` SHORT RANGE TRANSIT PROGRAM (SRTP) FY 2018-2022 Prepared by: Valley Metro - Regional Public Transportation Authority (RPTA) 101 North First Avenue, Suite 1300 Phoenix, AZ 85003 April 20, 2017 i ` Table of Contents Executive Summary ...................................................................................................... 1 1.0 Introduction ............................................................................................................. 1 1.1 SRTP Overview .................................................................................................... 1 1.2 Strategic Plan Alignment ..................................................................................... 2 1.3 New SRTP Process .............................................................................................. 3 2.0 Region Overview ..................................................................................................... 4 2.1 Current Fixed-Route Transit Rider Demographics ........................................... 4 2.2 Current and Projected Population and Employment Density .......................... 5 2.3 Transit Influencers ............................................................................................... 7 2.4 Agency Structure and Regional Coordination .................................................. 8 2.5 Transit Funding in the Region ............................................................................ 9 3.0 System and Service Overview ............................................................................. 11 3.1 Existing System ................................................................................................. 11 3.2 Existing Service ................................................................................................. 20 3.3 Bi-annual Service Change Process (Next Steps) ............................................ 26 4.0 SRTP Annual Update Process.............................................................................. 28 4.1 Process Overview .............................................................................................. 28 4.2 Guiding Principles ............................................................................................. 29 4.3 Fleet Prioritization .............................................................................................. 34 5.0 FY18-22 SRTP Performance Analysis ................................................................. 36 6.0 FY18-22 SRTP ........................................................................................................ 41 7.0 Appendix .................................................................................................................. 1 ii ` List of Tables Table 1: Valley Metro Service Overview ....................................................................................................... 1 Table 2: Funding Structure.......................................................................................................................... 10 Table 3: Park-and-Rides (October 2016) .................................................................................................... 17 Table 4: Additional Transportation Demand Management Programs ........................................................ 19 Table 5: Transit Service Types ................................................................................................................... 20 Table 6: Minimum Service Standards by Transit Service Type .................................................................. 21 Table 7: Minimum Stop Spacing by Transit Service Type8 ......................................................................... 21 Table 8: Number of Trips on Express/RAPID Commuter Routes (October 2016) ..................................... 25 Table 9: Existing Bus Fleet Inventory* (June 2016) .................................................................................... 26 Table 10: SRTP Guiding Principles ............................................................................................................ 29 Table 11: Methodology for Projecting Average Daily Boardings per Revenue Mile ................................... 32 Table 12: 12-Level Prioritization Process for Existing Fleet (Production Years) ........................................ 34 Table 13: Prioritization Process for Expansion Fleet (Development Years) ............................................... 35 Table 14: Routes in the Bottom and Top Quartile Ranking for FY16 ......................................................... 37 Table 15: FY18 SRTP Service Change Concepts ...................................................................................... 42 Table 16: FY19 SRTP Service Change Concepts ...................................................................................... 43 Table 17: FY20 SRTP Service Change Concepts ...................................................................................... 44 Table 18: FY21 SRTP Service Change Concepts ...................................................................................... 45 Table 19: FY22 SRTP Service Change Concepts ...................................................................................... 46 Table 20: Service Change Concepts for Routes in the Bottom Quartile ...................................................... 1 Table 21: Service Change Concepts for Routes in the Top Quartile ............................................................ 2 List of Figures Figure 1: 2015 System-Wide Fixed-Route Rider Profile ............................................................................... 4 Figure 2: MAG’s Population and Employment Density Projections .............................................................. 6 Figure 3: Transit Continuum and Influencers ................................................................................................ 7 Figure 4: System Map ................................................................................................................................. 12 Figure 5: Express, RAPID and Limited Routes (October 2016) ................................................................. 13 Figure 6: Neighborhood Circulator Routes (October 2016) ........................................................................ 14 Figure 7: Transit Centers and Other Bus Boarding Areas 1 (October 2016) .............................................. 15 Figure 8: Transit Centers and Other Bus Boarding Areas 2 (October 2016) .............................................. 16 Figure 9: Weekday Best Frequency and Span for Circulator Routes (October 2016)................................ 23 Figure 10: Weekday Best Frequency and Span for Local/Key Local Routes (October 2016) ................... 24 Figure 11: Service Change Tasks (October 2016) ..................................................................................... 27 Figure 12: Diagram of SRTP Process Overview ........................................................................................ 28 Figure 13: Performance Thresholds Diagram ............................................................................................. 30 Figure 14: Key Local Routes in the Top and Bottom Quartile for FY16 ..................................................... 38 Figure 15: Local Routes in the Top and Bottom Quartile for FY16 ............................................................. 39 Figure 16: Express/RAPID Routes in the Top and Bottom Quartile for FY16 ............................................ 40 Figure 17: FY14-16 Quartile Trends for Key Local and Express/RAPID Routes ......................................... 3 Figure 18: FY14-16 Quartile Trends for Local Routes .................................................................................. 4 iii ` Executive Summary The Short Range Transit Program (SRTP) identifies transit service change concepts for the next five years and builds upon previous and ongoing Valley Metro efforts. The SRTP identifies regional and local fixed-route service change concepts regardless of funding source (e.g. regional or local). The SRTP currently focuses on fixed-route bus operations, but in the future the SRTP may incorporate other capital improvements, such as bus stop enhancements, park-and-ride facilities and vanpool fleet. The SRTP is based on input submitted by individual member agencies, as well as concepts developed by Valley Metro staff in conjunction with the Board-approved Transit Standards and Performance Measures (TSPM). The SRTP serves as input for processes such as the Transit Life Cycle Program (TLCP), Fleet Management Plan (FMP), bi-annual service changes and the Transportation Improvement Program (TIP). The SRTP addresses three goals in the Valley Metro Board FY16-20 Strategic Plan:    Goal 1: Advance performance-based operations o Tactic A: Operate an effective, reliable, high-performing transit system Goal 2: Grow transit ridership o Tactic A: Expand and improve transit services to reach new markets Goal 3: Focus on economic development, regional competitiveness and financial resources o Tactic B: Pursue all available funding opportunities for transit projects and services The SRTP is a five-year program updated annually. The goals for the annual update process are to re-evaluate the existing concepts, analyze new concepts requested for inclusion and update the implementation order for all concepts residing in the SRTP. The SRTP is divided into two planning phases: Production Years (first two years) and Development Years (last three years). Service change concepts programmed in the Production Years have committed funding and an implementation schedule. Service change concepts under Development