The map
My comments:
Reducing local bus stop frequency would be a virtue. Fewer stops would mean faster transit and more money to be sent per station, so there is (minimally) someplace to sit, rather than 'a pole in a mud-puddle'. The new places along 200 south have been really nice. Arguably, even local buses should not stop more often than 1/4 a mile. The high-stop density in downtown makes riding a bus across downtown miserable--far faster to bike. The couple of minutes walking the larger number of stops saves a few people is outweighed by the delay is causes people still on the bus. Harm to those with walking difficulties can be mitigated by better bus stops, available seating, and improved walking conditions for sidewalks near bus stops.
Very pleased to see a 200 south connection direct to FrontRunner--getting between the FrontRunner and the U is almost astonishingly difficult. The University connection between main and 400 west has been on the books for decades, without success, and it's a pleasure to see an alternative under consideration. Upgrading an already successful line is a best practice in transit planning.
The new transit centers near the hospitals and at 2nd&7th are welcome. I might suggest the addition of a 'transfer center' at State and 200 East, to take advantage of the connection between the future State BRT/Bus+. I've heard Carl's Junior mooted as a site, or the use of Gallivan center, with a bit of a walk to transfer to Gallivan station. It's a long way to ask people to walk, but might be feasible.
Transit Signal Priority, segments of dedicated lane, and improving stops into level-boarding stations are all welcome and effective improvements. The emphasis on the creation of better bus corridors through ongoing capital spending rather than on high capital cost streetcars is welcome. The mooted continuance of the Sugarhouse streetcar along 1100/900 East (11c) seems more feasible as a bus. Connecting Westminster to Sugarhouse and the TRAX line is a surefire strategy for success.
I applaud avoiding Research Park along the the Foothill BRT/Bus plus (line 12). The lack of a I-215 NE means that some combination of Foothill and 13th East have to handle the traffic demand of a major freeway. Given the difficulty and cost of widening either street, using higher capacity alternative to make more efficient use of limited ROW is an excellent idea.
If a TRAX extension is in the works, a line along 400 West from 200 South to 700 South and eastward to 200 West is suggested. It would require only about a mile of new track, serve Pioneer Park and Pierpont, and free up much needed capacity along the main street line. Much of the median ROW is already preserved, so there would be no need to take traffic lanes. The greatest conflict would be with automobile traffic at 500 and 600 South.
Reducing local bus stop frequency would be a virtue. Fewer stops would mean faster transit and more money to be sent per station, so there is (minimally) someplace to sit, rather than 'a pole in a mud-puddle'. The new places along 200 south have been really nice. Arguably, even local buses should not stop more often than 1/4 a mile. The high-stop density in downtown makes riding a bus across downtown miserable--far faster to bike. The couple of minutes walking the larger number of stops saves a few people is outweighed by the delay is causes people still on the bus. Harm to those with walking difficulties can be mitigated by better bus stops, available seating, and improved walking conditions for sidewalks near bus stops.
Very pleased to see a 200 south connection direct to FrontRunner--getting between the FrontRunner and the U is almost astonishingly difficult. The University connection between main and 400 west has been on the books for decades, without success, and it's a pleasure to see an alternative under consideration. Upgrading an already successful line is a best practice in transit planning.
The new transit centers near the hospitals and at 2nd&7th are welcome. I might suggest the addition of a 'transfer center' at State and 200 East, to take advantage of the connection between the future State BRT/Bus+. I've heard Carl's Junior mooted as a site, or the use of Gallivan center, with a bit of a walk to transfer to Gallivan station. It's a long way to ask people to walk, but might be feasible.
Transit Signal Priority, segments of dedicated lane, and improving stops into level-boarding stations are all welcome and effective improvements. The emphasis on the creation of better bus corridors through ongoing capital spending rather than on high capital cost streetcars is welcome. The mooted continuance of the Sugarhouse streetcar along 1100/900 East (11c) seems more feasible as a bus. Connecting Westminster to Sugarhouse and the TRAX line is a surefire strategy for success.
I applaud avoiding Research Park along the the Foothill BRT/Bus plus (line 12). The lack of a I-215 NE means that some combination of Foothill and 13th East have to handle the traffic demand of a major freeway. Given the difficulty and cost of widening either street, using higher capacity alternative to make more efficient use of limited ROW is an excellent idea.
If a TRAX extension is in the works, a line along 400 West from 200 South to 700 South and eastward to 200 West is suggested. It would require only about a mile of new track, serve Pioneer Park and Pierpont, and free up much needed capacity along the main street line. Much of the median ROW is already preserved, so there would be no need to take traffic lanes. The greatest conflict would be with automobile traffic at 500 and 600 South.