JANUARY 22, 2018 SERVICE CHOICES REPORT

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

JARRETT WALKER + ASSOCIATES Service Choices Report UTA Service Choices | 3 doing more of one thing can mean doing less of another. mean less doing can ofthing more one doing That’s why we UTA goals, but these to pursue so has order alimited in budget, service to the changes UTA requesting comments receives many different • • goals: of one these mention time.same For example, often people goals at the many different areto asked serve agencies Public transit trying todo? What shouldUTA servicebe be. should service bus for priorities the what any we do Before planning, UTA about public the to hear from needs plans. long-range future into forward UTAcarried through Choiceswill be officials Service elected and However, public, by the stakeholders goals articulated the development. as rail such issues, range longer isconsidering process are relatively to develop easy quickly. revise or Aseparate services those because services bus on mostly focuses report The few years. next the in accomplished be can that things on focusing isshort-term, study This service. how to bus plan determine should aclear priorities what view on UTA that munities form serves com to help the UTA seeks Choices launching anew project. Service (MAG), of Governments is Association (UDOT), Mountainland and of Transportation Department Utah the Regional (WFRC), Council Wasatch Front the with (UTA), Transit Utah The Authority partnership in • • • • • • • Reduce airReduce pollution. corridors. busiest the on congestion traffic Reduce Get students to class. to class. students Get agencies. service to social clients Connect opportunities. development future Support service. the to support pays taxes who availableBe of everyone homes near the to jobs. their workers Get cars. to personal no access or limited with people for option transportation Provide affordable an centers. urban in development dense to stimulate service Provide a‘permanent’ JARRETT WALKER +

ASSOCIATES - need hear what your priorities are. hear your what priorities need late enough, to be there when you need them. them. you need late when enough, there to be enough, or won’t they often run because effective, won’troutes very be means of That those them. each on service much very to run can’t afford over we routes limited our all budget those we spread When routes. region, of the in we have lots to run everywhere to absolutely go need If UTA thin. it buses spreading means out service not?Why Spreading ridership. we are seeking when we what do than is different bit, which alittle gets everyone that so out service to goals lead us spread These this, goals: achieve we we do also these When not ride. many people available means being as many in even as possible, places if Coverage once. at of them, things all we do of these take advantage can people most the where places the in services useful most our we concentrate When goals: achievewe also these Ridership goals. coverage goals and ridership categories: major into two sorted be can service goals of transit manyThe different or Coverage?Ridership • • • • • • • • • suburbs around the edge of the region. of the edge the around suburbs as new low-density development, such lower for density Support UTA. to support pays taxes who to everyone service Providing some people, others. among people, disabled and people,income elderly low include can This travel options. other without people for Access to people. more services frequent and useful most Provide the redevelopment. and development walkable and dense Support emissions. reducing trips, transit with vehicle trips single-occupancy by replacing airImproving quality ride. each provide to the cost reducing by dollars tax of use Make efficient more don’t change. fares that assuming byfor fares, paid revenue, fare more of budget our share the increasing Collect road. abusy down travel can people more that so cars, with effectively more Compete means attracting as many riders as possible. When we do this, we do When as possible. as many riders means attracting and convenientand alot for of people! to drive. To useful someone something doing be must bus that, the do we hour pay each for as possible as many people to carry transit we want that saying we we are also say we high want ridership, When single person. that is1/100th 100 trips of on those each provide of we what spend would to public to the cost the bus, that ride If 100 it. people ride people 100 or 10 to drive out abus 1person to miles send whether same the many It people. costs to carry needs transit To cost-effective, be So, whatiscost-effective, usefulservice? benefit. can of people lots where service We’d useful of trips. number cost-effective, concentrate greatest the for compete can services transit useful where customers, potential most the with markets best the like to identify abusiness; we’reWhen we’re to asked high for plan ridership, to asked think being lunch. or of coffee acup up by, convenient toalways and in pick passing quick to stop its where and are many are where people markets best their that know businesses These away not and tucked neighborhoods. in streets, of busy sections inter at the shop coffee or restaurant food afast see frequently you so iswhy This your products. buy and store to into come the decision the to make people for will it easy be where manywith potential customers, You location. aplace in its your on business to want open based succeed or fail new in town, will opens it often restaurant or astore When mean? wouldthat What of people. number greatest to the useful to be seek would network This high for ridership. network the we planned that amoment, for Suppose, mean? forridership planning does What choice. this helping you about summary, this think and are about report, This are. your what priorities on It depends to question: this answer There’s goals. coverage on will it wrong or how much spend and no right goals, ridership pursuing will it spend budget of its how much to decide UTA, agency, like networks. of has every bus kinds different very require dollar, same the goals goals the with both because pursue can agency popular. very no transit But goals coverage are both goals and Ridership Service Choices Report Choices Service UTA Service Choices UTA Service | 4 -

Executive Summary many people will be able to use any service that we offer. that any to will able use many service be people whether determines community. of each geometry That geometry is the The service? key transit useful from benefit people most the can Where Community Geometry them. from will benefit people most the where places in of usefulness sive elements We expen have these cars. to focus from riders protect that sidewalks visible; and and to open and, feel stops are designed that facilities and vehicles staff; professional to safe, feel highly-qualified, wepeople need For congestion. traffic from buses and transit to protect facilities and streets reliability, ofensure transit design the in we make investments route. each To driving buses we more have and to pay drivers more for waits, isexpensive. To short and transit Useful high provide frequency Finally, it. use to go. you need you takes it where to you by that never choosing so have arisk you to that are taking feel you’ll time. on sure It to issafe, or your appointment make to it your shift long. for It isreliable, abus for waiting be youare never that can so stuck you that so isfrequent, Transit of freedom ahigh degree provides that to you. provide can your city opportunities the in to share ultimately and how well you attend, are able you can schools which visit, you at, can who shop you can stores hold, grocery which you can jobs do: you what can which determines go you can region. or Where city the to move about freedom provides it if of trips; types manyfor different useful it find people if efficiently riders attract only can Transit service HighRidership Useful ServiceAttracts • • • • getting on or off. off. or on getting are few people where stretches long, low-demand through to drive don’t have buses that so destinations, areas important and walkable dense, to other proximity close are in Finally, markets transit strong times. travel and of service cost the increase that paths circuitous driving linear, be must alot of Transit time don’t spend buses that so streets stop. the awalk to from or with end and begin trips walkable, all be transit almost since area must surrounding The market. transit not make alone does astrong density but transit, to ride will many choose people whether determining factor important single most -having -isthe nearby many people Density JARRETT WALKER +

ASSOCIATES - Community Geometry - Four Geographic Indicators of High Ridership Potential Ridership High of Indicators Geographic -Four Geometry 1: Community Figure get to the service easily, are likely how many service people determines to that get the and can people whether determines aren’t, geometry your community’s but like sound it we’re WeDoes bad? or isgood your saying neighborhood cost-effectively. more run can transit and to get transit can means people it more because transit, for isbetter 1. Figure in sign, aplus you arrangement see this Where potential are illustrated of high ridership indicators geometric These L D inearity ensity + + - A direct pathbetweenanytwodestinationsmakestransit appealing. Fewer peopleandjobsare withinwalkingdistanceoftransit. Many peopleandjobsare withinwalkingdistanceoftransit. each transitstop? areHow manypeople,jobs,andactivities near Can transitruninreasonably straightlines? - Destinations locatedoff thestraight couraging peoplewhowanttoride path force transitto deviate,dis- through, andincreasing cost. Four GeographicIndicatorsofHighRidershipPotential + reasons described on the last page, last you the may on goal. acoverage want described reasons available to be any for specific of transit the some want you still but transit isn’t high for ridership favorable geometry your if So community’s theywhere are negative. are positive, less and factors these to where places service more send goal, willwe ridership a pursuing If useful. we are service our to find - W P aLkabiity - roximity + Long distancesbetweendestinationssmeansahighercostper passenger. Short distancesbetweenmany destinations are fasterandcheaper to serve. Does transithavetotraverselonggaps? Can people walk toandfromCan peoplewalk stop? the 1/4 mile streets are withina the black-shaded mile, butonly is within1/4 The wholearea 1/4 mileradius. while thecircle isa is atransitstop, ter ofthesecircles The dotatthecen- walk. Service Choices Report Choices Service + UTA Service Choices UTA Service travel! sides fortwo-way the stopsonboth stop. You usuallyneed cross thestreet ata It mustalsobesafeto | 5

Executive Summary ridership service until there are enough people there. people are enough until there service ridership many move isavailable it that people, in. as people so isalow- right This early, there to be are there transit want before often neighborhoods of new Developers future. the in higha way ridership will that generate to develop in are expected today that places in aservice toasked offer are agencies transit Sometimes, future. the isabout reason last The FutureSupporting Development to exist. services coverage for reason a common is this and pays that taxes, to everywhere Still, service want people some economy.the to benefits other and congestion UTA from traffic to are benefiting home reduced through You don’t who have even that argue also close people could route abus services. coverage for argument common second isthe This return. in service some into UTA pays taxes who Everyone expect reasonably could Some ServiceforEveryoneWhoPays network. transit the of rest the into integrated efficiently more areas are that to higher-density compared service the woulduse people badly, doesn’t many this mean that but service the need people some are where efficiently. These all places serve to transit for are difficult that environments in have to that buildfacilities agencies chosen service social or colleges like community destinations important and rates, ship areas, lower-income low isolated vehicle with owner communities rural or like sites include suburban could in This living communities senior not would go. service high-ridership where places in are located choices, who few other with people for option atransportation of transit: function service social the call often people these, of can’twho drive”, first The people for “access what about is Transportation forPeopleWhoCan’t Options Drive reasons. usually they give of one three services, coverage demand people When is to make high, number that islow ridership. even result the if that’s 1/2tion within goal of service coverage The mile service. of some popula of the example, we percentage might as coverage the measure availability. are they about ridership, are not about For services Coverage Why Coverage are important? goals JARRETT WALKER +

ASSOCIATES - - demand areas, butonlyascoverageservices,where maximumridershipisnotthegoal. Demand-responsive servicesare neverhigh-ridershipservicesbyUTA standards. Theseservicemayberelevant inlow- vices are mostlythewagespaidtodriver. Sorunningsmall vehiclesisn’t cheaperunlessyoupaythedrivermuchless. Small vehiclesare alsonotmuchcheapertooperate.Aswithalltransithumandrivers,thecostof providing theseser ship carrywellover20.ThebusiestUTA busroute carries36passengers perhour. per houratthemostefficient.MostUTA fixed routescarrymore than10passengers per hour, and routesdesignedforrider in astraightline.Thislimitsthenumberofpeoplesinglevehiclecanexpecttoserve,nomore thanabout5-7passengers If theseservicesgotoorneareachperson’s door, theywillhavetofollowameanderingpath,makingmanystopsthatare not services. change thefactthatthiskindofservicecarriesveryfewpeopleforeveryhouradriver’s time,compared tofixed route Smartphone appshavemadetheseservicemore responsive, sothattheycanbecalledonshorternotice.Buttheappdoesn’t sit, alsoworkthisway. UTA’s Flexservicesare alsoavariationonthesameidea. often calledDial-a-Ride,havebeenusedfordecadesbyUStransitagencies.Specialservicesthedisabled,paratran- The basicideaisn’t new. Taxis havealwaysresponded tocustomerrequests, andshared-ride demand-response services, (Transportation NetworkCompany)refers tocompanieslikeUberandLyft. them, ratherthanrunningfixed routes. You mayhearthesecalled“microtransit” or“TNCpartnerships,”where “TNC” You mayhaveheard aboutnewserviceconceptsconsistingofsmallvehiclesthatpickyouupwhenandwhere yourequest Do door-to-door or“flexible”servicesserveridershipcoveragegoals? Service Choices Report Choices Service UTA Service Choices UTA Service - | 6 -