Years may require further analysis and discussion. The SRTP analyzes all potential regionally funded service change concepts through a set of guiding principles and member agency feedback. Input from member agencies is continuous and also occurs during monthly Service Planning Working Group meetings and the annual subregional SRTP update meetings held in the fall/winter. During the update process, recommendations for regionally funded service is shared with the TLCP working group and analysis for locally funded service is shared with member agencies. Based on feedback from these groups, revisions to the SRTP may be needed. Given financial realities and time for procurement of new vehicles, a fleet prioritization process is used to revise the SRTP if concepts require more vehicles than what is available. Short Range Transit Program (SRTP) FY18-22 ES-1 April 2017 ` Motivated by both federal and state government requirements, Valley Metro initiated a separate process to establish transit standards and performance measures (TSPM) ending in 2016 with involvement by member agencies and a peer agency panel. The purpose of TSPM was to continue to move towards a performance-based planning and programming approach. Overall, TSPM is used as a framework for the annual SRTP update process. As part of the guiding principles, analysis of both existing and future performance are a key component of the SRTP annual update process. As shown graphically by Figure ES1 below, performance thresholds of existing service are analyzed based on comparison to other services of the same type in the system and grouped into quartiles. For the SRTP, both the bottom quartile and top quartile are given priority in order to improve service. Figure ES-1: Performance Thresholds Diagram Ultimately, the list of proposed service change concepts for fixed-route bus services are used as a blueprint for the bi-annual service changes that occur in April and October. Service change concepts in the Production Years of the SRTP will serve as an input into not only the annual TLCP updates, but also the bi-annual service change process. During the biannual service change process, Valley Metro performs any actions necessary for public outreach, Title VI impacts, accessibility and feedback from the Valley Metro Accessibility Advisory Group (VMAAG), further analysis and adjustment of affected transit service operating contracts and Intergovernmental Agreements with member agencies. Following the aforementioned process and feedback by the Service Planning Working Group (SPWG), the proposed biannual service changes are brought before the Board for action. The FY18-22 SRTP contains various service change concepts from funding changes to new routes. Please refer to Section 6.0 of this report for the list of proposed concepts by fiscal year. Short Range Transit Program (SRTP) FY18-22 ES-2 April 2017 ` 1.0 Introduction 1.1 SRTP Overview Valley Metro RPTA is the regional public transportation agency providing coordinated, multi-modal transit options to residents of greater Phoenix, along with its regional partners under the brand name of Valley Metro. With a core mission of advancing a network of transit services, Valley Metro plans, develops and operates the regional bus and light rail systems and alternative transportation programs for commuters, seniors and people with disabilities (See Table 1 below). Table 1: Valley Metro Service Overview Service Brief Description Light Rail Rail line providing high-capacity transit service for major centers currently in parts of Phoenix, Tempe and Mesa. Local and Key Local Bus Service Bus routes serving stops along major streets in the metropolitan area, e.g. Route 29 Thomas Rd, Route 72 Scottsdale/Rural Rd, etc. Express/RAPID Commuter Bus Service Bus routes serving peak commute times and major centers, currently morning and afternoon peak travel to Downtown Phoenix Neighborhood Circulator Bus Service Short bus routes serving local areas often traveling through neighborhoods, e.g. Tempe Orbits, Mesa Downtown BUZZ, etc. Limited Stop Peak Bus Service Bus routes serving a limited number of stops for increased travel speed during peak service, currently the Grand Avenue Limited route. Rural Route Bus Service Long bus routes connecting rural areas to urban services, currently Route 685 connecting Ajo, Gila Bend, and the Phoenix metro area. Paratransit Service Service that offer either curb-to-curb or door-to-door shared-ride pre-arranged public transportation mainly for people with disabilities who are unable to use the fixed-route transit system. RideChoice Taxi services intended for seniors and people with disabilities Vanpool Program Valley Metro vans for qualifying groups of 6-15 commuters, who share the responsibility and cost of operating the van. ShareTheRide An online bike, carpool and vanpool ride matching system to allow commuters to quickly and securely find a ride match. Maricopa County Travel Reduction Program Marketing and Communications Assistance to local businesses to help them meet the requirements of the Maricopa County Travel Reduction Program. Services provided include training, education, technical assistance and consultation. In fiscal year (FY) 2016, Valley Metro provided about 46.9 million miles of service on light rail, bus, paratransit and vanpool supporting nearly 69.6 million trips in the Phoenix metropolitan area. The bus system alone accounted for 74.4% of those annual trips with about 1.4 million bus trips supporting bicyclists and 313,000 bus trips supporting people using wheelchairs. In addition as of December 2016, there were 46,828 active users on ShareTheRide taking alternative modes of transportation. Short Range Transit Program (SRTP) FY18-22 1 April 2017 ` The Short Range Transit Program (SRTP) is a five-year program with the purpose of identifying an implementation order for regionally and locally funded fixed-route service change concepts. The SRTP is a living program that is updated annually and based on ongoing discussion and analysis. The SRTP currently focuses on fixed-route bus operations. In the future the SRTP may incorporate other capital improvements, such as bus stop enhancements, park-and-ride facilities and vanpool fleet. Service change concepts in the SRTP can be funding re-allocations, route extensions, route modifications, route reductions, service additions, service eliminations, frequency changes, and span changes. Service change concepts can apply to an entire route, but can also apply to specific route segments. Concepts are developed through a number of planning efforts including coordination with member agencies, adherence to the Regional Transportation Plan (RTP) and local or sub-regional studies. The SRTP is separated into two planning phases. The first two years are referred to as the Production Years and concepts programmed in this phase have committed funding. The last three years are referred to as the Development Years and concepts programmed in this phase need funding and/or further analysis and discussion. The SRTP supports the Transit Life Cycle Program (TLCP) and Fleet Management Plan (FMP) in an iterative and dynamic update process by identifying the financial feasibility and logistics of the SRTP concepts. Other outputs from the SRTP are future capital needs and updates to the Transportation Improvement Program (TIP). Throughout the annual update process to the SRTP, service change concepts are evaluated using the framework of Transit Standards and Performance Measures (TSPM), which was adopted in its final phase by the Regional Public Transportation Authority Board of Directors (Board) in 2016. The final SRTP outputs are often manifested in the bi-annual service change process that eventually goes before the Board and/or individual city councils. 1.2 Strategic Plan Alignment The SRTP adheres to previously agreed upon policies, such as those found in the TLCP, and also adheres to the agency’s strategic plan. The SRTP addresses three goals in the Valley Metro Board FY16-20 Strategic Plan:  Goal 1: Advance performance based operations o Tactic A: Operate an effective, reliable, high-performing transit system  Goal 2: Grow transit ridership o Tactic A: Expand and improve transit services to reach new markets  Goal 3: Focus on economic development, regional competitiveness and financial resources o Tactic B: Pursue all available funding opportunities for transit projects and services Short Range Transit Program (SRTP) FY18-22 2 April 2017 ` 1.3 New SRTP Process The annual update process to the SRTP has changed since 2012, which was the last year using the older process. Only the new process will be described in this report. Motivated by both federal and state government requirements, Valley Metro initiated a separate process from 2013 to 2016 with member agencies and a peer agency panel to establish transit standards and performance measures (TSPM). The purpose of TSPM was to continue to move towards a performance-based planning and programming approach. The efforts to establish TSPM were completed in three phases which were documented in three separate reports. Upon initial completion of these efforts in FY16, TSPM has since been integrated into the new annual update process to the SRTP as a framework for evaluating and prioritizing service change concepts. Major items identified through the efforts of TSPM include the following:    Service Provision Goals o Service Provision Objectives (Phase I) o Descriptions of Service Types (Phase I) o Performance Measures and Planning Tools (Phase I/II) o Performance Thresholds/Quartiles (Phase I/II) Service Standards o Minimum Level of Service Standards (Phase I) o New Service Implementation Standards (Phase II) o Route Deviation Standards (Phase III) o Route