AGRC, ESRI, Data Sources: Transit PropensityIndex Westpointe The Percent ofTransit RidersVaries Across SaltLake City frequent transit service to limited access to transit modeshare due transit have thelowest highest propensity to use neighborhoods withthe In SaltLake City, some people safely andcomfortably to transit such asBallparkStation, to connect are neededinareas ofSaltLake City, Bicycle andpedestrian improvements -Disabled population -Seniors (aged65+) -Zero vehicle households -Low-income households densities of: This index isbasedoncombined Transit Propensity Index* (by Census BlockGroup) SL International Airport Lowest Highest Transit Propensity Index Poplar Grove Glendale UTA Transit Service Ñ ^ å ¹º ! City Limits Other Shopping Center College High School Middle School/ Hospital Bus Routes TRAX Streetcar FrontRunner 0.7% D Rose Park Fairpark

R 6.4% Downtown Capitol Hill A Park Ball Central City / Liberty-Wells Liberty-Wells Downtown F East 3.3% comfortably for the bus to arrive shelter for passengers to wait Lake Cityhave abenchor Only 17%ofbusstops inSalt 7.4% East Central Library Greater Avenues East TPark Southeast Yalecrest Wasatch Hollow 18.4% University ofUtah 1.6% 0 Bonneville Sunnyside East Hills Foothill/ 1 Bench East 2 Miles

11| SALT LAKE CITY TRANSIT MASTER PLAN | EXECUTIVE SUMMARY 12|12| SALT SALT LAKE LAKE CITY CITY TRANSIT TRANSIT MASTER MASTER PLAN PLAN | | EXECUTIVE EXECUTIVE SUMMARY SUMMARY Plan. How doesacomplete transit system benefitpeople? bring SaltLake Citycloserto meetingthegoalssetforth intheTransit Master leverage investments intransit service, maximize thebenefitsoftransit, and programs, andservice improvements that supportacomplete transit system The Transit Master Plansupportsacomplete transit system. The policies, transit system complete Building a 2 1 using thesystem intuitive transit willarrive andmakes legibility letsridersknow when Transit information and and transfer withease ride transit withoutaschedule permanent allows peopleto service that isfast, reliable, and Expanded frequent transit

D R A F T 4 6 8 5 3 7 the transit system understanding ofhow to use improve awareness and Education andoutreach destinations efficiently help transit connect peopleto and placemaking policies Coordinated landuse, parking, and low-income people use andaffordable for families programs make transit easy to Flexible fare andpass convenient accessible, comfortable, and stations make transit High-quality stops and and expand service hours serve first andlast mileneeds Lyft andUber)bike share On-demand services (e.g., stops andkey destinations connect peopleto transit pedestrian andbicycle access Safe andconvenient

D R A F T LIBRARY...... 3min. CITY CENTER...... due TRANSIT MAP

13| SALT LAKE CITY TRANSIT MASTER PLAN | EXECUTIVE SUMMARY AM 4 4

14| SALT LAKE CITY TRANSIT MASTER PLAN | EXECUTIVE SUMMARY 12 10 8 6 Saturday Monday -Friday strong street network grid. indirect trips.The FTNbuildsonSaltLake City’s the city, necessitating multiple transfers and/or need to travel to otherdestinations throughout service, butcreates challenges for peoplewho provides goodconnectivity to commuter rail UTA’s routes terminate at Central Station, which inefficient forsomelocaltrips.Currently,of many is effective for regional connections butis Salt Lake City’s existing, centralized hubmodel Why aGridNetwork? in thefuture. to set priorities for service provision now and work closelywithUtahTransit Authority (UTA) Defining anFTNvisionallows SaltLake City to by acombination ofbusorrail technologies. where frequent service would beprovided not represent individualroutes, butare corridors The linesontheFTNmap(following page) do days aweek throughout theday andevening. destinations and neighborhood centers seven frequent andreliable service connecting major set ofdesignated transit corridors that offers off theexisting gridnetwork, theFTNisa should beprovided inSaltLake City. Building the corridors where high-frequency service it isalong-term, 20-year vision that identifies an expanded Frequent Transit Network (FTN); The Transit Master Planprovides avisionfor Network Frequent Transit SALT LAKECITY'S Sunday Hours of Service Hours PM 2 4 6 8 10 12 12 10 8 6 4 2