Executive Summary 1. (with remaining the 7% duplicative 63% coverage and ridership 30% approximately to be split the estimate of Weber, region, comprised Davis, Box and Elder counties,wenorthern of UTA’s each in service of bus poses the In regions. geographic three pur coverage and ridership between split existing the 2shows Figure counties: more or one within operated to units”. as “business referred of UTA’s consists region Each services level at the made of be UTA’smust internally regions, main service three goals two the between balance of service the regarding decision Any useful. them not wouldfind many as aresult and people frequent, very notwould be routes thin, it means spreading these out it spreading area, because but service of the entirety the across routes spread would network coverage else. A100% anywhere no service or little wouldbe there but transit, high ridership supports geometry community the where places in service have would coverage 0% excellent 100% ridership was that A network aspectrum. of on as apoint thought be can question question coverage goals, 44% and ridership/ to to achieve the answer The goals. coverage Currently, 55% to about achieve of isdesigned UTA ridership service bus to goals. coverage goals as opposed ridership on to spend budget of its how much has to decide agency transit Every by Budget Priorities the Dividing where they live. they where region of the part balance the in the on opinion their about people will ask consultation of stakeholder this, and public Because spectrum. ridership-coverage the balance on the of shifting implications as are the isquite different, units business three of of the each design network The coverage. 40% ridership, 60% to iscloser number this County), Tooele (Utah southern Counties) and ing duplicative service. provid be would routes two these route, same the along operated services express rush-hour two

• • • 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 Southern Region - Utah County Region -Utah Southern of Tooele &Portions County Region -Salt Lake County Central County of Box Region Elder -Davis &Portions &Weber Counties Northern JARRETT WALKER 1 service). In the central (Salt and Lake central the In service). +

ASSOCIATES - - UTA existing services’ ridership and coverage purpose coverage and ridership services’ UTA 2: existing Figure as part of process. this as part to discuss stakeholders and public the for aquestion coverage—is wider towards or higher ridership towards of shift—either that direction The emphasis. in will value ashift community the future, perhaps or the for unit isright business balance each in Perhaps today’s ridership-coverage 100% Ridership 0% Coverage Southern UTASouthern RegionBusServices Central UTA RegionBusServices 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 UTA Eisting All 75% Coverage 25% Ridership 7% Duplication 30% Ridership,63%Coverage (Davis, BoxElder, Weber Counties) Region Northern Coverage Service Choices Report Choices Service 100% Coverage UTA Service Choices UTA Service 0% Ridership | 7

Executive Summary goals be?goals coverage and goals ridership between balance the 1. should What priorities. setting are they about because are hard questions, These to about. public think will the ask study this that questions we have reasons, For these two Two Public forthe Questions useful service that can compete with driving is much lower. ismuch driving with compete can that service useful greater, ismuch isnearby near transit very number some the whom but for 15 of people number every the aresult, minutes. As operates route one Only lower arearegion, frequencies. of at much the developed but of more the to much isextended service Network, High Coverage the In you’ll where never long. waiting be services by frequent reached be can by transit accessible places most useful, and isvery them, service of inside but markets, dense of these isavailable outside service little of brown). shades Very two darkest the with areas (shown densest the in are concentrated services high-frequency Network, High Ridership the In of travel demand. alower development, commercial overall and intense lot level sizes, less commercial and residential areas. Lighter mean shades larger residential surround and campus area, university’s alarge or business core town imagine amajor down proximity close are in region, many where people of the parts densest areas are the brown darkest The development. of densities different indicate of brown shades image, this In different geography. afictional using goals might different look these to achieve of designed either networks how transit 3illustrates Figure b. a.

region with access to transit may reduced. be to transit access with region the across of people number the but services, useful most to near the denseservices places. people will more This put Maximizing ridership by providing high-frequency, useful quent services. quent to fre access with of people number the reduce but service, transit access with region the across of people number the UTA’s of more to reach will This increase vices area. service Maximizing coverage by extending lower-frequency ser Divide 100% between these goals: these 100% between Divide JARRETT WALKER +

ASSOCIATES - - - that servicearethat mostimportanttoyou? weshouldruncoverage service,whatgoalsfor 2. Ifyouthink like? look goals coverage high or ridership high to for designed networks transit do What 3: Figure design a Draft Network Plan based on these principles. these on Plan based Network aDraft design to planning staff agency’s to the tradeoffs the on direction provide UTA’s priorities, community’s the we know Once of Board Trustees will questions. the are those but details, fillsthe in of report this rest The c. b. a.

ment isoccurring. ment develop denser where places on focus would service coverage eventually. ridership will support geometry goal, If is the this community the where areas, developing to newly Service service. the need who are relatively few people even there where district, of its part every to serve try would goal, If isthe this UTA taxes. pays who to everyone Service of low income, elderly,numbers persons. disabled or large with places especially -- don’tmany cars own people where places in only UTA cause would services coverage to put Transportation options for people who can’t drive. goal This - tion date for changes resulting from this study is August, 2020. isAugust, study this from resulting date changes for tion implementa possible earliest The of outreach. public round of asecond later plan year. that detailed the subject the be would plan detailed That will as we us draft which guide decisions, these on will direction provide 2019, July or June In questions. critical these about holders UTA’s board stake publicand the from willinput gather thisproject in phase first The StepsNext Service Choices Report Choices Service UTA Service Choices UTA Service | 8 - -

Executive Summary 1 Market Assessment

JARRETT WALKER + ASSOCIATES Service Choices Report UTA Service Choices | 9 cities of the region. These are the absolute strongest markets, capable of capable markets, strongest absolute are the region. of These the cities major of the centers near the primarily are found of uses, mixture intense most the density, employment with and population areas ofThe highest levels. density tial employment and of mixed residen degrees varying with places signify orange and Purple of yellow. in blue. shades isshown Employment saturated increasingly in map, this are shown On residential are predominately that places bydominated asingle use. day, the throughout are balanced that to areasdemands compared likely are more of uses to havecombination. amixture Places travel with in are found densities employment and high residential where greatest istypically travel demand areas. commercial Overall and destinations major and workplaces, residences, make people are between trips Most by UTA. served region the across density density”. “activity called activity 4maps Figure into asingle measure density employment and population to combine way ofOne market visualizing overall is the size potential of transit the Density Activity populations. underserved historically reach toties better opportuni identifying and network transit to the changes future possible of any impacts potential to equity the anticipating critical isalso ties minori and lower incomes with of people distribution the Understanding are. populations those where we if know cars” to personal limited access with like people for “provide travel options objective an meet affordable to able going to isonly plan be network Atransit factors. use land and examinationPlanning of demographic requires goals coverage also for needs. their meets service use, the provided transit for ahigher propensity lations with of popu presence the indicate can of seniors density and ownership car as income, such for, compete can factors transit that while demographic overall the size controls market of the aspace in of people number total to adegree. The areamatter an in also people the about facts Other UTA area. the in service factors of those some explores chapter This considerations. those with planning starts transit oriented Ridership cost-effectively. more to run service that for and service, proximity, all to to make get atransit of which people easier more it for density, walkability, potential.factors: linearity, We four and identified ridership their layouthow the to helps of determine communities explains Summary Executive of the section Geometry Community The JARRETT WALKER +

ASSOCIATES - - - - around large shopping centers and business parks. parks. business and centers shopping large around County, Salt Lake particularly throughout found be can centers ment similarly, density; employ quite high isolated employment other boast Layton areas commercial along I-15 the instance, and Clearfield between commercial/employment or residential mainly along I-15. activity, For oftions UTA’s of dense smaller area, pockets are numerous there service por main areas densely-developed continuous, are the these While day weekends: and the throughout travel demand substantial generating • • • of the city north of the campus. of the north city of the areas residential the and Ogden, dense, as isdowntown extremely is itself campus the Ogden,University In State Weber Clearfield. of I-15 east area, residential particularly dense around moderately Provo or has extensive it amore Orem, and but City Salt Lake than of UTA’s portion developed densely area isless northern The service downtown. areas inner of SLC the with outside comparable Young Brigham around levels University, at density are developed areas of Provo central the Orem, itself, and especially City Salt Lake around area and in developed the than smaller extent in much While core. downtown of the northeast Avenues of the Utah, including neighborhoods University I-215 from downtown through to the corridor along the are found areas employment and residential City, Salt Lake In densest the - - Regional Activity Density Activity Regional 4: Figure Service Choices Report Choices Service UTA Service Choices UTA Service | 10 |

1 Market Assessment Valley City. West or ofCity Salt of Lake much to those are comparable here densities Provo and area of Orem developed islimited,continuous residential the While major near the Provo, universities. and of Orem particularly areas central are the densities residential County, highest the Utah In areas. residential successive areas remaining between agricultural mile), square per some people with (under 5,000 at lower densities oped of I-1524th west and of Ogden St). south cities The are mainly devel and (near core downtown Washington the and Blvd./US-89 University Weber State between city of the portion the in particularly Ogden, in are found densities region, area of highest the the northern the In continuous. less of I-215,ally south and isolated are more density areas and of moderate gradu declines 4100 density Residential S, Scorridors. 4700 5400 Sand to I-215, south I-80 Valley West in and S, City, 3500 along the especially from exists City) Salt Lake downtown areas around compact most as the not quite as dense (though development of residential Similar density of State Street. east and South of 200 Avenuesthe north in mile) ofCity, Salt Lake much square per particularly throughout people are relatively County, high Salt Lake In (over densities residential 5,000 UTA. by served region the across density given residential 5maps Figure stop. live near few any people that issuch pattern even development the if area, residential inhabited of the all to reach will most or seek services while coverage densities, high residential with places in services useful very home. Transit to offer will seek to achieve designed high ridership people’s at ends most since and daily travel behavior begins markets, of transit strength the isakey assessing in metric density Residential Residential Density JARRETT WALKER +

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

1 Market Assessment southern part of the region include: region of the part southern the in Provo. and centers employment Orem within Other campuses university the around isgreatest County Utah in density Employment along US-89.Bountiful area commercial of is the of employment County, main concentration the Davis I-15southern In off Layton. nodes commercial and Clearfield in Weber the State around University,and Ogden, are found downtown densities employment region, of highest the the portion northern the In include: County Salt Lake within concentrations majorother employment of the Some centers. employment densest are the House Sugar around of Utah, and City, Salt Lake In City, Salt Lake Downtown University the by UTA. served region the across density employment 6maps Figure customers. or many clients are likelythat to attract places indicates also density high employment sectors, service and retail the In trips. commute workers’ than more tellsEmployment about us centers. means employment to reach effective an be travel option, must it useful a isto present of trip, transit if so overall common type most are the to work journeys of all trips, not make do majority the up trips Commute Employment Density • • • • • • • The Thanksgiving Point I-15 Thanksgiving area commercial The of off Lehi near the area commercial of Provo. central The center. shopping outdoor an buildings, a and midsize hospital, of office large anumber includes N. Riverwoods Ave 4800 and of University intersection near the Provo, commercial areaand of northeast office Riverwoods The uses. office and service as well facilities, of as retail, shipping large tois home anumber I-215 the around found /Highway 201 interchange, area an that are densities employment areas, highest the industrial the Within S). 10600 and Town at South Shops as The such (State centers, shopping Large of I-215. end south to the extending I-15 between Salt Lake downtown corridor The State Street and from Canyon. Big Cottonwood enters it before road of the end east at the Center Corporate Cottonwood as the E, as well center near 900 Union shopping 7200 S, Fort Along the JARRETT WALKER +