Duplication Standards (Phase III) o Revenue Service End of Line Vehicle Turnaround Standards (Phase III) Service Processes and Applications o Principles for the Application of TSPM (Phase II) o Performance Improvement Actions (Phase I/II) o Bi-annual Service Change Process (Phase I/II/III) o Regional Bus Fleet Prioritization Process (Phase III) Short Range Transit Program (SRTP) FY18-22 3 April 2017 ` 2.0 Region Overview 2.1 Current Fixed-Route Transit Rider Demographics System-wide rider demographics are helpful in order to establish a baseline to understand, communicate, and eventually address the current and future needs of transit passengers. However, the actual rider demographic in a community can change over time and often vary from the system’s typical rider, and overall it is crucial to promote diversity, rather than specialization, of the markets in which transit serves.1 Valley Metro conducted a system-wide fixed-route transit on-board Origin and Destination Survey in 2015 in order to gather updated travel behavior and rider demographics from current transit passengers on both light rail and bus routes. The survey is conducted typically every three to four years or around the time of significant changes to the system, such as light rail extensions. Figure 1 below, is a snapshot of a typical rider in the region. Figure 1: 2015 System-Wide Fixed-Route Rider Profile2 1 2 Jarrett Walker’s Human Transit Blog, Explainer: The Transit Ridership Recipe. Figure from the 2014-2015 Valley Metro Onboard Survey. Short Range Transit Program (SRTP) FY18-22 4 April 2017 ` 2.2 Current and Projected Population and Employment Density The region’s population and employment are important factors to consider when understanding the needs of current and future transit passengers; however, for transit and, more specifically, for fixed-route bus services, population density and employment density are more important. Transit is typically most effective when it serves areas that are highly concentrated with people and jobs where other forms of transportation might not suffice due to both limited space and high demand for mobility. These highly concentrated areas are most notably downtowns, places with higher education, commercial areas, etc. While growth on the outer ring of urban development can be significant, if the development is not concentrated and/or is isolated, then services such as vanpool may be the most appropriate mobility option. The Phoenix metropolitan area lies within Maricopa County. The maps in Figure 2 below are adopted from the Socioeconomic Projections Documentation (June 2016) from the Maricopa Association of Governments (MAG). The maps in this figure give a more detailed story of where the projected future population density and employment density may occur given current knowledge of the region. The baseline for these maps is 2015, which is shown by the maps on the left. Areas in the region projected to experience growth in population density and employment density can be identified by comparing the maps in the middle and on the right to the 2015 baseline on the left. Short Range Transit Program (SRTP) FY18-22 5 April 2017 ` Figure 2: MAG’s Population and Employment Density Projections3 Legends 2015 2020 Projections 2030 Projections Population Density Employment Density Figures adopted from Maricopa Association of Governments’ (MAG’s) Socioeconomic Projections Documentation (June 2016). For more information please visit MAG’s website. 3 Short Range Transit Program (SRTP) FY18-22 6 April 2017 ` 2.3 Transit Influencers Population and employment density are not the only factors that influence the attractiveness of transit. Other major transit influencers are those factors that help determine whether transit takes people where and when they want to go, is a good use of people’s time and money, respects people (safety, security, amenity, courtesy, cleanliness, etc.), is reliable, and ultimately gives people the freedom to change their plans.4 Both the right location of a transit line, or a development, and the frequency of service address a significant number of these demands. Understanding multiple transit influencers can help prioritize service change concepts for future updates to the SRTP. A region’s perception and attitude toward shared space can influence the attractiveness of transit. An area with a denser living arrangement and/or with multiple places of interest located nearby, may be best served when people choose to share more space while traveling. One way to help foster this transit culture is by incentivizing low-risk introductions to transit during sporting events, art events, other community events, etc. during which people have the opportunity to continue to meet other travelers in the area. Figure 3 below shows a generalized transit continuum on the left and a list of major transit influencers on the right. The purpose of the transit continuum is to help areas understand where they are currently positioned on the continuum and steps along the continuum needed to advance to another level by addressing transit influencers. Transit Influencers • Connectivity & Accessibility • Land Use • Neighborhood Design • Quality of Service • Gas Prices • Cultural Shifts • Density • Availability of Travel Choices • Rider Market • Transportation Demand Management (TDM) Strategies • Destinations • Federal Regulations • Frequency and Service Speed Figure 3: Transit Continuum and Influencers 4 Jarrett Walker’s Human Transit Blog, outtake: on endearing-but-useless transit. Short Range Transit Program (SRTP) FY18-22 7 April 2017 ` 2.4 Agency Structure and Regional Coordination Valley Metro’s vision is to be a partner in connecting communities and building a vibrant, sustainable region, with a mission to provide customers with a safe, efficient and reliable total transit network. The name Valley Metro has been used since 1993 as the identity for the regional transit system in the Phoenix metropolitan area. Neighborhood circulator bus services often use alternative identities, such as Orbits in Tempe, ZOOM in Avondale, Downtown BUZZ in Mesa, etc. The Valley Metro name is useful when communicating with passengers and the public as well as unifying the region under an easily recognized identity. Current representation on the Valley Metro RPTA Board include Maricopa County and the cities and towns listed below: West Valley Central Valley East Valley Avondale Buckeye El Mirage Glendale Goodyear Peoria Surprise Wickenburg Phoenix Chandler Gilbert Mesa Scottsdale Tempe For SRTP planning purposes, the region is grouped into three main sub-regions: West Valley, Central Valley, and East Valley. Planning for future travel by coordinating with members in these sub-regions is effective to provide passengers with an efficient regional transit system. The region’s bus system is delivered by two primary providers, Phoenix and Valley Metro directly, and two secondary providers, Scottsdale and Glendale. Phoenix-operated routes include RAPID commuter and neighborhood circulator bus services as well as local and key local bus services. While routes directly operated by Valley Metro include local and key local bus services in the East and Central Valley as well as Express commuter bus services in the East and West Valley, the Grand Avenue Limited route, rural route bus services, and a number of different neighborhood circulator bus services. Scottsdale and Glendale directly operate their brand of neighborhood circulator bus services. Lastly, each provider may have a number of private contractors that help operate and maintain the bus system on a daily basis. Short Range Transit Program (SRTP) FY18-22 8 April 2017 ` 2.5 Transit Funding in the Region Financial support in the Phoenix metro area for public transportation is provided through multiple regional, local, state, and federal funding sources as well as passenger fares, advertising revenue and general city as summarized in Table 2 on the next page. Regional funding for public transportation is often referred to as Proposition 400 dollars, TLCP dollars, the public transportation fund (PTF), etc. These references are to the Maricopa County half-cent sales tax passed through Proposition 400, a third of which goes to the public transportation fund, with a portion for bus and another for rail. However, regional funding also come from the Regional Area Road Fund (RARF) as briefly described in Table 2. (See the TLCP report for more information). Local funding sources including municipal general funds and local sales tax collections, specifically for transit or not, also contribute towards fulfilling elements of the regional transit system. Regional and local funds are combined to fund entire routes or specific route segments and can be used for either operational or capital purposes. Fares paid by passengers contribute significantly to the operational funding of transit services in the region. Overall, funding for public transportation comes from a variety of sources that are often dynamic over time or may have a limited lifetime. Some sources are dedicated solely to transportation and transit, so funding projections can be more reliable; however, the future of funding from other sources, including grant funds and general funds, can experience wide variability and remains uncertain. As a result, the SRTP is intended to be flexible in order to accommodate change, especially in the later years of the five-year program. Projects may be shifted from one year to another or eliminated completely, depending on the availability of funding for transit programs. While every attempt has been made to present a transit program of reasonable expectations, realization of future plans and projects is entirely subject to future appropriations by local, state, and federal governments. Short Range Transit Program (SRTP) FY18-22 9 April 2017 ` Table 2: Funding Structure5 Cities Description Initiative Date Tax Duration 2001 Perpetuity 2001 2002-2023 Local Transit-Related Taxes Avondale Half-cent sales tax for maintaining and improving water, sewers, and streets. Buckeye N/A Chandler N/A El Mirage N/A Fountain Hills N/A Gilbert N/A Glendale Half-cent sales tax for transit and transportation Goodyear N/A Maricopa County See "Regional" Mesa Quality-of-life half-cent sales tax for transit, parks and recreation, and police and fire departments 1998 2008 Peoria Three-tenths cent sales tax increase for transportation projects and services 2005 2005-2025 Phoenix Four-tenths cent sales tax for public transportation and transit. Extension and increase under T2050 to seven-tenths cent sales tax for street improvements and public transportation and transit. 