D R A (Hub andSpoke) AM AM 4 4

Radial F 6 8 10 12 12 10 8 6 Frequency Saturday Monday -Friday 30 minutes 15 minutes FTN Frequency andSpan (or better) Sunday Radial vs. GridNetwork T Hours of Service Hours PM 2 4 6 8 10 12 12 10 8 6 4 2 Grid AM Frequency 30 minutes 15 minutes (or better) Hybrid yellow shadingrepresents aquarter milewalking distance from theFTN. a sense of thequantity, structure, andgeography ofcoverage that Salt Lake Cityenvisions for thefuture FTN.The Frequent Transit Network inSalt Lake City. Thelinesonthemapdonot represent individualroutes, butrather provide The mapabove illustrates phased ofthecorridors implementation that are recommended to create agrid-based PROPOSED FREQUENTTRANSITNETWORK VISION 0 Data Sources:UTA, Utah AGRC, ESRI The Frequent Transit Network is: UV 172

5600 W DR EARHART AMELIA • • • • •

SOUTH FRONTAGE RD ¦ ¨ §

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

Salt LakeSalt City 900 S 900 Operate transit onarterial streets/transit prioritystreets where it

To SLCC Redwood PIONEER RD 1700 S S 1700 ¦ ¨ § Once adopted, it iscriticalthat theFTN become astable, P 215 P UV

REDWOOD RD 68 REDWOOD RD N TEMPLE ST TEMPLE N

UV CALIFORNIA AVE CALIFORNIA D 201

To Sandy Civic Center AVE INDIANA

2300 N 2300 400S 400S

Salt Lake 1000 N 1000 Fair Grounds South Utah StateUtah Shopping CenterShopping ¦ ¨ §

15 600N 600N Gateway Gateway

R 900W P ST BECK ¦ ¨ § 15 Walmart Arena Vivant

300W Center Convention PalaceSalt

300W Salt Lake P UV P 186 A P North Ballpark UV Smith’s 269 City CreekCity Center Square Temple ¤ £

To Draper Front Runner 89 STATE ST Capitol Square Washington College Community LakeSalt

State

900S 400S 400S

F Hospital LDS

To Murray Central Station 500E

6TH AVE 6TH

S TEMPLE S

11TH AVE 11TH 2100S 2100S P UV Square Trolley 71 Frequent Transit Network

To Midvale 900E 200 S 200 Brickyard Frequent Transit Network Quarter MileWalk from Medical Center LakeSalt Regional Tier 2 Tier 1 T Freight RailCrossing Grade-Separated At-Grade RailCrossing

Plaza 1100E P UV 181

Business District Business House Sugar 1300E College Westminster

900 S

3010 S S 3010 1700S 1700S 1300 S

To Millcreek P Shriners HospitalShriners for Children University University

of Utah 2700 S S 2700 Medical Center VA ¦ ¨ § P Primary ChildrensPrimary Hospital MCand University 80 2100E Research Park Foothill Village Walmart P UTA Transit Service

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

15| SALT LAKE CITY TRANSIT MASTER PLAN | EXECUTIVE SUMMARY 16| SALT LAKE CITY TRANSIT MASTER PLAN | EXECUTIVE SUMMARY employment to theFTN neighborhoods and Connecting local service are recommended to extend thereach oftransit inSaltLake City. Lake Citywillbewithinaquarter-mile walking distance of theFTN. half mileofmost residents. By 2040, 73% of thepeopleprojected to live and/or work inSalt a basiclevel oflocalservice (minimum60-minute frequency for 12hoursperday) to withina implemented, thelocalservice network shouldbeadjusted to complement theFTN,andmaintain routes are designedto connect neighborhoodsandemployment areas to theFTN.AsFTNis light rail, BRT, andotherfrequent busmodes) serves long,direct citywide corridors, localservice are notwithinwalking distance oftheFrequent Transit Network. While theFTN(includingTRAX Local transit service extends thereach oftransit to neighborhoodsandemployment areas that PROPOSED FREQUENTTRANSITNETWORK VISION 0 Data Sources:UTA, Utah AGRC, ESRI connect to theFTN residential areas services inlow density and on-demandride West SaltLake City shuttle services in Employer-oriented UV 172