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

1 Market Assessment widely spaced arterials, walk network connectivity largely depends on on depends largely connectivity walk network arterials, spaced widely of are organized as areas agrid region of the developed most Because length. block Avenues longer slightly to lower the due but similar the in to found that of connectivity, ahigh provide degree ft Provo In Ogden,smaller, and 750 and superblock. of 500 grids regular each within regular, network by less extensive, an though street local Avenues, as well 1/2 Orem, as in the iscomplemented grid mile arterial of the as well. relatively outside high Salt Lake In walkability boast each areas inner ofCity, Salt Lake The as well as Provo Ogden, Orem and example. areas similarwalkable High Accessibility the to in that to produce combine grid complete and length small block The blocks. ft ofCity, Salt Lake of 400 regular as islaid agrid which out borhoods Avenues the in neigh isfound connectivity walk network highest The example. like “Lowlooks the Accessibility” example; lighter, “High the the in that bles Accessibility” it more the resem map, this contour on the walk network darker the more The the 2. isrelatively high low or network, street bycreated awell-connected walk radius, effective page, this map the on the In where we show are available. paths higher direct more if be can it though distance, “as of the flies” crow 60-65% the of about range isusually the in radius walk effective example, like maximum second the the in that networks walk radius”.We “effective measurement this call street grid purely In image, isreachable. “High over radius the in of the Accessibility” 60% 31% to just access 1/2 of the stop, while atransit around mile radius allows network street example, adisconnected “Low the In Accessibility” 1/2 than no more mile. stop walking by flies.”crow the reach can where you area is shaded The 1/2 within distance isthe circle mile the center and “as is at the stop the image, each In of concept. this atransit illustration an 7provides Figure network. pedestrian and street along the distance same the in go you can far to how is compared alocation from flies” crow the in a given distance To is. “as network area accessible this, the do street and pedestrian how aplace’s complete isaway of assessing connectivity Walk network important. isvery to walk to transit ability the and/or begin by walking. Therefore, end trips transit all cases, almost In Walk Connectivity Network 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

This map is created by taking an effective walk radius measurement for each of a finely spaced spaced afinely of each for measurement radius walk effective an taking by created is map This JARRETT WALKER +

ASSOCIATES 2 . - - Walk Network Connectivity 7: Network Walk Figure travel time for those riding through. riding those for travel time and service of the cost the both increases any in singlepath community available shortest the off bus deviating the because stops, their around walkshed adecent on depend towns between services Long-distance Springville, Santaquin, Payson, Bountiful. and include Fork, Spanish Examples network. street grid high-connectivity of short-block, extent UTA’s smaller within towns of the Most asmall center around district places. other in than circuitous ismore neighborhood or subdivision particular a to traverse used foot, on even path the if areas are penetrable most but networks, areas notare grid Layton and Sandy, Clearfield the and of Valley West much in City, patterns street Local block. arterial each within networks pedestrian and streets residential of local extent the safe to cross a major street. street. amajor tosafe cross is it where places of number to small the due to walking barriers major include actually connectivity network walk moderate having as shown areas the of Some access. to barrier major a often is which streets, of crossing does not measure the difficulty Walk connectivity network UTA Service Area Street Connectivity Street Area UTA 8: Service Figure Service Choices Report Choices Service UTA Service Choices UTA Service | 13 |

1 Market Assessment initiatives. as well review specified as for environmental processes making decision and planning into transportation principles non-discrimination and justice mental environ incorporate providers transit (EJ), requires which Environmental Justice Populations Populations (1994), Low-Income and Minority in to as referred Environmental Justice to Address Actions Federal on Order Executive the Transitkey Federal to the to adhering Administration’s regarding Guidance is are located populations low-income where addition,In understanding of Davis County. part south the in as well Bountiful as around along I-15 clusters Clearfield, notable and are also there Layton in north, the In north. the in of Ogden istrue thing same The part-time. work only or not work, do who of students number large to the due poverty in of people distribution skew the often populations student noting large that It isworth universities. the areas around the in density, particularly poverty haveboth substantial County, Provo and Orem Utah In cities. larger the in isconcentrated poverty in of people area, density service of the portions southern and northern the In of I-15 of 7200 S. south and of I-15, east the in east are present area Midvale just people the in particularly of lower-income clusters Valley West around and in county City. Less-dense area of the developed of the part as well itself, northwest the as in City Lake Salt in are found poverty in of people densities County, Salt Lake In highest the $25,100).just (for region example, the for level 2018, in of afamily 4is for poverty federal the level of level wage that alivable at income an below isset far poverty federal many in places, the level. because here measures We both show poverty 150% below income combined with federal of the living households in people UTA’sthroughout area, while 10 Figure measure, same for the but service shows household. household. 3. poverty in of residents density the 9shows Figure rides). for family and frequently, friends on relying or down thatbreaks vehicle (e.g. a worn-out driving financial or tradeoffs sonal are available, options viable as per other require options other even those if of time, amount reasonable even lower-income long will it, so not use people to make, need people of a trips in type the for useful isn’t actually If transit generator. ridership apowerful be can this networks, street walkable areas, with to high medium to In density entry. low barrier and low price to the lower-income for due option people Transit attractive an be cars. to own can lower-income for likely mode people, are less who transportation affordable an isto provide service transit goals for important manyIn most of places, one the Poverty 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 afamily means “poverty” Here, JARRETT WALKER +

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

1 Market Assessment population. population. general of the of I-15east distribution of the opposite the west, than higher isgenerally residents of older County, Salt Lake density Within universities). around (typically ishighest density overallwhere population than different are very of seniors densities highest absolute the with places The differences. afew notable with population, but general to the UTA’sIn quite similar isgenerally of seniors area, distribution the service to drive). ability the impact (although many not disabiliites necessarily do population, likely more general 65 are much the than to have a disability over of age the people Furthermore, (density, are present. walkability) high for ridership preconditions other the where places in transit for population, abuilt-in advantage general the than likely cars to own are less group, households senior-headed ademographic As transit. for constituency above) 65 and age important are an (persons Seniors Seniors campuses. Young Brigham and Provoand Weber near State the University University Ogden central within useful, and most and isrichest grid network transit I-215 are slightly the highersities within loop, frequent the where /I-80 den household Beyond area, this zero-car etc) are richest. infrastructure, bike bike and (transit, share options City, Salt Lake town non-car where down immediately around levels and within area. highest are found The service of the most isminimal across households of zero-vehicle Density services. ridesharing or taxis cycling, walking, using or members, family or friends from rides getting go theyto by ways places need will the reaching of other find cars without people travel option, arealistic then not present does If transit vehicles. option. zero 11 Figure with of households regional density the maps to acompelling go, be need they places of reaching the can it method reliable, (fast, it) available isauseful need they when transit if a result, vehicles. As have to do personal who access those than fewer options have they by default, don’t transit use don’t who cars own people While Zero-Vehicle Households JARRETT WALKER +

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

1 Market Assessment 5. 4. likely more of transit are color generally to country, use people the out through agencies by transit conducted surveys to numerous According Minorities population group within UTA’s area service ethnic or racial make single largest the people up Latino or Hispanic race. of each of residents proportion the on based coded color then and residents, hundred one per ofdot one at aratio UTA’s groups block across area. map, this In are distributed dots service level group across block at the 13Figure data ethnicity and race maps opportunities. other and to jobs access in to disparities contribute network tion transporta and patterns development existing the where places in of color, people for access transit particularly or of mobility improving terms in articulated goals are often transit Additionally, equity-based of race,basis national or color origin. the on not1964 discriminate do provide they services that to ensure of Act Transit Civil of Rights the VI by Title required are also agencies networks). transit developed more areas with ropolitan met as living larger (such in use relate to transit factors economic various with correlated strongly are also ethnicity and States, United race the In southwestern Provo and several block groups within Orem. within groups Provo block several and southwestern Ogden, Valley northern in City. smaller concentrations are also There West and of City Salt Lake northwestern and area western service the throughout racialor ethnic concentration significant makes most the up 13, Figure in dots as orange isshown population and hispanic/latino The 4% counties,or member of any single county. makes UTA 3% ofgroup overall than the of more up the population single Weber other No and County, US to Census. the according County 18% and counties 6constituent Salt of Lake the within population the

American Public Transportation Association, “Who Rides Public Transportation”, January 2017. January Transportation”, Public Rides “Who Association, Transportation Public American US Census American Community Survey, 5-Year Summary File 2016. File 5-Year Summary Survey, Community American Census US JARRETT WALKER 5 , at approximately 15%, at approximately of +

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

1 Market Assessment 2 The Existing Transit Network

JARRETT WALKER + ASSOCIATES Service Choices Report UTA Service Choices | 17 UTA Service Purpose by Business Unit by Business Purpose 15: UTAFigure Service improve efficiency. to potentially could streamline planning process network a detailed that service overall 2% coverage. of up duplicative ismade Around high on 43-44% and high ridership, generating on isfocused service 55% approximately that we estimate of network, bus entire the Across 15. Figure in shown service, unit’s bus business each for at agoal split to arrive category to each assigned resources the We summed then age, service. duplicative and cover ridership, categories: into three service) in hours total weekly of its UTA’s in route each terms (in route of each cost the divided and network, for To indicators this, key we do examined performance and use land today. are divided resources network’s how the of developsense a to first ishelpful it question, this on opinion informed to have order In goals. an UTA’s important two these between network within balancethe resources changeof to whether is officials elected and public to the poses study this questions important most of the One orcoverage?ridership goal network’s bus existing the Is area. service the within to people goals today, service how well useful and provides it coverage or ridership of the either towards isoriented it to which degree examines UTA’s chapter This the service. to understand network existing of span and frequency the of reducing cost at the it, but access can people more that so achieves service out high by coverage spreading It it. to use are nearby of people lots where in with span)long service (frequent, useful concentrates it when Transit high ridership generates (Bus only) Full System Northern Southern Central Region JARRETT Ridership Ridership 55% 31% 63% 62% % WALKER Coverage Coverage 44% 63% 37% 37% % + Duplication Duplication

ASSOCIATES 2% 6% 0% 1% % % of all UTA bus service bus 100% 16% 11% 64% - Weber State in Ogden. Weber State Ogden. in and downtown Provo, between and of Orem corridor the and portions area, Valley West immediate surrounding its and City, dense of the most all of City Salt almost Lake includes service to frequent access area with near aUTA of of any people The number total kind. of the 50% service 1/2 are within about people 750,000 Nearly service, mile of frequent 15 every frequently, minutes more or operates that all day.of aservice of UTA’s 14Figure portion the highlights 1/2 area within mile service uses. land low density very serve they unless ridership, high generating on are 100% focused services frequent Most reduced. is trip alate for missed or penalty the customer, the for able because reli are more and as aresult, travel time reduce services frequent More too late. alittle you if make bus stop transfer, to it the next the for or how you long have determines to to make abus, for wait Frequency a isfrequency. usefulness of transit element fundamental most The today? service useful is Where corridor. Orem, in Provo US-89 the concentrated and more area are southern the in resources aresult, As limited routes. peak-only areas (for example, of I-15comparable east by are served only near Lehi) where County), (Utah region southern the in network the with contrasts areas along I-15. residential serving out spread This service bus hourly or 30-minute isalot of all-day there network, of the region northern the in isthat answer detail, in short the unit’s network business each of will chapter this describe sections next the While network? of the rest the than coverage-oriented more much so region northern isthe Why to services. move other’s each local to 70/30, impacting without at 60/40, decide could to stay decide could County Salt Lake and County For unit. example, level at the Utah business of the happen would of process this balance as aresult ridership-coverage to the changes Any ofdegree duplicative service. (5-6%) have also substantial counties afairly high coverage. northern The on goal, focused the were 60% and high if ridership wouldbe it where is of service 30% -approximately different issomewhat situation the region, goal of providing coverage. the on northern mately the In 40% approxi and goal of high the ridership, on isfocused service of bus 60% approximately network, of the regions southern and central the In - - UTA Frequent Service Access Map - Weekdays Map Access Service 14: UTAFigure 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 of the some routes, bus Among future. the in improved for service candidates good are often routes high-productivity level. Low-frequency, at alower service but environments, dense similarly in operate that routes are often outliers Lower-frequency, high-productivity markets. strongest the to serve designed consciously and users, for of competing capable thus and service, infrequent than useful more much are both services frequent since agencies, many in transit trait isacommon This places. dense, in high-demand services mainly frequent are network the in routes highest-productivity lines, rail Beyond the the regional trips. longer for driving with competitive isvery and tances, over great dis at high speed destinations many important serves route of FrontRunner, case the In uses. land dense the supportive, mainly serving services are high frequency these system, TRAX of the case the In trip. per many passengers more of carrying vehicles capable high-capacity use FrontRunner and TRAX tolines are able achieve high productivity. such are key to rail why the Several factors revenue operation. are they in hour over 130 generate ofFrontRunner these Each lines. rail each for boardings and TRAX are the services UTA’sIn highest-productivity the network, y-axis. of the limits the are beyond system) (the rail routes high-performing Afewunit. extremely business by its iscolor-coded route Each operation. in hour per generates route each boardings midday, how many shows passenger y-axis while the at comes route each how frequently shows x-axis the chart, this In network. related UTA’s productivity and 16Figure how frequency shows existing productivity or of service, cost per ishigh ridership result use.land The supportive and service alignment the of useful from arises High ridership today? service productive is Where • • • high-performing route averaging over 40 boardings per revenue averaging per hour. route over boardings 40 high-performing isahigh-frequency, it but report, this for data to provide recently to operation began it Provo in BRT because isnot listed UVX The station. FrontRunner area and downtown dense the with ing Weber State University efficiently, connect very ridership generates Route Ogden, In 603 hour. each bus the board people over routes, 30 these On corridors. commercial relatively dense continuous, on operating services network frequent productivity, County, Salt Lake 39In and of 2, high- are examples routes 200 JARRETT WALKER +