2000/2015 2000-2050 Scottsdale Transportation tax for transit and transportation. 1988 Perpetuity Surprise N/A Tempe Half-cent sales tax for transit. 1996 Perpetuity Tolleson N/A Wickenburg N/A 1985/2004 1985-2026 Regional Half-cent sales tax for Maricopa County to fund freeway construction with a portion, or $5 million per year (inflated annually), as seed money for regional transit administered through Valley Metro Regional Public Transportation Authority. Extension and modification under Proposition 400 remaining at half-cent county-wide sales tax with one-third of for transit, including light rail. Furthermore, the Regional Area Road Fund (RARF) is used by Valley Metro RPTA and MAG and is based on a formula, inflating each year the original $5 million in July 1986. State Lottery revenues from the Arizona Lottery Fund are used to help fund public transportation administered through Valley Metro - Regional Public Transportation Authority and is part of a state implementation plan, as required by the Clean Air Act, to meet the national ambient air quality standards. N/A Perpetuity Federal Moving Ahead for Progress in the 21st Century (MAP-21) and Fixing America's Surface Transportation (FAST) Act. Federal allocations are awarded to the region through multiple federal programs including formula distributions that are based on the region’s population, on-going transit investments and transit system performance and discretionary investments that are awarded on a limited basis. Formula programs are the largest Federal Transit Administration (FTA) programs that support bus and bus facilities. Other Additional funding comes from fares, advertising revenue, and city general funding. 5 See History and Local Funding on Valley Metro’s website for more information. Short Range Transit Program (SRTP) FY18-22 10 April 2017 ` 3.0 System and Service Overview 3.1 Existing System The following section describes the existing system and services. During the preparation of this report, the latest update to the system was in October 2016 and will last until the next major update of April 2017. The system comprises the streets on which routes operate, the stops served by routes, and the vehicles operating the routes as well as parkand-rides and transit centers for transfers and multimodal connections. Fixed-Route Transit The first three figures on the following show Valley Metro’s transit system. Figure 4 is the system map from October 2016 to April 2017, which shows the local (and key local), Express/RAPID, limited stop peak, and rural route bus services. The system map also shows the light rail as well as various transit centers, park-and-rides, and points of interest in the region. Figure 5 is a map of just the Express/RAPID bus service, which is not to scale, in order to give an idea of how communities are connected to centers during peak commute times. Namely in this situation, how park-and-rides in various communities are connected to Downtown Phoenix. In this figure, the Grand Avenue Limited route is shown as well. The last figure, Figure 6, shows the neighborhood circulator bus services in each of the communities. The circulator services help to connect passengers to different local centers in the neighborhoods as well as nearby local bus routes and even the light rail. Facilities: Stations and Stops, Transit Centers, Park-and-Rides Stations and stops are important facilities in the transit system connecting passengers to the vehicles; the Valley Metro service area currently has 7,358 bus stops and 35 light rail stations. The next table and two figures complement the first three figure and give further context to the major transit centers and park-and-rides. Figure 7 and 8 show the different transit centers and the specific locations where passengers can transfer to routes as well as car parking and bike racks/lockers for multimodal trips. The SRTP also serves as a tool to better understand transit center capacity for the future. Table 3 gives a detailed list of the documented car and bike capacities at each park-and-ride to help get an idea of the potential for transfers and connections. Short Range Transit Program (SRTP) FY18-22 11 April 2017 Figure 4: System Map (October 2016) ` Figure 5: Express, RAPID and Limited Routes (October 2016) Short Range Transit Program (SRTP) FY18-22 13 April 2017 ` Figure 6: Neighborhood Circulator Routes (October 2016) Short Range Transit Program (SRTP) FY18-22 14 April 2017 ` Figure 7: Transit Centers and Other Bus Boarding Areas 1 (October 2016) Short Range Transit Program (SRTP) FY18-22 15 April 2017 ` Figure 8: Transit Centers and Other Bus Boarding Areas 2 (October 2016) Short Range Transit Program (SRTP) FY18-22 16 April 2017 ` Table 3: Park-and-Rides (October 2016) Short Range Transit Program (SRTP) FY18-22 17 April 2017 ` Additional Transportation Demand Management Programs Transportation Demand Management (TDM) programs encourage reductions in travel demand within the transportation system. Table 4 lists additional TDM programs offered by Valley Metro. TDM activities generally focus on both improved travel choice and incentives to reduce driving alone. These programs promote alternatives to driving alone, including carpooling, vanpooling, transit, walking and bicycling. TDM also encourages alternative work schedules that reduce trips, including teleworking and compressed work schedules. TDM activities generally focus on commute trips and student trips during peak travel periods. Valley Metro provides TDM support services to employers, commuters and local jurisdictions, including:    Employer assistance. Valley Metro provides assistance with travel reduction plans and programs, technical assistance with the Maricopa County Travel Reduction Program, telework program development, and provides region-wide promotions to encourage use of commute solutions. Commuter assistance. Valley Metro provides commute matching, commuter vanpools, transit support and awareness campaigns. Local jurisdiction support. Valley Metro will consult with and help local jurisdictions design and implement TDM programs. TDM includes strategies to change how, when, and where people travel to improve transportation system efficiency, reduce traffic congestion and pollution, increase safety and mobility, and improve health and fitness through physical activity. Short Range Transit Program (SRTP) FY18-22 18 April 2017 ` Table 4: Additional Transportation Demand Management Programs6 TDM Strategy Maricopa County Travel Reduction Program marketing and communication ShareTheRide Brief Description Valley Metro provides marketing and communication for the Maricopa County Travel Reduction Program (TRP). The TRP affects all employers with 50 or more employees at a single site and encompasses approximately one third of County residents. The goal of the program is to improve air quality by changing commute behavior of employees and students. Employers in the program develop annual plans to reduce single-occupant vehicle (SOV) trips and/or miles traveled, with an overall target of 60% SOV travel rate at each work site. Valley Metro services include training and education, technical assistance and consultation in TRP compliance, assistance with development travel reduction strategies, presentation and events, and assistance with promotion of alternative transportation modes and schedules. ShareTheRide is Valley Metro’s online multimodal trip matching tool for those who live and/or work in Maricopa County. Since 2009, this online tool has connected commuters to a secure online matching program that displays carpooling, vanpooling, transit, bicycling and walking options. ShareTheRide is also the information source to learn how transportation solutions can meet the transportation needs of busy Valley commuters: carpool, vanpool, bus, light rail, bicycle, walking, teleworking and work schedule options.ShareTheRide is offered free of charge for users. In addition to creating commute matches, ShareTheRide manages online contests for alternative mode users, calculates pollution savings from alternative mode use on an individual or custom subsite basis, and also calculates fuel savings and the financial savings associated with alternative mode use. ShareTheRide helps employers in the Maricopa County Travel Reduction Program manage their annual plan incentives online, reducing time and paperwork. Employer representatives can administer custom subsites, obtain reports documenting participation and results, and enter employee information for those without internet access. This tool enables the employers to include online matching services with other travel reduction efforts, monitor employee usage of alternative modes as recorded in the system and facilitate contests as incentives to promote alternative mode usage. The Valley Metro vanpool program began as a 10-month demonstration project in 1987 with funding provided by the Arizona Department of Transportation. The program is unique for public transportation as 100% of the operating costs are funded by user fares. Vanpool Program A vanpool is a group of six to 15 people who live and work near each other who commute together. The Valley Metro vanpool program provides a van and one person volunteers to be the driver. Passengers pay a monthly fare that covers the lease, fuel, maintenance and insurance. Vehicles for Valley Metro’s vanpool program are purchased with federal funding. Valley Metro currently provides 8-, 9-, 12-, 14- and 15passenger vans. Valley Metro owned vans provide vanpool services for commuters who live and/or work in Maricopa County through a contract with v-Ride. v-Ride provides insurance, vehicle maintenance, billing, administration, fleet management and National Transit Database reporting for the program. Valley Metro’s vanpool program is one of the largest in the nation and contributes approximately $3 million annually in NTD value to regional transit (non-vanpool) operations. 