5600 W DR EARHART AMELIA

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

Salt LakeSalt City 900 S 900

To SLCC Redwood PIONEER RD 1700 S S 1700 ¦ ¨ § P 215 P UV

68 D

REDWOOD RD REDWOOD RD N TEMPLE ST TEMPLE N

UV CALIFORNIA AVE CALIFORNIA 201

To Sandy Civic Center AVE INDIANA

2300 N 2300 400S 400S

Salt Lake 1000 N 1000 Fair Grounds South Utah StateUtah Shopping CenterShopping ¦ ¨ § 15 600N 600N R Gateway Gateway

900W P ST BECK ¦ ¨ § 15 Walmart Arena Vivant A

300W Center Convention PalaceSalt

300W Salt Lake P UV P 186 P North Ballpark UV Smith’s 269 City CreekCity Center Square Temple ¤ £

To Draper Front Runner 89 STATE ST Capitol Square Washington College Community LakeSalt State

900S F 400S 400S

To Murray Central Station 500E Hospital LDS

6TH AVE 6TH

S TEMPLE S

11TH AVE 11TH 2100S 2100S P UV Square Trolley 71 Frequent Transit Network First-Last MileService Zones Frequent Transit Network T

To Midvale 900E 200 S 200 Brickyard Oriented Zone Employment Frequent Transit Network Quarter MileWalk from Medical Center LakeSalt Regional Freight RailCrossing Grade-Separated At-Grade RailCrossing Tier 2 Tier 1 Freight RailCrossing Grade-Separated At-Grade RailCrossing

Plaza 1100E P UV 181

Business District Business House Sugar 1300E College Westminster

900 S

3010 S S 3010 1700S 1700S 1300 S

To Millcreek P Shriners HospitalShriners for Children Two additionaltypesof University University

of Utah 2700 S S 2700 Medical Center VA Oriented Zone Residential ¦ ¨ § P Primary ChildrensPrimary Hospital MC and University 80 2100E Research Park Foothill Village Walmart P UTA Transit Service

P P FOOTHILL Intermodal Hub (Other) Park &Ride (UTA) Park &Ride Transit Center Planned Streetcar/TRAX FrontRunner/ Bus Route Shuttle drops o employee several peoplecanshare aride. and theneedfor park-and-ride lots,especiallyif already onthe road reduces traffic, cold starts, such asagrocery store. Utilizing vehicles that are or otheridentifiedneighborhooddestinations provide adiscounted fare ontripsto transit stations and UTA would partnerwiththesecompanies to outside oflocaltransit operating hours.The City help meetcitywide needsto connect to theFTN shared rideservice intheseareas. They canalso can provide cost-effective demand-responsive ride service companies, suchasLyft andUber, but still have importanttransit needs.On-demand it cost-effective to provide FTN and/or local service Lake Citylacksufficientdensityordemand tomake Residential Areas: SomeneighborhoodsinSalt services can improve transit access andcost-effectiveness. The dialsillustrate conceptually that on-demand shared ride 2. On-DemandRideServices EFFECTIVENESS ACCESSIBILITY at work COST- COST- Ride Services On-Demand Without Ride Services TRANSIT EFFICIENCY On-Demand Shuttle Shared Employer Frequent Transit Network Without Ride Services On-Demand Frequent Transit Network Ride Services On-Demand Ride Services On-Demand With With

in Low-Density Catch employee D shuttle to work STOP 1 STOP 1 R

A STATION TRANSIT F cost-effective. multiple employers canbeparticularly and attract employees. Partnerships across from majortransit stations to helpretain Lake can fund a shared shuttle service of transit inindustrial areas in West Salt Lake City:Employers beyond thereach 1. Employer-Oriented Service inWest Salt STOP STOP 2 2 T transit station Take busto STOP 3 STOP 3 Walk to bus STATION TRANSIT Sttion Trnsit