ASSOCIATES - - . UTA Route Productivity and Midday Frequency Midday and 16: UTA Productivity Figure Route • • • quency. These routes carry a small number of passengers compared compared of passengers asmall number carry routes quency. These at low routes fre operating high-productivity areThere several very hour. over per 20 at just boardings category 30-minute the within performer ,Route 35 astrong isalso service 35M -MAX frequent of the Interestingly, presence the despite FrontRunner UVU. and between connector short a very isRoute 841, performer best absolute the routes, infrequent Among - areas in the southern part of County. Salt Lake part southern areas the in employment largest of the several links still portion, northern the State as ofSt. the corridor, isnot it as dense segment though which Finally, southern the Route 201areas along 7200 Sto TRAX. serves major employment two FrontRunner’s Route 72 schedule. connects to WSU and timed Station Ogden between providing aconnection by ridership of its most generates that service 650 isaseasonal efficiently. Route very so do they but services, to frequent more Service Choices Report Choices Service UTA Service Choices UTA Service | 19 |

2 The Existing Transit Network necting Grantsville to the Benson Grist Mill &Ride. Park Grist Benson to the Grantsville necting Tooele Flex within routes all-day two City,operates con another and Point Lake and Park to City. Salt Lake UTA Stansbury Grantsville, also 451, of routes trips of Tooele, communities the 453 454 and connect lation) of peak-only alimited and number pays UTA into the district, popu county’s of of the Tooele most (which includes A portion County limited weekend schedule, at all. if avery operate services these day. per of direction each Most in are available only that afew for trips by limited or or routes peak-only request, at their passengers up to pick route their deviate from Flex can which routes, by low-frequency served is county of the part southern movement. of the Much east-west viding not pro but grid, into the connecting travelsnorth-south, service all-day fixed-route, of point, this most 7200 until S. around South major arterials most ison service lower grid, frequency frequent existing of the Outside or hourly routes.on 30-minute (an tolerable more average of 7.5 minutes a15 for than minute service) are much at high to make frequency, times waiting operate transfers routes these Because routes. between connection one only with made be can typically grid the within points any two between trips because are reduced travel times agrid, in are arranged services frequent When to rail. connect services frequent east-west 15 day every weekdays. on the All all run of minutes which throughout of up lines 21,is made 33, 35M, 39, 41, 45, 47, 54, 205, 200, 209, 220, and City,Lake of I-215. Valley West north cities City, various the and grid This of Salt most across services ofUTA frequent grid extensive an operates lines Red traveling Blue and south. bined com areas along the employment and commercial other various the and Center, Medical Intermountain Salt Lake,Utah, downtown airport, the of like University major the destinations County, Salt Lake in serving network transit of the makes backbone the up light system rail TRAX The Lake&TooeleCentral Region(Salt Counties) day. the throughout of trips limited number avery run which day of (approximately middle the the 11:00during a.m. to 1:00 p.m.), or frequently. Tan less lines run not operate do that routes lines represent day, of middle the and hours blue while rush the the throughout better 15 every minutes or operating services, bus frequent most lines are the following the pages). on are map, located this In red prominent the trict dis of the portions southern and (similar northern the for maps County 17Figure of of UTA’s each frequency the maps Salt Lake in services Frequency Network JARRETT WALKER +

ASSOCIATES - - - - - Network Frequency Network Transit County) Lake (Salt Region 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 routesMultiple samefrequency ofthe 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

P

a Moun r tain 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 4800 W 513 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 Bangerter f

3600 W o

13400 S a to Ogden

454 r

518 n 232 232 n

South Jordan

900 S g i

3200 W 456

a e

7000 S r

227 227 t

e 12600 S 456 11400 S

9800 S 2700 W

r 9000 S 578 509

513 2200 W 215 215 217 518 218 217 217 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 South DavisCounty to South 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 1100 E 313 t

to Downtown

220

1300 E U

1300 E H

i

g

307 h 9400 S

Pioneer l 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

F

o

o

2300 E t

80 223

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

y 33 1 Hollad a 3 | 20 | 215 228 354 11 45 W to UofUtah a 313 2 sa tc h mi 354

2 The Existing Transit Network in the northern part of the service. of the part northern the in many towns along Main St. connecting service main as local the function of FrontRunner.duplicative of Route 455 to true its due less is much This I-15 along the to City Salt Lake somewhat Ogden isalso from corridor Route 473 express peak-only long-distance The FrontRunner service. high-capacity of the presence the a small market, unique despite Salt Lake, into downtown routes peak-only serving each many direct provides This design. network Davis County mainly southern to the due (5-6%), service of duplicative has also adegree region northern The counties. Utah or Salt Lake in networks to the pared (30%) com (70%) coverage weighted more towards much ridership than area this in is overall of the services that goal split we estimate uses, land residential lower-density, suburban serving towards isoriented region of the part northern the in network transit of the much so Because majorcharacteristics: several defining has region this in design network Weber Box The and Elder counties. Davis, in UTA’s mainly of routes operating unit consists business northern Region(Davis,Weber,Northern BoxElderCounties) • • • • • 30 or 60 minute 60 or frequencies. 30 626,routes 470, 604, and 640, day at the throughout all operating by served are of I-15 side Ogden and either Clearfield between route. For example, transit areas on residential all-day one at least 2-3 areas within developed of the miles ofMost I-15 by are served hours. rush during by route, this 473 and to City Salt Lake service that supplementing Ogden from 455 with providing all east, to the day service via US-89 I-15. crossing overpass Route asimilar 455 function 473 and perform Riverdale of Rd. the I-15 east just Riverdale park-and-ride the from using via Main St. Route 472City service express isapeak-only to Salt Lake 470 Ogden from all-day, provides service infrequent to City. Salt Lake Route directly Ogden connect routes Several bus of Utah. Salt Lake,downtown not University to the but from to and trips of direct alimited number provides group this via I-15, north the from Lake as 460, 461, such in route 462. Every Salt entering limited or routes peak-only various the includes group City. Salt Lake downtown This and of Davis County portion ern south the travel between routes of rush-hour-only set extensive An Ogden. around and areas within residential areas most and employment major destinations, most serve services High-frequency place. to one FrontRunner at in least connect services all-day Most JARRETT WALKER +

ASSOCIATES - - 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 routesMultiple samefrequency ofthe 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

626 W 3500 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

627

Main 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

Gordon Washington 36th St 36th

455

3100 N 3100

603 FARMINGTON FARMINGTON 645 640 645 473 Monroe

1050 E 612 603 625

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

Hwy 89 Hwy Mountain Hwy 89 Main Orchard 667 473 472 470

471

470 455 455 W 200

Main N 600 State

Main 462 E 400 84 0 461 | 21 | 1 2 mi

2 The Existing Transit Network very useful service. useful very walk of ashort within all nearly of City Salt Lake wouldput that corridors N, other several 6th Avenue, and on S, 600 and 900 service frequency Transit high- in completed Plan. investments TMP Master includes The recently City’s improvement Salt Lake in future for are high priorities services have frequent not currently do that areasinner of City Salt Lake However, connections. frequent lack many of these current of I-80 north like of I-15 Greater west Avenues, Hill, Capitol neighborhoods the or and S. Areas 400 on Line Red STemple TRAX Route on of 209 the north and of area are available south central this in services frequent east-west No University. to at the terminate downtown through continue while others Tooele counties), County, 471 and 462 routes and northern the from 453 route 454 and from (includes itself downtown in terminates network Tooele and are availabletions Utah from express of the Some counties. hour, rush during only Similar downtown. in terminate and connec peak likeRoutes 461 or 460 Davis County, operate southern in beginning many for of UTA’s destination as the serves Downtown services. express E. at 500 south turns S, then and along 200 Central Salt Lake from service a frequent example, for Route provides 205 corridor; north-south to its downtown of side west the spans service frequent other Each a similar function. performs that Route 2X, overlay apeak isalso service, There Central. to Salt Lake campus center of the the from connection adirect provides However, downtown. across east-west ony Route 2actually University the Route 2connect frequent and Line Red TRAX the itself, downtown In County.Salt Lake of to many parts connections useful provide red) in shown (here routes UTA’s and region. TRAX the throughout south bus and frequent north travel converge. long-distance Fromfor here, used be FrontRunner can Blue line, services FrontRunner, bus where various and station, TRAX the Central isSalt Lake node central network’s Salt Lake Downtown The area this in network view of the a detailed region. 19 Figure the in places other to most shows services bus express and light bus by and commuter rail, frequent area isconnected that asmall in employment entertainment and retail institutional, educational, UTA’s within tination government, large-scale It concentrates network. travel des center and employment largest isthe of Utah University the of campus the and City Salt Lake Downtown area encompassing The LakeCity Downtown Salt JARRETT WALKER +

ASSOCIATES - - Downtown Salt Lake City Transit Network Frequency Network Transit City Lake Salt 19: Downtown Figure 453 509 520 519 519 near StateSt&400S 472 Routes Terminating 473 462 453 509 454 520 471 454 2X 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 South DavisCounty to South 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 ervices 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 samefrequencythe routesMultiple 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 and Salt Lake County. Salt Lake and County Utah between not operate, Route 811’s connections transit only are the trips 6round FrontRunner does when Sundays, On day weekends. on the throughout trips weekdays, adds but during hour every approximately service noon after and morning County, Salt Lake in Blue Line offers TRAX of the weekdays. Route 811, end south to the County Utah connects which on hours rush of Provo during only 822 and south run 805 Routes For limited example, more basis. amuch on Provo and Orem operates outside network of the remainder the routes, three those than Other network: of the part of Provo this in Orem and outside operate services all-day three Only main to corridor. the areas away from service coverage lower-frequency 831, Routes cities. areas two of the employment provide 834 and 833 FrontRunner, and residential dense of the most and universities, the between connections and service Route frequent 850 provide quency high-fre and transit), rapid (bus BRT ProvoWithin UVX Orem, and the coverage. providing on goal, only the were are focused while 40% ridership if wouldbe they are where resources service of transit 60% approximately County: Lake isquite similar area this in to of that Salt services coverage-goal and ridership corridor. between split well The State St. as along the /US-89 Provo developed relatively Orem, and as the in densely of service tion of UTA’s region southern This concentra by the ischaracterized network Region(UtahCounty) Southern • • • Springfield, Spanish Fork, Salem, and Payson.Fork, Spanish Springfield, Route 821, of Provo south through hourly operates which Provo. and Lehi between US-89 along State Street / service Route 850, frequent provides which FrontRunner. JARRETT WALKER +

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

400 S 805 831

Center

University

800 S 15 831

805 850 Main 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 15 900 E 900 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