6 Clean Air Campaign The Clean Air Campaign is a year-round educational campaign that includes TRP employers and the general public. The campaign encourages behavior to reduce vehicle pollutants – driving less, reducing idling and refueling after dark. Activities emphasize the winter carbon monoxide season and also address ozone and particulates. The annual Clean Air Campaign Awards and Luncheon honors efforts by TRP participants who reduce air pollution & traffic congestion by supporting clear air programs and encouraging transportation alternatives to driving alone. Alternative Mode Education and Encouragement For three decades, Valley Metro has developed, implemented and promoted commute solutions to employers and the general public. Valley Metro’s Commute Solutions team promotes alternatives to driving alone by developing and implementing campaigns and contests, enhancing online resources, increasing the number of retail partners that sell transit fare media, contacting employers and providing regional advocacy for alternative modes and schedules, and by developing materials that educate users on how to implement alternative modes and schedules. Each year, a marketing plan is developed to encourage commuters to seek options to driving alone. Each April, a phone survey is conducted to measure commute mode choice, shifts to and away from SOV use, and to examine opinions regarding transportation, air quality and traffic issues. The survey helps staff determine marketing strategies and measure awareness and effectiveness of Valley Metro Commute Solutions programs and services. See Commute Solutions on Valley Metro’s website and ShareTheRide.com for more information. Short Range Transit Program (SRTP) FY18-22 19 April 2017 ` 3.2 Existing Service The purpose of this section is to describe both what hours of the day and how frequently the bus system is in service. A brief summary of the existing frequency and span as of October 2016 will be provided for high level planning purposes. More specific details of route services are located in the schedules published online and in the transit book. Service Types and Minimum Service Standards Developed from the efforts to establish TSPM, Table 5 summarizes the different fixedroute transit service types provided by Valley. The complementing minimum service standards and stop spacing are given in Table 6 and Table 7 on the following pages. While developing and evaluating service change concepts in the SRTP, these tables should be referenced for bus services that are either fully or partially supported by regional funds. For services entirely locally funded, referencing these tables are encouraged and can help in the communication of service needs to local governing bodies as well as provide passengers with a regionally consistent transit experience. Table 5: Transit Service Types7 Service Type Rural Connector Community Circulator Local Bus Key Local Bus Limited Stop Peak Limited Stop AllDay Commuter Express Light Rail Transit 7 Description Provides rural areas with connections to urban services. Service typically operates in “flex” mode to offer required complementary paratransit service within 0.75 miles of the route alignment. Passenger stops may be fixed by location or offered on a “flag” or “hail” basis. Generally operates in neighborhoods or activity centers (i.e. central business district, historic town center, etc.) providing connectivity to local area resources /amenities, providing area circulation, or connecting to fixed local route service. Routes are typically short in length and may offer circuitous routing to provide direct connections to local area destinations. Passenger stops may be fixed by location or offered on a “flag” or “hail” basis. Traditional fixed-route transit bus service that generally operates on arterial roadways. Except where there is limited development, stops are typically posted on frequent intervals to maximize passenger access. The Valley generally operates on a grid system (north-south/east-west routes) that facilitates transfers to reach destinations. Similar to local bus service, but located in corridors that are expected to meet a higher level of performance based on proximity to transit dependent populations (low-income and low-auto ownership) and demonstrated performance. New local routes should be classified as a local bus, until performance at the Key Local Bus level is demonstrated. Please see an expanded description in the Key Local Bus Qualifications Section in the TSPM Phase I Report. Limited stop peak service generally operates on arterial roadways during peak periods with a limited or infrequent number of stops. The limited stop configuration provides for increased operating speeds. This service type can be operated as an overlay service within a corridor or roadway that is served by one or more other service types. Characterized by limited stop, high frequency, all-day service. Generally operates on arterial roadways with a limited or infrequent number of passenger stops. The limited stop configuration provides for increased operating speeds. This service can be operated as an overlay service within a corridor or roadway that is served by one or more other service types as demonstrated by service-demand studies. Transit service designed to serve commuter markets. Typically operates during peak periods with a limited number of inbound passenger stops (express), connecting residential areas or suburbs/cities with regional employment centers. This service uses park-and-ride facilities as primary inbound passenger access points and freeway high occupancy vehicle lanes (HOV) or other fixed/semi-exclusive guideways where available. A high capacity rail transit technology operating on a fixed or semi-exclusive guideway. Generally serves moderate to high density urban/suburban areas providing connections to regional employment centers and other major activity centers. Table adopted from TSPM. See TSPM Phase I Report on Valley Metro’s website for more information. Short Range Transit Program (SRTP) FY18-22 20 April 2017 ` Table 6: Minimum Service Standards by Transit Service Type8 Service Type Minimum Headway or Daily Trips Minimum Span Weekday / Sat / Sun Minimum Operating Days Dial-a-Ride (ADA) NA ADA service shall be available throughout the same hours and days as fixed-route service Rural Connector 4 trips in / 4 trips out NA Mon – Fri Community/Circulator 30 min 12 hrs / 0 hrs / 0 hrs Mon – Fri Local Bus 30 min* 16 hrs / 14 hrs / 12 hrs Mon – Sun Key Local Bus 15 min peak / 30 min base* 16 hrs / 14 hrs / 12 hrs Mon – Sun Limited Stop Peak 4 trips AM / 4 trips PM NA Mon – Fri Limited Stop All-Day Headways same as LRT 16 hrs / 14 hrs / 12 hrs Mon – Fri Commuter Express 4 trips AM / 4 trips PM NA Mon – Fri Light Rail Transit 12 min peak / 20 min base 18 hrs / 14 hrs / 12 hrs Mon – Sun *60 min early morning and late night service Table 7: Minimum Stop Spacing by Transit Service Type8 Service Type Base* Dial-a-Ride (ADA) NA Rural Connector NA Community/Circulator** ¼ Mile Local Bus ¼ Mile Key Local Bus ¼ Mile Limited Stop Peak 1 Mile Limited Stop All-Day 1 Mile Commuter Express 4 Maximum Inbound Stops Light Rail Transit 1 Mile *There can be stops spaced up to 1/8 of a mile in High Density Areas **Some circulators have flag stops so spacing may vary 8 Tables adopted from TSPM. See TSPM Phase I Report on Valley Metro’s website for more information Short Range Transit Program (SRTP) FY18-22 21 April 2017 ` Typical Service Local/Key Local bus service encompasses the largest single category of transit service provided in the region. This is general local and regional line-haul service operating during weekdays for approximately 18 hours from 5 a.m. to 11 p.m. The exact hours vary by route with some service beginning as early as 4 a.m. and some ending as late as 1:00 a.m. On Saturdays, service hours are from 6 a.m. to 10 p.m., again with variations by route. Service on Sunday generally operates from 6 a.m. to 9 p.m. and is primarily concentrated in Phoenix, Glendale and Tempe with limited service into the communities of Chandler, Mesa and Scottsdale. Recently as of October 2016 with the passage of Phoenix’s T2050, service in Phoenix has expanded to as early as 4 a.m. on weekdays and 5 a.m. on weekends and as late as midnight on weekdays and 10 p.m. on weekends. Neighborhood circulator bus services are confined to small localized areas to connect residents with local business, government buildings, education, and human services, and provide connections to the larger local/key local system. All operate Monday through Saturday with most providing service on Sunday. Weekday hours are generally from 6 a.m. to 9 p.m. with