17| SALT LAKE CITY TRANSIT MASTER PLAN | EXECUTIVE SUMMARY 18| SALT LAKE CITY TRANSIT MASTER PLAN | EXECUTIVE SUMMARY through theTransit Master Plan gapsanalysis. operation, andhelpaddress challengesidentified investments in frequent service and long hours of Capital investments in transit corridors support Priority Corridors to make service faster andmore reliable. Lake City should prioritize capital improvements potential transit corridors, to guide where Salt a Transit Master Plananalysis ofcurrent and The following principles were used,alongwith Capital Investment Principles fast andreliable Making transit • • • •

way opportunityorconstraint. for travel timesavings, andright-of- Corridor conditions —potential (need) level ofinvestment. that supportsaparticularmode or Land use—corridor landuse/density passenger. Cost-effectiveness—investment per attract new riders. experience for existing ridersand Ridership potential —enhance transit D R

A improvements include: Recommended corridors for transit capital • • • • • •

Beck Street (to SouthDavis County). Redwood Road, Foothill Blvd, and regional transit oncorridors suchas Regional access corridors between theAirportandUniversity. issues that preclude direct service improvements to resolve capacity TRAX lightrail improvements and Glendaleneighborhoods. including service to thePoplar Grove bus corridors inthecenter ofthecity, continuous east-west cross-town 900 Sand1300S/California the University. corridor between Redwood Road and 400 S into theAvenues neighborhood. State Capitol andLDS Hospital,and to major destinations, including the southern citylimitsthrough downtown about ahalfmileapartextending from south enhanced bus corridors spaced State Street/500 E/900 E downtown andtheUniversity.Fand/or streetcar) corridor between potentially, future busrapid transit 200 S —continuous east-west bus T—key east-west bus(and —support —north- —capital —capital — 2 P enhance transit speed andreliability andamenitiesthat improve passenger comfort. Salt Lake City’s highest prioritiesfor investments capital includefacilities andcorridor management strategies that * http://nacto.org/publication/transit-street-design-guide/ of coordinating improvements. Afirst step biking access to transit andthecost-effectiveness recognizes theimportance of safe walking and Pedestrian andBicycle Master Plan. This approach in theCity’s othermodal plans, includingthe corridors shouldintegrate recommendations Implementation oftheTransit Master Planpriority details. additional designoptionsandimplementation Transit Street DesignGuide*, whichprovides toolbox isgenerally consistent withtheNACTO and context-appropriate stop spacing.The jumps, off-board fare collection, level boarding, dedicated lanes, transit signal priority, queue to improve speedandreliability, including treatments that canbeappliedto transit corridors The plan identifies atransit priority toolbox of Implementing PriorityCorridors PROPOSED FREQUENTTRANSITNETWORK VISION 0 Data Sources:UTA, Utah AGRC, ESRI UV 172

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

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

Secondary Transit Centers D Salt Lake Central Station is the city’s primary intermodal transportation hub. It connects TRAX, FrontRunner, numerous bus routes, and intercity services. However, it requires out-of- direction travel for some bus routes and its bus layover facilities Preminary data show an increase in are at capacity. North Temple Station has similar issues in ridership related to capital improve- ments on 200S addition to first and last mile challenges. The Transit Master Plan recommends developing two new transit centers:

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

• The University of Utah campus—The University has obtained funding to develop dedicated layover facilities on the campus, needed to expand service to and from the University.

Note: * Based on the State of the System report, which was produced in June 2015 using the best data available at the time. 20| SALT LAKE CITY TRANSIT MASTER PLAN | EXECUTIVE SUMMARY LAKE CITY TRANSIT MASTER 20| SALT A C E ELEMENTS OFHIGHQUALITY BUSCORRIDORS transit passengers to adjacent neighborhoodsandnearby landuses. improvements andothersustainable modes(e.g., carorbike sharing)designedto connect network withmultimodalaccess andconnections. They includepedestrian andbicycle Located at theintersection offrequent transit corridors, mobilityhubsintegrate thetransit Mobility Hubs the reach oftransit. bike share at increase stations Bike parkingandGREENbike BIKE PARKING amenities. parking, andother passenger information, larger shelters, bike fare raised platforms, off-board Enhanced amenitiesinclude ENHANCED STATIONS lights. earlier and/or congestion. TSP (TSP) allow buses to bypass including transit signal priority Intersection improvements TRANSIT SIGNAL PRIORITY payment, real-time arrival longer gr  gives bus een es B A D