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

15

900 E 900 State 811 UVX

W 400

State 821 0 822

1 400 E 400 2 mi | 23 |

2 The Existing Transit Network mitment as well.mitment com to refer aweekend service should ultimatelybrand the but service, on weekday based defined be can network the If necessary, weekends. week”. ever 15 not run do At routes UTA, frequent minutes on most level example, -for “12service of 15 hours 7days per minute service, to aparticular commitment apolicy offer some and oftier service, higher the to communicate routes these brand agencies Many US transit service. ofence frequent Transitpres the its in policiesto tied Plan, other Master identified and lines frequent set of proposed a has identified map. City Salt Lake its on UTA bus lines decisions. development frequent urban identifies already b) and potential relevant has terms, it to the to be ridership in productive very isalso it a) to offer while isexpensive it because to distinguish gory cate important have agencies isacritically this that Many found transit day. the throughout tained 15 of every minutes better, or means this afrequency sus cases most In perspective. rider’s the isalways coming abus soon, that from often so operating of routes subset isthe (FTN) Transit Frequent The Network Frequent Transit Network standards. planning service and service for basis as the these use and commitments, service associated with types, UTAWe that recommend service policy set of a develop refine and to want travel to.people of lots to destinations connect and potentiala large market of travelers with places efficiently,theyserve more as so long ing higher ridership of generat are capable services faster, frequent, More higher-capacity capacity. and of service, span frequency, speed, evant customer: to the rel most attributes of the terms in differences the sorting on focused on. we Instead, are avehicle of wheels runs type the or system, pulsion Here, technology, in we are not interested service. pro of transit types different the about thinking for 21Figure framework asimple provides detail. in lost getting without priorities big picture makes about easier it to talk types of service terms in thinking complex, so is network the total Because priorities. different maytions, and reflect situa to different are suited features, have distinct types service bus These categories. into fall distinct several services bus but buses, and of FrontRunner, terms in of think UTA types TRAX, people Most service TypesService JARRETT WALKER +

ASSOCIATES ------Transit Service Typology 21: Service Transit Figure Ridership Performance 12 -Washington lvd 2 -tatetreet Fleible ervices Demand-Response tandard us Candidate Frequent us Frequent us F4 -DraperFle F4 -HerrimanFle 822 -tahCounty 22 -2EHolladay 2 -idvalehuttle 9- 9 4 -gdenC peed Distance Capacity Rapid us ransit erviceypology selected eamples Frequent ransit etwork Epress us 41 -ountifulviatateCapitol 811 -tahValley RConnector V R R R Commuter Rail FrontRunner Service Choices Report Choices Service UTA Service Choices UTA Service | 24 |

2 The Existing Transit Network extend the most useful tier of route to additional strong markets. strong to of tier additional route useful most the extend useful, more or services FTN existing making TransitFrequent Network, the expand or enrich ridership to expand designed plans Service following the divisions: identify we can FTN, the Within fixed infrastructure. in operating services and mixed traffic, in operating services both incorporates Transit Frequent The Network evaluation. service ongoing in category useful avery be is why iscan which explicit, nection makesthis con brand Frequent Adefined Network productivity. Transit high and high frequency isaclear link environment, between there use land given the possible of productivity degree maximum the and design of service effectiveness the both in variation isconsiderable there While UTA for 24 and we have which in US. agencies the in productivity worked and frequency route-level 22plots Figure offered. services bus ductive pro most are the routes high-frequency agencies, US transit most In • • • station-style stops. vehicles, specialized improved and pattern, stopping widely-spaced by amore will complemented be improvements infrastructure these minimal no or cally exclusive isprovided). Sometimes right-of-way typi (though signal priority transit or intersections, atlanes busy reliability, and to jump improve as queue speed such investments usually have and infrastructure are frequent, some routes Rapid bus like terminology “Rapid with Bus”. branded often service, FTN thirdtier of a define agencies some tiers, two those between In bus routes. infrequent other than level of service superior and ing adistinctive are provid services bus frequent that to communicate efforts other and infrastructure, stop branding, with this accent agencies Some category. FTN into the inclusion for standard the meeting routes Routeor 612 bus Washington on Blvd. Ogden) are mixed-traffic in State St. on Salt Lake, in as Route (such 200 routes bus Frequent them. to operate required hour per generate can they limit ridership of the upper the raising sengers, pas more carry vehicles larger can that with are provided services these reliability. and Often, enabling higher speeds of extent, their portion for substantial allor a traffic general from separated typically UTA’s in UVX or are as TRAX (such routes LRT and BRT network) JARRETT WALKER +

ASSOCIATES - - - - - Frequency and Productivity - Data from UTA and 24 other US transit agencies transit US UTA 24 other from and -Data Productivity and Frequency 22: Figure Service Choices Report Choices Service UTA Service Choices UTA Service | 25 |

2 The Existing Transit Network important local access and connections to the rest of the network. of the rest to the connections and access local important levels provide they of development, but current on based generators to grow into major ridership are expected routes Blvd. of these None County,like 626 Utah 822 -South Roy, -West E/Holladay 223 or -2300 areas or low-density outlying in fixed-routes includes also category This network. of the rest the from disconnected areas, are very that places or lower-density serving of coverage alone, purpose the for operating allroutes fixed includes “Standard Bus” into fall the tier This category. ridership additional with rewarded wouldimmediately be investment additional that suggest that features use land supporting or high productivity without routes Bus Standard BusServices transit-supportive. more become uses as land candidate FTN area may afuture be also adensifying in service A30-minute weekend for service. standard FTN the to meet added be could until service acandidate considered wouldbe Sundays on run 15 every ran weekdays didn’t which minutes on Aroute it. but upgrade to able were resources until the service FTN acandidate considered wouldbe setting urban adense in route 20-minute A highly productive improve. conditions necessary some if ispossible service frequent where to highlight places used reliability.and these be can designation This speed for priority better or network, pedestrian development, abetter levels include could of conditions Those are present. conditions essary not all high where for nec of frequency, the but all prerequisites of the have that places in or some operate Services Bus Frequent Candidate FrequentCandidate BusServices at lower frequency. high ridership very of generating iscapable rail commuter times, transfer bus-to-rail to optimize designed are often services connecting because and buses, than many passengers more carry vehicles rail can commuter Because right-of-way. dedicated to its due of reliability degree agreater with to driving, comparable isvery that at aspeed together region of the all by this nearly centers linking majordoes population FrontRunner major destinations. connecting over distances, long driving alternative to an time-competitive affordable, they when offer productive are most services rail commuter Infrequent productivity. and ridership levels highest of the of generating of UTA capable group the services of ispart ahigh it frequency, but not operate does it because Network, Transit Frequent of the FrontRunner line rail The isnot commuter part Commuter Rail JARRETT WALKER +

ASSOCIATES - ductive deviated services tend to turn into standard bus routes. bus into standard to tend turn deviated services ductive 1-2than pro to time), remain on hope deviations and extremely so and (since vehicle one can’t make more supported be old, deviations cannot thresh ridership acertain Above request. deviations at passenger short likeroutes UTA’s and make paths Flex travel along fixed which routes, achieved be by can type service this within productivity highest The doors. at their up people to pick needed segments trip the on time-in-service of their portion agood spend must they because potential ridership, lowest and have capacity lowest the services Demand-responsive services. van and taxi demand on- and as well as vanpool requests, rider’s to individual response in makebut alongdeviations relativelypaths fixed operate which routes, like UTA’s services includes This travel needs. user’s individual the Flex by driven of travel options range broad the includes category last The Demand Response&FlexibleServices Provo). in pattern stopping alocal (although runs route this Blue line TRAX of the end to the connection 811 direct and afast offers City,Lake to Provo Santaquin or FrontRunner. and County, Route Utah In like places Tooele connect to Salt services Elsewhere, express peak-only FrontRunner. to town whole Route the 616 help connect network all-day local the and like to Salt Lake; shuttles peak-only instead, service express doesn’t need to FrontRunner, Thanks FrontRunner stations. itself Ogden between FrontRunner, Route 472, and &Rides of Park at anumber stops which from far places in Route 473, City: service Lake direct provides which into Salt operate services express true two only Ogden, area around service of the part areas. For example, demand northern highest the in FrontRunner asimilar provides region’s level tomarkets the of access many in UTA’s but services, of express anumber includes network window. hour rush the during occur cally typi of trips their majority the mind in and commuters of peak needs the with designed are often routes Express travel at higher average speeds. often can of stops, of limited their number by virtue services, express since at alower places cost, distant between connections to provide isused of type this Service of freeways. use making often and patterns, stopping spaced widely of trips, alimited number usually with distances, over long major and destinations neighborhoods connect routes Express Express BusServices - - - Service Choices Report Choices Service UTA Service Choices UTA Service | 26 |

2 The Existing Transit Network 60-Minute Access to Jobs (Weekday) to Jobs Access 60-Minute 23: Figure section. isavailable of this end at the methods analysis access on detail More include: estimates travel time analyses, access these In How dowecalculatetraveltime? transit. to on rely choose who life people for reached, allowing be aricher for can opportunities social, to shopping, mean more other tends and It also employment. potential of places means than to more jobs access better tions, but loca job on we have data good because toWe jobs access measure social. and of all professional,options educational kinds: means it you have more itself; in thing agood of isalso places variety to to Being able go awider ridership. to mean better tends access to anyone useful traveling areas makesbe to it the high accessible, so likely ismore places going more for to isuseful that system A transit given of time. amount how many a in you shows reach analysis could jobs region,the access an in For point at this. each isaway analysis of looking Access quickly?” to get people can “Where question: isthe of anetwork test best the span, but and like frequency service of the elements about We talk can Access to Jobs South Region North (TooeleCentral County) (Salt County) Lake Central • • • • • arriving at each stop. at each arriving after budget travel time of the Walking remainder to the equal time transfers. Waiting to 1/2 equal time of aroute’s headway all for possible schedules. current on based travel time In-vehicle toInitial 1/2 equal time waiting route’s of each frequency. scheduled stops. (center point origin the of hexes) from time walking toThe all nearby JARRETT WALKER Average jobs accessible at noon per person in... person per at noon accessible Average jobs 30 minutes 1,800 5,100 ,00 7,70 600 +

ASSOCIATES 45 minutes 16,900 34,100 6,000 1,400 - 60 minutes 33,800 13,700 71 0 87,10 2,000 people living further south. living further people from corridor, of the corridor along to the jobs and part northern the in living Provo and to enjoyed Orem jobs improve by access residents the corridor, helps which State Street (US-89) the down and up access quent County, UTA’s Utah In by reach transit. easy fre Route 850 provides also within jobs of local their most put that services have cities frequent these Provo.ridor, and areas of Orem Ogden, central of the within Each and higher I-15 along the of county, Salt Lake isgenerally access Outside cor valley.of the side east the on to Sandy south of Valley West extending most and City covering grid, transit frequent area full of to the the corresponds access However, useful. intensive most and ismost level of amodest network by I-15 of I-215, end bus south the and high-frequency the where level ismainly available highest This of area access bounded the within trip. a60-minute within of Utah) are both University the and City Lake (downtown Salt City, centers job Lake region’s the largest where two Salt near central are those to jobs access maximum the areas with The workday.the available throughout level base of the service nities, represents it since to opportu more of people linking iscapable network transit the where understanding for point starting isagood Midday weekday access UTA route. 2miles area entire within of any the across intervals, at one-mile spaced center points hexagon on map. conducted was the on hexagon Analysis center of each the from walking and minutes of by60 travel time transit within at noon accessible of 24Figure jobs average number the shows UTAExisting NetworkAccess and impact of each option. of each impact and value the judging for basis region,of will the important that an and be parts various in access may decrease or options increase Those options. network possible to various system existing the we compare where of project this later in phases important will analysis become Access Tooele City). Tooele in available isonly within midday service County because is (this combined when misleading figure somewhat level low available access Tooele in extremely a produces Tooele have the separated because Counties, Salt Lake and levels will access higher. always absolute be its Here, we region, of the rest has manythe than jobs more County Lake 30, minutes UTA’s 45 in 60 and Salt Because counties. six in accessible of jobs average number the 23Figure shows - - - 60-Minute Access to Jobs (Weekday Midday) (Weekday to Jobs Access 24: 60-Minute Figure Service Choices Report Choices Service UTA Service Choices UTA Service | 27 |