reduced hours or frequency on Sunday. Express routes operate during peak hours weekdays in the peak direction to pick-up passengers at park-and-rides and designated stops in suburban local communities outside of Phoenix and utilize the freeway system to bring passengers to downtown Phoenix with the ability to make connections to the light rail and local/regional system for additional destination points beyond. RAPID routes are City of Phoenix-operated express routes that utilize specialized fleet and specialized stops during peak hours in the peak direction to pick up passengers at park-and-rides (and some limited designated stops) at the outermost parts of the City of Phoenix and utilize the freeway system for the most part to bring passengers to downtown Phoenix. The Grand Avenue Limited operates along Grand Avenue and picks up passengers in the peak direction in the a.m. peak in the cities of Peoria and Glendale, at park-andrides/designated stops on weekdays and drops passengers off at designated stops in or near downtown Phoenix the route operates in the outbound direction during the p.m. peak. Rural route service is an intercity service connecting rural communities with each other and to local businesses, government buildings, education and human services, and provides connections to the larger local/ key local system in Phoenix. Current rural service connects the communities of Ajo, Gila Bend, Buckeye, Goodyear and Avondale ending at the Desert Sky Transit Center in Phoenix with connections to the regional system. The route offers flex stop service with five round trips from 2 a.m. to 10 p.m. Monday through Friday with two round trips on Saturday. Service is also provided during minor holidays. Short Range Transit Program (SRTP) FY18-22 22 April 2017 ` Service Span and Frequency The bus system has both a location and time component. The location component is represented on a map while the time component is contained in the schedules. The following two figures, Figure 9 and Figure 10, attempt to better summarize the time component of the bus system by showing what hours of the day and how frequently the bus system is in service. When coupled with the system map, these figures are intended to give a better holistic understanding of how communities are served. In addition, these figures below provide a rough estimate on whether routes meet and/or exceed the minimum service standard as adopted through TSPM. The labels on the left first show the route descriptions followed by the route number and then a rounded span in hours. The start and end of service are shown by the bars, which are colored by groups of frequency (in minutes) of the route with green being higher frequency and purple being lower frequency. The length of the bars is the span. Figure 9: Weekday Best Frequency and Span for Circulator Routes (October 2016)9 3 AM 6 AM 9 AM Ahwatukee ALEX ALEX | 14h 12 PM 3 PM 6 PM 9 PM 12 AM 3 AM 60 Mesa BUZZ BUZZ | 15h 30 Camelback Road Trolley CAMT | 16h 15 Downtown Area Shuttle DASG | 12h 12 Orbit Earth EART | 18h 15 Flash FLSH | 19h 30 10 Glendale Urban Shuttle GUS 1 GUS1 | 12h 15 30 Glendale Urban Shuttle GUS 2 GUS2 | 9h 30 Glendale Urban Shuttle GUS 3 GUS3 | 9h 60 Orbit Jupiter JUPI | 16h 15 Orbit Mars MARS | 17h 15 Maryvale MARY MARY | 15h 60 Orbit Mercury MERC | 17h 10 15 Miller Road Trolley MRT | 18h 30 Scottsdale Downtown Trolley SCDT | 10h 10 Scottsdale Neighborhood Trolley SNTR | 15h 20 Sunnyslope SMART SSCR | 13h 35 Orbit Venus VENU | 17h 15 Avondale ZOOM ZOOM | 16h 30 9 The given frequency and span of service is for the best case scenario and may not apply for all stops on the route. The data is an output from Remix, which uses GTFS data as an input. Please refer to the actual schedule for detailed information on route frequency and span of service. Short Range Transit Program (SRTP) FY18-22 23 April 2017 ` Figure 10: Weekday Best Frequency and Span for Local/Key Local Routes (October 2016)10 3 AM Central Av 0 | 21h Washington 1 | 20h Van Buren 3 | 21h 7th St 7 | 21h 7th Av 8 | 21h Roosevelt 10 | 20h 12th St 12 | 19h Buckeye 13 | 21h 15th Av 15 | 19h 16th St 16 | 21h McDowell 17 | 21h 19th Av 19 | 22h 27th Av 27 | 21h Lower Buckeye 28 | 20h Thomas 29 | 22h University 30 | 21h 32nd St 32 | 20h 35th Av 35 | 22h 40th St 39 | 19h Apache / Main 40 | 20h Indian School 41 | 21h 43rd Av 43 | 22h 44th St / Tatum 44 | 21h Broadway 45 | 21h 48th St 48 | 20h Camelback 50 | 21h 51st Av 51 | 21h Roeser 52 | 19h Priest 56 | 21h 59th Av 59 | 21h 3 AM Bethany Home 60 | 21h Southern 61 | 21h Hardy 62 | 20h Mill / Kyrene 65 | 20h Mill / 68th St 66 | 20h 67th Avenue 67 | 20h Glendale / 24th St 70 | 21h Scottsdale / Rural 72 | 20h 75th Av 75 | 21h Baseline 77 | 21h Northern / Shea 80 | 21h Hayden / McClintock 81 | 20h 83rd Av 83 | 21h Dunlap / Cave Creek 90 | 21h Dobson 96 | 19h Alma School 104 | 16h Peoria Av 106 | 20h Elliot / 48th St 108 | 19h Country Club / Arizona 112 | 19h Mesa Dr 120 | 12h Cactus 122 | 19h Stapley 128 | 13h Gilbert Rd 136 | 15h Thunderbird 138 | 21h Greenway 154 | 20h Chandler Blvd 156 | 18h Bell 170 | 20h Power 184 | 18h Union Hills / Mayo 186 | 20h 51st Av / Baseline 251 | 19h 6 AM 9 AM 12 PM 30 20 10 3 PM 6 PM 20 9 PM 10 12 AM 20 30 60 30 30 15 30 10 20 15 30 10 20 15 30 30 60 60 60 60 30 30 30 30 30 30 30 15 30 25 15 10 12 60 60 60 30 20 15 15 10 12 30 20 60 60 30 60 60 60 60 30 25 30 30 30 16 8 3 AM 60 20 8 20 30 30 30 30 15 60 30 15 30 60 30 30 30 15 10 20 10 30 30 20 60 60 60 30 30 30 15 30 15 30 30 30 15 10 15 30 15 10 15 30 30 30 30 15 60 60 30 15 30 30 6 AM 9 AM 12 PM 60 3 PM 6 PM 9 PM 12 AM 30 30 15 3 AM 60 30 15 30 30 30 30 45 60 60 30 30 20 15 60 30 10 15 30 60 20 30 30 60 30 30 30 15 60 30 15 30 30 60 30 30 15 60 30 30 30 30 30 60 30 30 15 30 15 30 60 30 30 30 30 60 30 30 30 30 30 15 60 60 60 30 15 30 30 60 60 10 The given frequency and span of service is for the best case scenario and may not apply for all stops on the route. The data is an output from Remix, which uses GTFS data as an input. Please refer to the actual schedule for detailed information on route frequency and span of service. Short Range Transit Program (SRTP) FY18-22 24 April 2017 ` Table 8 below shows the number of trips on commuter bus services as of the latest schedules from October 2016. This table helps to compare against the minimum standards in Table 6. Note that for the Grand Avenue Limited bus service, there are currently two inbound and two outbound trips. Also Route 685, the rural route that connects Ajo to Gila Bend and the Phoenix metro area, has nine trips northbound and nine trips southbound during the weekday and two trips northbound and two trips southbound on Saturday. Table 8: Number of Trips on Express/RAPID Commuter Routes (October 2016) Route Index Inbound Trips Outbound Trips 514 520 521 522 531 533 535 541 542 562 563 571 573 575 CSME CSMW I10E I10W I17 SR51 2 2 4 4 6 6 5 4 7 4 4 4 4 3 5 5 15 12 25 13 2 2 4 4 6 6 5 4 7 4 4 4 4 3 5 5 14 13 26 13 Bus Fleet Inventory A region-wide inventory of existing fleet of buses is shown in Table 9 on the next page according to the Fleet Management Plan (FMP). The potential fleet impacts of service change concepts in the SRTP should be compared to the FMP. The FTA permits agencies a spare ratio of 20 percent for non-specialized standard bus fleet, and maintaining this ratio closely to 20 percent is preferred. Non-specialized bus fleet are currently used on local and key local, express, and limited stop peak bus services while specialized bus fleet are used for RAPID, neighborhood circulator, and rural route bus services. Furthermore, the minimum programmed lifetime of vehicles ranges from 7-12 years and should also be kept in mind. As of June 2016, the spare ratio for the nonspecialized fleet was 19 percent with an average age of 7.6 years. (See the FMP for more information.) Short Range Transit Program (SRTP) FY18-22 25 April 2017 ` Table 9: Existing Bus Fleet Inventory* (June 2016)11 Peak Vehicles Non-Specialized Provider Spare Vehicles Phoenix 362 72 Valley Metro 243 44 All 605 116 Specialized Phoenix 56 29 Valley Metro 47 12 Scottsdale 17 4 Glendale 4 4 All 124 49 Non-Specialized and Specialized Phoenix 418 101 Valley Metro 290 56 Scottsdale 17 4 Glendale 4 4 All 729 165 Total Vehicles Ratio 434 287 721 20% 18% 19% 85 59 21 8 173 Not Applicable 519 346 21 8 894 Not Applicable *all reported fleet in this table are wheelchair accessible 3.3 Bi-annual Service Change Process (Next Steps) Ultimately, transit services are updated during the bi-annual service changes in both April and October. Essentially this is the next step after updating the SRTP. Service change concepts in the Production Years of the SRTP serve as an input into not only the annual TLCP updates, but also the bi-annual service change process. During the bi-annual service change process Valley Metro performs any task necessary for public outreach, considers Title VI impacts and accessibility issues, gathers feedback from The Valley Metro Accessibility Advisory Group (VMAAG), conducts further analysis, and determines adjustment of affected transit service operating contracts and Intergovernmental Agreements with member agencies. An important part of the bi-annual service change process is the analysis of the potential service changes under Title VI of the Civil Rights Act of 1964. Title VI analysis determines whether the potential changes to existing service will have a disparate impact based on race, color, or national origin or whether potential service changes will have a disproportionately high or adverse impact on minority and/or low-income populations. Refer to Figure 11 on the next page for more information on the tasks performed during the bi-annual service change process. Following ongoing review by the Service Planning Working Group (SPWG), proposed service changes are brought before the Board for action through the bi-annual service changes process. 