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

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

Fast, reliable, and connected transit service is only one element of a complete transit network in Salt Lake City. Safe and comfortable bicycle and pedestrian access, legible transit information, T education and outreach campaigns, affordable pass programs, and supportive land use policies F leverage investments in transit service, ensuring more people ride transit more often. Key supportive strategies and recommendations A are outlined below. R Bike and Pedestrian Access • In partnership with the City’s A safe and connected Pedestrian and Bicycle Program, network ofD pedestrian designate a network of multiuse and bicycle facilities paths; neighborhood byways; are a foundation and bike lanes that provide of a good transit direct connections between local system. Additional destinations and the FTN mid-block crossings, GREENbike integration, • Strengthen the City’s existing and bike/transit integration can help Complete Streets Ordinance (per support a complete transit network. Key the Pedestrian and Bicycle Master

| EXECUTIVE SUMMARY recommendations include: Plan) by integrating transit

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

22| SALT LAKE CITY TRANSIT MASTER PLAN LAKE CITY TRANSIT MASTER 22| SALT expansion of bike share to provide connections to the FTN critical for a high quality transit system. Fare andPass Programs recommendations include: of peopleridingtransit for more trips.Key for SaltLake Cityto increase thenumber and promotional programs isapowerful way Education andOutreach Key recommendations include: stations anddeveloping auniqueFTNbrand. providing real-time information at stops and Salt Lake CityshouldsupportUTA in • • • •

effective way to reach new residents a “New Resident” program isalsoan as service improvements are made; targets neighborhoods alongtheFTN marketing/SmartTrips program that Continue to develop anindividualized and visitors onthebenefitsoftransit Salt Lake Cityresidents, employees, information campaignto educate Expand onUTA’s existing public stations, andstops information, aswell asvehicles, app-friendly mapsandschedule to include:printed andweb/ existing frequent service branding brand shouldexpand UTA’s from otherservice types;the is highlyvisibleanddistinguishable UTA’s updated branding efforts and Network brand that isinlinewith Establish aFrequent Transit displays at busstops alongtheFTN Provide real-time information culture” through education use. Buildinga“transit greatest barrierto transit understanding isoften the A lackofknowledge and large families, youth, and passengers—particularly more affordable way for provide aseamless and Fare andpass programs

D R recommendations include: with UTA to improve fare affordability. Key and expand theHIVEPass program andwork system. SaltLake Citycanfurtherpromote low-income residents—to access thetransit include: transit service. Key recommendations connection between development and Parking andLandUsePolicies • • • • • • A

currently usingtransit into handsofpeoplewhoare not Pass Program to getmore passes Promote andexpand theHIVE Lake City fare optionsfor tripswithinSalt for establishing more affordable with UTA to determine next steps Improve fare affordability; work squares, orparks) stations (such asplazas,parklets, places around transit stops and Create community gathering Transit Network development alongtheFrequent Zones to foster appropriate Standardize Transit Area levels are justified indicate whencertain frequency Establish densitythresholds that Sugar Houseto supporttheFTN for areas beyond Downtown and Initiate additionalparking studies F T to ensure asymbiotic transit investments leverage theCity’s are neededto fully and landusepolicies Parking management

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

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

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

• New local transit funding sources. Funding from a variety of public and private sources will be needed to enhance SaltT Lake City’s transit system and reflect the vision of the Transit Master Plan. The plan identifies potential funding options including expanding existing sources and developing innovative new sources. PrivateF sector opportunities include sponsoring stops and fundingA employee shuttle services. • Establishing new public-private partnerships. Contracting arrangements for residential on-demand services will need to specify when and where the service will be available,R and resolve fare payment, equity, accessibility, and technology considerations. The City could encourage private sector participation by expanding the Transit Station Area Zoning District to includeD the FTN corridors, and factoring additional transit and transit-supportive investments into its point system.

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

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

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