2 The Existing Transit Network Peak Job Access Job Peak 26: Figure levels are similar, access lowest and highest hour. the rush AM with places the the While area during service the out minutes through 60 in accessible of jobs number 27Figure the shows of UTA’s regions various the among area). service level highest (although overall the the isstill access terms percentage in less at 15 changes stays average access so minute county service, of the parts highest-population densest, the serving grid frequent of the most improve, also of County Salt Lake network local the in frequencies While to midday. compared centers job other and into City Salt Lake connections direct frequent gain more areas these because County Salt Lake in than network of the regions southern and ishigher Tooele peak in the on northern the and County level improvement The of peak. access ishigher the in access network, midday level. to the peak the minutes45 during 60 and Throughout 30, in accessible of jobs number 26 Figure the compares network. of the agiven many in in travel time reached parts be can that of jobs number the increases level substantially service peak enhanced The service. are in routes express peak-only numerous and higher frequencies, mately 7a.m. to 10 a.m. 3p.m. and -6p.m.), at as many run routes (approxi periods peak afternoon and morning higher the in is notably hour each in day. the starting throughout of trips varies number The day) of hour the each during begin that trips rail and of bus number how UTA’s 25Figure shows level of the (as terms in measured service commuters. hour of rush needs the to meet isoptimized by direction often available and afew for hours, frequently, more level isonly enhanced this of access but operate routes many when hours, rush the greater during day? isoften of the Access are UTA’s useful more How much middle the in than hour at rush services Peak PeriodAccess Region Central (Salt County) Lake Central Central (TooeleCentral County) South North JARRETT WALKER +

ASSOCIATES Average jobs accessible at 8 a.m. per person in... at 8a.m. person accessible per Average jobs 30 minutes 8,400 8,400 5,900 5,900 2,100 2,100 600 600 45 minutes - - 3,600 0 0 6 37, 19,400 19,400 1,500 1,500 7 0 0 6 7, UTA Transit Vehicle Trips by Hour UTA 25: Vehicle Transit Figure 60 minutes 98,400 98,400 39,900 39,900 18,100 18,100 2,500 2,500 30 minutes +17% +16% +0% +9% % difference from midday access from % difference 45 minutes +27% +10% +15% +7% 60 minutes +32% +25% +18% +13% 60-Minute Access to Jobs (Weekday AM Peak) AM (Weekday to Jobs Access 27: 60-Minute Figure Service Choices Report Choices Service UTA Service Choices UTA Service | 28 |

2 The Existing Transit Network people will use it if they have they if it will use convenient more people other available. choices unlikely many its that needed, isn’t or its ends, available when or where week on travel option acompetitive doesn’t present weekdays, transit if show. as on 30 Figure in Just reproduced BLS from weekdays, as data on than weekends on common more much,change isactually or doesn’t purposes trip other most travel for commutes, Beyond work use. transit for have already that ahigher propensity likely are more weekends occupations in on traveling to to work work are alone, who of work those and purpose the for weekends on region to move the need who about of people number asubstantial are still overall the While size market weekend commute of issmaller, the there UTA’s in observed nationwide. workers among counties,and other be 3% all among can to Similar employees. just compared trends transit, public using commuting reported sector service of employees the in ACS, to the According City, Salt Lake in transit. using overcommute 5% likely employees are most to whose those among are also common is weekend work where sectors employment service and retail The occupations. other in working people than weekends on to work likely more are much sectors 29,Figure service and retail the in workers in seen As part-time. work or jobs multiple hold who people among common weekend. the Weekend ismost on work working reported weekdays, on islower than weekends over on 1/3working of all workers overall the While weekdays number on weekends. and work States who United the in of employed people percentage 28Figure the shows isreduced. travel spontaneously and service the on weekdays,going on isn’t it weekend, if the on to your rely overall ability reliable you and way are easy isan to where get transit Even it. when on to rely purposes) trip to all possible other of addition the (in weekends on to travel to work need still who manychallenging the for people becomes it that usefulness transit on impacts have profound can such levels weekend in service dropoff the cases, some In of travel demand. level outcome isanatural service alower weekend transit extent to some weekends, weekdays and on on than travel to work Many people more The Weekend Travel Market hourly,only not or at all. minutes, 20 many run 30 or and routes other every only run services bus frequent most and weekends, TRAX On weekends. weekdays on on than UTA’s useful more agenices, like are much of many those transit services, Weekend Level Service JARRETT WALKER +

ASSOCIATES - % of workers working by day working workers %of 28: Figure All Workers jobholders jobholders Multiple Part-time Full-time workers Single workers % ofemployedpersonswhoworkedbyday Percent who worked , weekend day , weekend worked who Percent Source: US Bureau 30% 33% 33% 33% of LaborStatistics, AmericanTimeUseSurvey(2017 Source: US Bureau of Labor Statistics American Time Use Survey, 2017 Survey, Use Time American Statistics Labor of Bureau US Source: by day activities Travel various for 30: Figure Personal Care Personal Care Education Organizational, Civic, Religious And Activities Members Helping Nonhousehold For And Caring Activities Household Members Helping Household For And Caring Drinking Eating And Work Work Travel Related to Activity Purchasing Goods And Services Services And Goods Purchasing Leisure And Sports Sports And Leisure ecn h okd, weekday worked who Percent 57% 58% 81% 82% 89% 92% Weekend work by employment sector by employment work Weekend 29: Figure % of people age 18+ traveling on Weekdays 29% 20% 43% 47% 16% 9% 8% 3% 5% 4% Weekend Days 38% 44% 27% 14% 14% 9% 9% 2% 8% 1% Service Choices Report Choices Service UTA Service Choices UTA Service Difference +213% +33% +32% +21% -79% -19% -51% -71% +2% 0% | 29 |

2 The Existing Transit Network agency to see fit to maintain the enhanced service level. service enhanced the fit to maintain to see agency the for enough efficiently gains have generated been ridership these weekday to the close level), implementation, since very weekend was but lower at the productivity to implementation, (prior somewhat to decline weekend productivity expected case, this In METRO weekend ridership. in increase alarge 32, Figure in as shown produced also but service, of weekend expansion asubstantial goal required this Meeting routes. 15 for day, per 15-minute hours service day, every frequent most the on to acomittment to of was establish plan this achievements title of the 2015) plan. One September in redesign (implemented service Network New Bus of its years,as part recent in expansion weekend service amajor to US undertake agencies largest of isone the METRO Houston weekends. on are making people trips of type the for are useful that services for at least investment, further for potential market astrong indicate sometimes can a low level of service at weekends productive Very are commuting. many people when more revenue per hour, ridership to weekdays even strong compared to garner enough effectively people UTA some usefulness, and isserving quantity service diminished the despite that level. suggests This weekday service of the UTA’s at afraction productive are extremely weekend services weekends. on are busiest (and employers attractions) visitor largest economy whose atourism-driven weekdays, as on weekends on serving of service For example, quantity duces. same the RTC Vegas nearly Las in operates region’s the of travel demand economy pro character the on based varies also ahigher to provide level decision ofThe weekend service lower.much are Sundays but agencies, other of the ofis quite similar most to those ridership Saturday in weekday level. to its dropoff compared The lowest UTA’s agencies, these Among level isthe service Sunday and Saturday OH). COTA and METRO (Houston plans service Columbus, in end-boosting Denver,in RTC Vegas), Las in week have which or implemented recently (RTD regions US metropolitan large western comparable in either cies isavailable) data comprehensive UTA for agen transit other several and 2017 from ridership and year recent which for (the most service Sunday 31 Figure Sundays. on so and Saturday shows to weekdays, particularly compared limited level of weekend service UTA avery operates currently Weekend ServiceLevel JARRETT WALKER +

ASSOCIATES - - - Houston Metro New Bus Network Weekend Service Enhancement Service Weekend Network Bus New Metro Houston 32: Figure Type by Day Productivity and Ridership Level, 31: Service Figure 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 all in parts useful less becomes network how the show page next the on access Saturday. on than Sunday on so more of maps 60-minute The weekend, the even during substantially declines it across all movements for grid frequent of the asingular example, utility isjust this While the member. family or friend a from aride getting or rideshare, as driving, such options, to other turn likely wouldthen who person, this for travel time of areasonable outside overall. wait mightwork This put a30-minute connection, minutes the for ride, 15 be would and trip the first during minutes the for 15 required average wait weekends, the minutes on 30 every only come use could they routes grid Since all weekday of the frequent quite different. look aSaturday, on to work would to take wanted transit trip the If person this 7.5 just be would minutes. trip of the section each average during wait their planning apps, trip of any didn’t they take advantage Assuming point. transfer at or the trip 15 neverwould than more waiting be of beginning the minutes at the scenario, traveler this case relatively wait, even worst since quick the in to Highland. aweekday, On movement a for wouldprovide grid this east 217that Line S, ride and 33 at to 3300 Line transfer Redwood, on to take be would to destinations this route weekdays, fastest On the trip. this illustrating Highland. Sand network 26 Figure the area shows at 3300 4700 and nearbeginning Redwood shopping near the ending Wand to make wanted to work who atrip County Salt Lake in Imagine aperson at all.don’t run frequently, less or much come routes weekends,region, most on but of the parts southern and northern the in major destinations to most connections 30-minute or County, Salt Lake within frequent and services of frequent grid extensive an provides weekdays, network On the ends. week on useful isless network the Weekend islower because access person. average per on accessible are jobs 75,000 fewer Sundays, minutes, than on 60 in and accessible are jobs over 100,000 just Saturdays, On weekends. the on substantially over 125,000 declines access hour, an in utility jobs network’s the but aweekday, on noon UTA’s within average person the area can service Sunday. and Saturday on produces At network the outcomes access job level the in weekend service reduced of the impact the We gauge can Weekend AccessandCoverage JARRETT WALKER +

ASSOCIATES - Average Jobs Accessible by Day of Week of by Day Accessible Jobs Average 33: Figure 80 Prevailing weekdaymiddayfrequencies UTA Services UVX 850 806 504 850 821 841 to Grantsville to Tooele 451 Frontrunner Route terminates End ofroute routesMultiple samefrequency ofthe 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

P

a Moun r tain View k

w 3500 S 4700 S 85 a

y 7000 S Pioneer 556 547 551 556 5600 W 5600 W 62 54 UTA Network Coverage by Frequency Coverage UTA 34: Network Figure 41 248 Central Salt Lake County Network Grid Movement Example Movement Grid Network County Lake Salt Central 35: Figure 1730 S 700 S 85 201 248 4800 W 513 7800 S 6200 S Trip Start 547 Skye 551 454 453 248 to Downtown 451

240 4000 W 4000 W C

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454 r

518 n 232 232 n

South Jordan

900 S g i

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a e

7000 S r

227 227 t

e 12600 S 456 11400 S

9800 S 2700 W

r 9000 S 578 509

513 2200 W 215 215 217 518 218 217 217 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 South DavisCounty to South 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 Service Choices Report Choices Service 463 to UofUtah 811 209 45 205 205 213 463 455 460

UTA Service Choices UTA Service 500 E 3300 S 94 473 471 10600 S 900 S

700 E 6 471 461 473 209

546 900 E

900 E 473

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11400 S 1100 E 313 t

to Downtown

220

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313

d

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320 n 320 4500 S 223 228 Highland 39 220

0 2100 E

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F

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o

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80

223

h 6 | 31 | i 455 l 307 l 3900 S Bengal 72 213 228

y 33 1 Hollad a 3 215 228 354 11 45 W to UofUtah a 313 2 sa tc h mi 2 The Existing354 Transit Network 60-Minute Access to Jobs (Weekday Midday) (Weekday to Jobs Access 60-Minute 36: Figure JARRETT WALKER +

ASSOCIATES 60-Minute Access to Jobs (Saturday Midday) (Saturday to Jobs Access 37: 60-Minute Figure 60-Minute Access to Jobs (Sunday Midday) (Sunday to Jobs Access 60-Minute 38: Figure Service Choices Report Choices Service UTA Service Choices UTA Service | 32 |