11 Table modified from the FMP. See the FMP for more information. Short Range Transit Program (SRTP) FY18-22 26 April 2017 ` Figure 11: Service Change Tasks (October 2016) Short Range Transit Program (SRTP) FY18-22 27 April 2017 ` 4.0 SRTP Annual Update Process 4.1 Process Overview The goals for this new annual SRTP update process are to re-evaluate the existing program, analyze new concepts requested for inclusion in the SRTP and update the implementation order for all concepts residing in the SRTP. The SRTP is updated annually in accordance with policies now from both TSPM and the TLCP. Valley Metro hosts both monthly Service Planning Working Group (SPWG) meetings and sub-regional meetings (i.e. West, Central, East Valley) in the fall/winter to obtain member agency feedback for updates to the SRTP. Additional meetings, either in groups or with individual member agencies are held as needed. These meetings allow Valley Metro and member agencies to formalize the SRTP collectively together during the annual update process. Figure 12 below summarizes the annual update process. While the process in the figure appears to be sequential, it is iterative and dynamic. Multiple concepts can be on different steps simultaneously, and revisiting previous steps is often needed based on interaction with the TLCP and FMP, as well as ongoing input from member agencies. Figure 12: Diagram of SRTP Process Overview 12 12 Figure adopted from TSPM. See TSPM Phase III Report on Valley Metro’s website for more information. Short Range Transit Program (SRTP) FY18-22 28 April 2017 ` The annual SRTP update begins with a review of the existing concepts in the program. The programming is split into two phases. The first two years in the SRTP are referred to as the Production Years since service concepts have both committed funding and an implementation schedule and will likely occur or be implemented. The last three years in the SRTP are referred to as the Development Years. The service change concepts in these last years are desired in the near-term, but may not have committed funding and may require further analysis and discussion to be fully developed. Most concepts naturally move up a year in the program as time passes. However, delay of existing service change concepts is possible and some may remain for an extended period of time in the Development Years. Programming delay can occur for a number of reasons including funding delays or changes, fleet requirements and availability, prioritization of TSPM performance improvement actions, new goals, etc. New service concepts requested for inclusion in the SRTP are evaluated using six guiding principles. These guiding principles are also used to update the implementation order and, if necessary, the fleet prioritization process. The guiding principles and fleet prioritization process are explained subsequently in greater detail. Please note that the annual SRTP update process is kept flexible to adapt and accommodate to funding and performance changes and uncertainty. 4.2 Guiding Principles Six Guiding Principles are used to evaluate service change concepts requested for inclusion in the SRTP to be regionally funded, as well as updating the implementation order for all items residing in the SRTP. Again, the principles are based on adopted policies and frameworks from both the TLCP and TSPM. Table 10 notes the six guiding principles and which ones are applicable to concepts for new and existing services. Table 10: SRTP Guiding Principles No. SRTP Guiding Principles 1 2 3 4 5 Financially Sustainable (Operations) Financially Sustainable (Capital) Current Transit Performance Threshold Quartile Route in Original Proposition 400 Plan Supports Major High-Capacity Transit Investments 6 Future Performance Short Range Transit Program (SRTP) FY18-22 29 Existing Service X X X New Service X X X X X X X April 2017 ` Guiding Principle 1 and 2 The first two guiding principles focus on evaluating a service concept’s financial sustainability from both an operations and capital perspective. Higher priority in the SRTP is given to the concept that is more financially sustainable. This usually means that there is a committed and reliable funding source for many years. Reliable commitments are typically in the form of PTF or local funds from a long-term dedicated transit or transportation tax. Those improvements planned with general fund dollars require a funding letter of commitment if an improvement requires additional fleet. Valley Metro requires a letter of commitment principally if the proposed service change concept requires additional fleet, which may not currently be available because of adherence to the FTA spare ration quota. Guiding Principle 3 The third guiding principle focuses on the performance threshold quartiles developed through TSPM for evaluation of existing service. Priority is given to both bottom and top performing routes to address performance improvement and high demand, respectively. This guiding principle helps to ensure that Valley Metro is continuing to move towards a performance-based planning and programming approach. Routes are ranked using a number of measures and then classified into three categories: bottom quartile for lower performing routes, middle quartiles for performing routes, and a top quartile for higher performing routes. The figure on the following page gives a visualization of the performance threshold quartiles. Figure 13: Performance Thresholds Diagram13 This quartiles are based on the ranking of five performance measures: (1) on-time performance (OTP), (2) boardings per revenue hour, (3) boardings per revenue mile, (4) boarding per trip (only for Express/RAPID commuter bus services), (5) farebox recovery. If two or more of the five measures for a route are in the top quartile, then the entire route is classified in the top quartile of performance and vice versa. (See TSPM Phase II report for more information.) In the current methodology, routes are ranked against each other in the system, so there will always be routes in the bottom quartile. This is true even if industry standards and best practices indicate that those routes in the bottom quartile are actually performing above average. 13 Figure modified from TSPM. See TSPM Phase II Report on Valley Metro’s website for more information. Short Range Transit Program (SRTP) FY18-22 30 April 2017 ` Guiding Principle 4 The fourth guiding principle is straightforward: if a service was originally in the voterapproved Proposition 400 it receives higher priority in the SRTP. Guiding Principle 5 The fifth principle gives higher priority to concepts supporting high-capacity transit. Usually high-capacity transit support involves enhancing the transit culture and increasing ridership of services near, and connecting to, the current light rail and/or future light rail extensions. However, high capacity transit support can also include supporting developments needed for bus rapid transit, commuter rail, park-and-ride facilities, etc. Guiding Principle 6 The sixth and final guiding principle is about future performance of a service change concept and is usually the most complex and time-demanding principle. However before considering future performance, service change concepts for regionally funded services must adhere to the minimum service standards. (See Section 3.2 Existing Service for more details.) Future performance for new and existing service is evaluated using the Transit Propensity Tool to project boardings per revenue mile on local bus and key local bus services. Higher productive service concepts receive higher priority in the SRTP. The calculations used in the tool are summarized in the table below. Short Range Transit Program (SRTP) FY18-22 31 April 2017 ` Table 11: Methodology for Projecting Average Daily Boardings per Revenue Mile14 Step Calculation 1 Projected Daily Boardings 1 (from population) = total population within ½ mile of corridor x 0.013 Projected Daily Boardings 2 (from poverty) = total population below poverty within ½ mile of corridor x 0.067 Projected Daily Boardings 3 (from zero-auto households) = total zero-auto households within ½ mile of corridor x 0.687 Projected Average Daily Boardings 2 3 4 = Projected Daily Boardings 1 (population) + Projected Daily Boardings 2 (poverty) 3 + Projected Daily Boardings 3 (zero-auto HH) Daily Revenue Miles = Trip Mileage x Service Span x Trips per hour Projected Boardings per Revenue Mile = Projected Average Daily Boardings Daily Revenue Miles Compare projection to the upper and bottom quartiles from the previous fiscal year Note: The presented methodology is used to calculate projected productivity for service extensions and depending on the circumstance may have limited usefulness for extensions less than 3 miles. Valley Metro has developed a Transit Propensity Tool which calculates the projected boardings of proposed routes in addition to providing complete demographic data for that route corridor. In addition to route-specific demographic data used for transit propensity, the tool also summarizes additional factors which aid in understanding the service area of the route including other demographic factors such as ethnicity and languages spoken, employment data, and population density. Even though the projected boardings per revenue mile is grounded in statistics, it is a rough estimate and the actual boardings per revenue mile can vary based on local characteristics that vary widely from the average. The projected productivity should be used with caution and only for high-level planning purposes. Additional transit planning software, such as Remix, can be used to assist in checking these projections and delivering additional insights into the proposed transit corridor. 