2 The Existing Transit Network This analysis has three main steps: has analysis This three process. this of cells. illustration 39 Figure asimple of those each provides within jobs of number the center cell, of each the estimate from then and chrones region, entire the iso create travel time cells of hexagon across a grid to we jobs, generate of access terms in To usefulness transit compare there. located services or to patronize businesses order in you might of employment time, travel to major which concentrations and to you agiven commute in could travel workplaces of which indicator an isboth region. access Employment the in places different from reachable of jobs number of the terms in usefulness examines transit analysis This point. starting given a from reached be all areas can that represents amap that on is ashape isochrone An isochrones. travel time to generate ability its on depends primarily analysis access this planning functions; analysis and of trip region. OpenTripPlanner metropolitan Oregon variety awide provides Portland, by the TriMet, for agency sponsored transit the project source OpenTripPlanner, tool called routing open- as an originally developed atransit using produced were chapter this in shown analyses access The TransitMeasuring Usefulness for use in trip planning and analysis applications. applications. analysis and planning trip in use for 6. • • • General Transit Feed Specification”, a data format used to publish transit schedule information information schedule transit publish to used format data a Specification”, Feed Transit General Second, the processed Remix model is exported as GTFS isexported Remixmodel processed the Second, segments. “overlay shared their in frequency routes” combined the with midday, the during of routes multiple create new and dummy overlay by the are produced higher frequencies where network the in all segments Then, Remix. we identify planning software transit GTFS To into existing the the network. this, we do import existing the midday for GTFS file is constructed afrequency-based First, isochrones are intersected with LEHD with are intersected isochrones OpenTripPlanner hexagon. of each These center points the from using 30, are queried 45, minuteLast, 60 isochrones and network. pedestrian and street along the isrouted trips of these component walking The data. network pedestrian and road OpenStreetMap GTFS and frequency-based the on based trips walking and transit to query ability the provides which data, OpenStreetMap and OpenTripPlanner using isgenerated graph network routable JARRETT WALKER 7

workplace location data, data, location workplace +

ASSOCIATES 6 . A - Figure 39: Measuring 39: transitFigure usefulness and Figure 33 on page 31. page 33 Figure on and “averageaggregate 27 23 Figure in page on shown access” scores the to that generate use and data, census on based hexagon each in residing of people number the estimate We also pages. can preceding like maps the on access job those to produce used isthen dataset This region. the throughout center point hexagon each for estimates access job associated their and of isochrones isadatabase product end The 7. 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

“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. Figure in isshown of method this diagram Asimple isochrone. the unit within area aggregation of the each proportion the on based isochrone to the are assigned jobs and How job access is calculated for each zone each for calculated is access job How 40: Figure Service Choices Report Choices Service UTA Service Choices UTA Service | 33 |

2 The Existing Transit Network 3 Key Questions

JARRETT WALKER + ASSOCIATES Service Choices Report UTA Service Choices | 34 including: transit, goals for popular several serves high that Recall ridership coverage. providing wide and high ridership to attract order in services long-span UTA’s within ers providing high frequency, area will between be service stakehold and officials, public,the choice for elected difficult most The difficult. over is very time incrementally them areadapting intricate, living and interwoven, things, networks Transit start. afresh to justify enough grown and has changed region the re-designed last was network transit this since that possible It isalso of isavalue itself. and in which familiar and to riders, isknown it because values, perhaps or its and region the suits it because is, perhaps keeping as may worth be network existing of the Much requests. special and measures, ideas, stop-gap intentions, good of good years accrued has and generations, of past isalegacy network transit current The system. transit the of purpose basic the define clearly and to consider region the for UTA opportunity isaunique Choices Service or Coverage?Ridership fully here. Summary,Executive more and the in briefly are explained ideas These Plan. Network aDraft to design agency the direct UTA’s questions, these on input public on Based of Board Trustees will planning: service future will that shape decisions policy important the most on officials elected and public,the stakeholders, from input will seek UTA of the project Choices phase next The Service • • • • • Making more efficient use of tax dollars by reducing the cost to the cost reducing by dollars tax of use efficient more Making by paid for fares. budget revenue, transit fare more of the share the increasing Collecting road. abusy travel down can people more that so cars, with effectively more Competing as possible? district of the residents near as many taxpaying to newly developing areas, to c) or acar), service b)access service (or can’t who drive have people for a) no access prioritize services to providing coverage, those dedicated should resources With coverage?ship, maximizing or high rider generating on focused be To service should extent what JARRETT WALKER +

ASSOCIATES - - edge of the network, and vice versa. and network, of the edge areas toperson’s each of reaching or the residential home closer transit bringing spent be isadollar cannot that corridor commercial a dense along high frequency other. providing very the dollar isspent that Every of provide can it one, less the time, pursues it more same the the but at coverage extensive and high ridership pursue can agency A transit include: ofcoverage many These places. achieved, transit to are achieved be through order in instead ship and high not rider require goals do hand, other many the transit On popular • • • • • • A Transit NetworkDesignedforHigh Ridership... or density to constitue a large tranist market. tranist alarge to constitue density or newly developing places, even don’t they if yet haveServing size the vehicles. to personal access without people for Providing access live. they where no matter service, transit to some area has access service the in everyone that Ensuring to people. more services frequent and useful most the Extending redevelopment. and development walkable and dense Supporting emissions. reducing trips, transit with vehicle trips single-occupancy by replacing airImproving quality ride. each provide • • • • more people. Puts themostfrequent andusefulservicesnear redevelopment. Supports denseandwalkabledevelopment and Competes more effectively withcars. subsidy pertrip. Maximizes fare revenue andminimizespublic - Coverage... A Transit NetworkDesignedfor Maximum • • • Serves newlydeveloping lower-density places. less ofwhere theylive. Serves everyonewholivesinthedistrict, regard- people whocan’t drive. Provides anaffordable transportation optionfor Service Choices Report Choices Service UTA Service Choices UTA Service | 35 |

3 Key Questions fewer people nearby,fewer people are likely nodes commercial smaller. to be are there you go, gradient because and density the down further the common less and less wouldbecome buildings residential Multifamily region. metropolitan of the edge the line indicating dashed the towards woulddecline density and homes, between distance as the would lot sizes residential increase would categories, density lower three the In retail. storefront and buildings residential areas, mid-rise feature mixed-use developed recently in found be could level of density a comparable Or, along major development commercial continuous roads. and ings build of apartment War mixture some areas, II, residential with small-lot of pre-World might consist brown darkest the from out ring next The to travel to. need people many that region the around places tor, important of other are lots there genera trip single largest isthe of Utah University the and City Salt Lake UTA’s as in Just downtown area, area while encompassing the service campuses. educational or hospitals, centers, major be could shopping of downtown east and center. areas north dense For example, very the of the outside demand transit substantial of generating capable ment develop of dense are pockets States, United there the real in cities most as in off, though drops you move areas, core density the As away from commercial and residential and surround areas.campus area, university’s alarge or imagine business core amajor downtown proximity; close are in region, many of the where people parts densest are the places brown area. each darkest in The encountered be could that of use land type the illustrates legend density The development. of densities different indicate of brown shades image, this In different core. city the from distances at different towns other core, downtown serveral with dense large, very tional city, 41. Figure in shown a around centered region urban isan This we’veTo of tradeoff, this afic created outcomes general the illustrate to UTA’s of changes types different produce could future the in network. today or balance of service the to shift decisions and networks, different very goal coverage produces goal the or ridership Planning the either for onedesignedforhighcoverage? than How doesanetworkdesignedforhighridershiplookdifferent JARRETT WALKER +

ASSOCIATES - - - - A fictional city 41:Figure Afictional Service Choices Report Choices Service UTA Service Choices UTA Service | 36 |

3 Key Questions Planning for either the ridership or coverage goal produces different transit networks transit different produces goal coverage or ridership the either for Planning 42: Figure very often. Most routes in the coverage network come only ever only come or 30 network coverage the in routes Most often. very areacity, come of the developed of none them whole but the almost to coverage, maximize solely designed many serve routes network the In at all. service have palces no transit low-density region, most but areas the in dense to other are extended Afew routes venient service. con frequent, places, providing very density highest the in concentrated all are routes almost high for ridership, solely designed network the In page. previous the on shown city fictional the high for serving coverage designed anetwork and highfor ridership designed network atransit between difference the 42Figure illustrates JARRETT WALKER +

ASSOCIATES - various dense regional centers. dense various to the service high area, frequency provides also but service of the parts UTA’s in case the not all) dense (but most covers which network, existing This is purposes. coverage limited specific more for times, and quencies at lower fre run which are high, others and productivity and ridership which on routes long-span frequent, have agencies direct, some transit Most goals. of these either on solely focuses agency transit public No core. downtown of the east corridor densest the minutes,60 save serving route one for - Service Choices Report Choices Service UTA Service Choices UTA Service | 37 |

3 Key Questions Perhaps today’s ridership-coverage balance in each business unit is right unit isright business balance each in Perhaps today’s ridership-coverage live. they where region of the part balance the in the on opinion their about people will ask consultation of stakeholder this, and public Because spectrum. ridership-coverage the balance on the of shifting implications as are the isquite different, units business three of of the each design network The coverage. 40% ridership, 60% to iscloser number this County), Tooele (Utah southern Counties) and 70% and coverage, (Salt and Lake central ridership while the in 30% approximately to be Davis, split the Box and Elder counties,we estimate of Weber, region, comprised northern the In UTA service. operates which in regions different the 45% across coverage, substantially varies it 55% approximately to be ridership, network whole the across services coverage-goal and ridership between split the that weWhile estimate geographically. answered and asked be For UTA, must question this purposes. other for provided is being it that suggesting low-ridership, predictably 45% goal. only other The has its were ridership maximizing if wouldbe it as 55% UTA isdesigned about that existing of the estimate network bus of UTA’s each in service of bus purposes We regions. geographic three coverage and ridership between split existing the shows 43 Figure planning. future its in question this handle how might they about public the goals, to hear and from these balances how currently it to about think UTA for staff opportunity isan project This isunstated. goals, even percentage the if these pursuing budget of its percentage acertain spends agency one. of each Every pursuit in spent be should that budget route fixed of a percentage the is to define goals coverage and ridership between way conflict toOne manage the of community. a needs relates and values that to one the but question, isnotThis atechnical service, useful most the UTA’s on of much spent How be should budget to set: help can community the no” that sliding scale on as apoint decision, but not choice this as binary, about think “yes-or- people that We suggest Decision Making the coverage? providing spent be should ridership? high How of much pursuit in JARRETT WALKER +

ASSOCIATES UTA existing services’ ridership and coverage purpose coverage and ridership services’ UTA 43: existing Figure service in communities that currently are only served during rush hours hours rush during are served only currently that communities in service all-day provide and network, have transit to the no access currently that counties contributing the to within places service extend instead into fewer, It would routes. service notwould frequent concentrate more UTA for network a high-coverage to prioritize designed plan A network transfer.single quick a with that on grid mobility grid, and provide everywhere-to-everywhere afrequent to operate make would This possible it weekend service. better with over spans, longer higher frequencies, with but routes, have would fewer total higher for ridership designed plan A network play routes plan. that in quency of high-fre arole how much will Plan. determine turn in This Network Draft the for service coverage-focused and balance of ridership the will decide by results, their informed be and of efforts all engagement UTAThe of close Board Trustees’ the will after decision, taken which be of process. this as part to discuss stakeholders and public the for aquestion coverage—is wider towards or higher ridership towards of shift—either that direction The emphasis. in will value ashift community the future, perhaps or the for Are UTA’sAre or coverage ridership on the focused goal? services existing 100% Ridership 0% Coverage Southern UTASouthern RegionBusServices Central UTA RegionBusServices 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 UTA Eisting All - in places where high-ridership service would not would go. service high-ridership where places in are located who choices, and few other with to people option portation providing atrans of transit: function service social the call often people these, of can’twho drive”, first The people for “access what about is Transportation forPeopleWho Can’t Options Drive focus. is the goal coverage which upon depending different will very look component plan’s so. to it do anetwork But, coverage provide, directs public the if can network transit the that valuable functions and are important them all but of high ridership, to generate expected be can are goals that planning. of these None focused coverage through served be can that of transit social objectives are There manycoverage service. important of purpose the isabout process this in question critical second The be? priorities our should we coverage When run what service, or occasionally. 75% Coverage 25% Ridership 7% Duplication 30% Ridership,63%Coverage (Davis, BoxElder, Weber Counties) Region Northern Coverage Service Choices Report Choices Service 100% Coverage UTA Service Choices UTA Service 0% Ridership | 38 | -

3 Key Questions to be there early, there to be are many isavailable there it that people, before so transit want often of new neighborhoods Developers future. the in ership to develop high away in rid will that generate are expected that places today in service atransit Offering future. the isabout reason last The FutureSupporting Development services. paratransit UTA which area within complementary to isobligated provide the stop, potentially also and expanding near atransit of people number overall the area coverage and of expanding wouldhaveThis impact the low. very were as near even to as possible, as many frequencies if people get lines to efficient most the to draw density. It wouldseek population on only focused goal wouldbe this around designed plan A service goal. this to meet designed of network success of the outcome ameasurable wouldbe That stop. UTA’s within residents 1/2 are within counties contributing mile of abus 85% that to ensure of all to try designed be could For example, services to goal. this response in standard coverage manya and define minimum agencies services, coverage for argument common of home. their second isthe This distance walking reasonable a useful), within isvery service that of whether (regardless to service access of direct how many terms isin people are distributed resources of way One transit of public evaluating return. in how fairly service some into UTA pays taxes who Everyone expect reasonably could Some ServiceforEveryoneWhoPays goal. only the were ridership transit maximizing if served be not would that otherwise places in located destinations other and facilities, service social disabilities, with people for workshops sheltered lower-income people, like households, places zero-vehicle and facilities, senior-living and of seniors density to the responding drive. includes This can’t who people for goal of providing access the around designed is means that That aplan places. those targeting services design and needs, mobility critical with associated most factors the identify goal would this on focused network acoverage for process design The network. transit of the rest into the integrated efficiently areas are more that to higher-density compared however service the fewer woulduse service, the need people some are where efficiently. These all places serve to transit for are difficult that environments in have to that buildfacilities agencies chosen service social or colleges like community destinations are low,rates important or areas, lower-income isolated vehicle where ownership communities rural or like sites include suburban could in This living communities senior JARRETT WALKER +

ASSOCIATES - much input from the public as possible. public the from input much by as of Trustees to isable make Board informed the that adecision so to UTA’s alland presented and of material this will summarized be Board agencies, convened partner by committees and officials to elected made will be presentations Separate spring. later the in events open-house of anumber here, with will complemented which be described choices two 2019 early in the on online an survey will open focused specifically UTA will questions. have officials these chance on to a weighin elected regional and public, the stakeholders of project, this phase next the In StepsNext likely to occur with or without transit service. service. transit likely without or with to occur UTA where places to believe reason is serve development has that good must development future Transit development. future meant to support potential or of planned indicators other capacity, zoned and unbuilt data, like Wasatch market Choice activity 2050,documents real estate from arising projections to occur. use land future include could That islikely development that where on to information response in designed wouldbe development future to support intended plan A service employees or there. residents are enough there until service move jobs and in. isalow-ridership This as people right Service Choices Report Choices Service UTA Service Choices UTA Service | 39 |

3 Key Questions Glossary

JARRETT WALKER + ASSOCIATES Service Choices Report UTA Service Choices | 40 Fixed route transit route Fixed Feeder recovery Farebox Express Duplication Dial-a-ride hours Deadhead Coverage Connection Circulator UnitBusiness (BRT) Rapid TransistBus road Arterial Access JARRETT different routes for each vehicle trip, as they serve different customers and their trips. their and customers different vehicle each for trip, routes as serve they different follow may always often or service demand-responsive and paratransit route. contrast, In predictable same the on isoperated that service any transit describes transit route Fixed convenient ismore transferring that so pulse sometimes feeders route. into aradial Low-frequency feeds or connects that route A local fares. isrecovered through route’s or cost operating network system, transit of of a how much as apercentage) expressed (typically isameasure Farebox recovery a rapid. called commonly ismore that though speeds, overall and faster spacing stop wide with aroute to describe used be also It can segment. non-stop along with a route describes often It most to transit. have applied of meanings when can arange Express ahigherules to provide level of frequency. sched coordinating without of destinations, set same the between or corridor same the along similar provide services routes multiple where network of atransit A characteristic aday advance, in over booking phone. usually the requires service, response Demand route. another on of beginning atrip the and route one on of atrip end the between or of revenue end or service, start the and garage the between avehicle time The spends coverage. to estimate order in made be mile—must 1/4 from ranging to 1/2 service—often will walk to agiven people transit how far about assumption An service. of transit distance acertain are within that of jobs proportion the or of people space, proportion the of geographic amount to refer the can Coverage trip. vehicles to make transit a two uses aperson place when takes transfer or A connection as loops. areas, high however, demand serve to and referred are generally high or frequency speed high offer that routes transit circular Large downtown. operated acirculatorplaces isalso some shape. in circular In often are so result that travel paths the area, because density to coverage alow- transit provides that aservice to describe used Circulator isoften County. Utah of unit consists business region, of Timpanogos the Tooele the part souther County. the In and County Salt Lake unit includes region, business Salt Lake fthe the parto central the Weber, unit includes region, of Ogden Mt. the the Davispart Box In and Elder counties. UTA’s areas: northern the in administrative geographic are organized into three services lanes. jump queue and signal improved stops/stations, priority, transit as exclusive lanes, such of infrastructure adegree incoporating typically modes, transit rail-based with comparable capacity and speed providing enhanced transit Bus-based road. through A high-capacity “budget,”travel-time amap. on summarized and assumed some on based anetwork, in points many for calculated starting isoften Access walking. and by transit location astarting from reachable residents or of jobs number The WALKER +

ASSOCIATES - One-seat-ride Database National Transit share Mode Mobility Microtransit Longline Layover use Land Isochrone Investment Headway Network Grid Frequency A trip that requires boarding only one transit vehicle (no transfers). transit one only boarding requires that A trip www.transit.dot.gov/ntd/ the NTD each year.to data https://performance financial and to submit size are required agency. of a certain Agencies transit to each U.S. specific the in information and transit about information of general National clearinghouse TransitThe isafederal Database trips. commute for reported generally U.S. (e.g. the in mode information is traveling. for share walking, Mode driving) transit, aparticular uses that of apopulation percentage the for term isatechnical share Mode islow.slow).or is access and high places, mobility In other isdifficult distances traveling long (because at or all) low mobility and far travelling very without needs their nearby. have needs (theytheir places, all to people are able meet high some of access In meet can people to which extent the describes which access, from to place. It isdistinct move place can from people which with ease the to express used isgenerally Mobility application. asmartphone using often booking, day by instant or same usually distinguished service, response Demand “shortline.” the iscalled segment inner The segment. outer the plus segment inner isthe length travel, route that its and “longline,” the called on buses that path longest longline isthe the technically though isoften outer, segment The point. turnaround less-frequent to distant amore on continue while others back, come and around turn buses some segment, inner of the At end the segment. outer frequent aless and segment inner have routes Some frequent amore schedule. isbehind abus even when time, skipped layover be cannot sometimes time Unlike revenue in hours. Usually recovery included trips. between breaks driver for Time take place. use to its changes before long ings build and uses zoning, existing from may as land under rezoned be isdistinct use Land specific. very or general be can descriptions use residential. Land multi-family or industrial as commercial, example for way used, of isbeing aparcel the land describes use Land by or of walking. time,amount transit using acertain in alocation, from go can to help visualize someone where illustration An relative service. of ameasure the level capita, of transit per revenue or hours Service headway.” 15 to every have said comes that be minutes a“15 can Aservice frequency. for minute term transit at astop, technical amore trips successive between time isthe Headway location. traveling to acentral are people most where networks, to radial as opposed centers, many with places activity for suited are best all over city. networks the Grid intersect that of routes A network isheadway.quency.” frequency for term technical Amore 15 every comes abus minutes where has “15minutes, i.e. service atransit minute fre in expressed isoften Frequency trips. transit succeeding between interval time The Service Choices Report Choices Service UTA Service Choices UTA Service | 41 | - -

Glossary Shortline Ridership Ride check Revenue hours Relevance time Recovery Rapid Radial Pulse Productivity Peak-only Peak Paratransit JARRETT segment is called the “shortline.” the iscalled segment inner The segment. outer the plus segment inner isthe length travel, route that its and “longline,” the on called buses that path longest longline isthe the technically though isoften outer, segment The point. turnaround less-frequent to distant amore on continue while others back, come and around turn buses some segment inner of the At end the segment. outer frequent aless and segment inner have routes Some frequent amore service. transit aparticular or system atransit on taken trips or of boardings number to the informally refers Ridership check. aride called vehicles. It issometimes GPS transit and on devices counters automated by isperformed it increasingly vehicles, though transit on surveyors using performed isoften This information. performance on-time and ridership to collect services their all on of sample regularly agencies National TransitThe transit that requires Database deadhead. excludes revenue. (potentially)and layover time, Usually collecting includes but recovery and public, in available out to passengers spend operator vehicle its and atransit time The serves. it population isto the of ameasure how relevant transit capita, per Boardings on-time. depart can trip next the that so short cut be can time time, recovery to make trips adelay. for up between time Unlike layover,Extra break isadriver’s which speed. overall and faster spacing stop wider with route a describes often It most to transit. have applied of meanings when Rapid can arange network. to agrid downtown). opposed As a (typically point acentral from to go and routes most where design network or A route minimal with waiting. them among may transfer time, passengers same their that the so place at same at the together arrive services transit more or two place when takes A pulse of lines. lines even or individual segments for system, of the asubset system, transit entire an for expressed be can Productivity unit of cost. per served of people number the to describe transit in used isoften productivity word The peaks. travel afternoon and morning the during only operates ispeak-only that service A transit leave school. students and change shifts service However, as once, only many midday in peaks afternoon, or the in travel demand places school. and work travel from to and as people hours, rush afternoon and morning the during level highest of travel demand: absolute typically the day of with the periods The is operating. transit 3/4 within route fixed when all service, times during miletransit transit, route of fixed route fixed using from them prevents that have who to adisability people provided be by U.S. this It isrequired law to Act. Disabilities American’s the with per disabilities, with people travel for curb-to-curb on-demand provides that service isatransit Paratransit WALKER +

ASSOCIATES Vehicle hours Tripper Transit orientation Transfer connectivity Street Span start or end of service (represented by “deadhead (represented of service end or hours”) layover in or time. recovery and start by “revenuethe and (represented garage the revenue service hours”), between driving providing garage, vehicle the whether isaway from atransit which during time The shifts. days work or of school end and start at the run Trippers often hours. at other exists none where service direct to provide or routes, to relieve certain on crowding trippers more or one Transit send often agencies day. each makes that afew only asingle trip or service of transit type isaspecial A tripper alike. lations popu affluent and poor among Transit exist can orientation. of transit orientation degree not appealing, have to do may and automobile an who or is safe have access easy some to transit walking where places in densities, higher activity around are living working or People not acategory. who isaspectrum, orientation transit dependency, transit with As aconnection. called vehicles. often isalso This vehicle between in to make transit one atrip, than more transfer they uses aperson When routing. transit for challenges bicycling), or walking presents and as (such by slower modes trips discourages Lowhave connectivity high connectivity. patterns street grid-like areas with have routes few through low and connectivity; loops or many sacs place’s as that de with cul Areas isdescribe connectivity. points, any two to another, one between connect exist paths multiple and streets to which degree The isoperated. year per aservice and that week of days per number the describe to 6:00 am 11:30 from runs that service have would pm a17.5 also can Span span. hour day, the during operates it e.g. of hours number isthe a service of atransit span The Service Choices Report Choices Service UTA Service Choices UTA Service | 42 | -

Glossary