14 Table adopted from TSPM. See TSPM Phase II Report on Valley Metro’s website for more information. Short Range Transit Program (SRTP) FY18-22 32 April 2017 ` The first step in determining future performance is to project average daily boardings. Total population, population below poverty and total zero-auto households were found to be the most significant factors affecting future service performance based on statistical analysis. Coefficients for each service type are calculate by first collecting total population, population below poverty and total zero-auto households within a half mile of each existing local and key local route. These figures are then summed for the local and key local networks, as are the average daily boardings figures from the most recent Valley Metro Transit Performance Report (TPR). The resulting figures are used to develop average boarding factors for each variable. The second step is to calculate the daily revenue miles by multiplying the trip mileage by the service span by the trips per hour. The third and final step finds the projected boardings per revenue mile by dividing projected average daily boardings by daily revenue miles. The projected boardings per revenue mile is compared against the thresholds that determine the bottom and top quartiles from the previous fiscal year. Currently for implementation of a new route or major (more than 3 miles) extension, the projected boardings per revenue mile must be greater than 90 percent of the threshold boardings per revenue mile of the bottom quartile15. Concepts with greater projected boardings per revenue mile have higher priority. For service types other than local and key local bus services (e.g. limited stop all day, commuter/express, community circulator, rural connector, demand response/flex routes, and vanpool), there is a separate set of criteria used to evaluate future performance and whether implementation of that service change concept is recommended. These criteria are based on characteristics that are important to each service type. Example characteristics include market demand, proximity and quantity of activity and employment centers, land use densities, route length, etc16. It should be noted that light rail is evaluated through a separate process defined by the Federal Transit Administration (FTA). Concepts that follow the standards receive higher priority in the SRTP. This is required for regionally funded service and encouraged for locally funded service. The prioritization process for programming in the SRTP also depends on the financial realities as modeled in the TLCP and member agency local budgets. However, in order to model the service change concepts in the TLCP, a “wish list” or rather first draft of the implementation order and new concepts residing in the SRTP is needed first. The annual update process to the SRTP is iterative and dynamic, especially in this part of the process. The results of the draft SRTP are shared with the TLCP for regional financial modeling, which can affect considerations for member agency local budgets. The TLCP model may require reprioritization of the concepts in the SRTP. This iterative cycle back and forth between the SRTP “wish list” or drafts and modeling in the TLCP is repeated until the results are financially feasible. 15 See TSPM Phase II Report on Valley Metro’s website for more information. Short Range Transit Program (SRTP) FY18-22 33 April 2017 ` 4.3 Fleet Prioritization Although implementing all concepts would be desired, given the realities of a finite quantity of buses, as documented in the Fleet Management Plan (FMP), and the length of time required to procure expansion buses, not all concepts may be accommodated in the desired year. Thus, separate processes have been developed for prioritizing existing and expansion fleet. However, not all service change concepts in the SRTP require purchasing buses. The maximum number of buses simultaneously in operation occurs on weekdays during regular morning and afternoon commute hours, so service change concepts that occur outside of this peak period may not require additional buses. Furthermore, Valley Metro provides ongoing schedule and fleet analysis in order to effectively balance the usage of buses during peak periods, on-time performance, and other vehicle and operator considerations. There are two process for determining the implementation order in the SRTP from limited bus availability: one for Production Years and one for Development Years. For service concepts in the Production Years, a 12-level fleet prioritization process for existing fleet is used as shown in Table 12. The levels serve as a ranking mechanism and apply priorities to elements such as funding source, type of concept and purpose of the concept. Service change concepts in the Production Years that require expanding the fleet may be delayed to the Development Years to accommodate the fleet acquisition process. The lower the rank, the higher the priority for implementation. Table 12: 12-Level Prioritization Process for Existing Fleet (Production Years)16 Note: If multiple service change concepts have the same rank, the Transit Propensity Tool is used, with the highest projected boardings per revenue mile receiving higher priority. 16 Table adopted from TSPM. See TSPM Phase III Report on Valley Metro’s website for more information. Short Range Transit Program (SRTP) FY18-22 34 April 2017 ` For service change concepts in the Development Years requiring expansion fleet, a process has been developed that evaluates the service change concepts and assigns points based on their funding characteristics, compliance with established TSPM standards and regional connectivity. The more points a service earns, the higher it is prioritized in the list of fleet requests submitted to the Board for their consideration and possible recommendation to MAG. Refer to Table 13 below. For locally funded services that require expansion fleet, a letter of commitment to fund the service for a number of years is required. The reason for committed funding is to ensure that vehicles are utilized efficiently and the spare ratio remains as closely as possible around 20% as permitted by the FTA. A higher spare ratio is seen as inefficient use of public dollars, which could be utilized elsewhere. (See TSPM Phase III report for the tiebreaker methodology for expansion fleet.) Table 13: Prioritization Process for Expansion Fleet (Development Years)17 17 Table adopted from TSPM. See TSPM Phase III Report on Valley Metro’s website for more information. Short Range Transit Program (SRTP) FY18-22 35 April 2017 ` 5.0 FY18-22 SRTP Performance Analysis The majority of the annual update process to the FY18-FY22 SRTP occurred between the fall of 2016 and winter of 2017 with additional input throughout the year. Valley Metro hosted both formal and informal meetings for member agency input throughout the process. Every month, Valley Metro hosts the Service Planning Working Group (SPWG) to discuss the bi-annual service changes and items that may impact future SRTP years, updates to the SRTP and includes staff from both Valley Metro and member agencies. For the FY18-FY22 SRTP update, Valley Metro hosted sub-regional meetings to discuss and formalize service change concepts with collective input from member agencies. For the FY18-FY22 SRTP update, subregional meetings were held on the following dates: Central Valley Subregional Meeting West Valley Subregional Meeting East Valley Subregional Meeting Wednesday January 18, 2017 Tuesday January 24, 2017 Tuesday January 24, 2017 The majority of the next annual update process for the FY19-FY23 SRTP will occur between the fall of 2017 and winter of 2018 with additional input throughout the year. The latest performance data from FY16 as well as monthly performance data from the Performance Dashboard and other ongoing planning tools and efforts were referenced when updating the FY18-FY22 SRTP. Most importantly, Table 14 of the FY16 Performance Thresholds was used to evaluate the comparative performance of local, key local and Express/RAPID commuter bus services. Neighborhood circulator bus services were excluded from the quartile analysis due to limited resources to collect representative data. Figures 14 to 16 summarize the information from Table 14 on a map. Additional analysis of the quartile trends over time was performed as well. The performance thresholds of each route over the last three fiscal years can be seen in Figure 17 and Figure 18 in the Appendix. According to the third SRTP Guiding Principle, routes in the bottom and top quartiles were given programming priority in the SRTP. The service change concepts that were included to address performance improvement in the bottom quartile and meeting high demand of the top quartile are shown in Table 20 and Table 21, respectively, in the Appendix. Short Range Transit Program (SRTP) FY18-22 36 April 2017 ` Table 14: Routes in the Bottom and Top Quartile Ranking for FY16 Bottom Quartile Route On-time Performance 1 28 39 75 83 Local 108 122 • • • 154 184 186 251 7 Key Local 45 72 514 520 Commuter Express 521 522 CSM CSM-E • • Boardings Boardings Farebox per rev. per rev. Recovery hour mile • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • NA NA NA NA NA NA Short Range Transit Program (SRTP) FY18-22 • • • • • • • • • • • • • • • • Boardings per trip Top Quartile Route NA 10 NA 43 NA 51 NA 59 NA 60 Local NA 67 NA 77 NA 90 NA 112 NA 170 NA 29 NA Key Local • • 41 NA 50 NA 533 • • • • • On-time Performance 535 Commuter Express 542 562 563 SR51 I-10 E 37 • • • Boardings Boardings Farebox per rev. per rev. Recovery hour mile • • • • • • • • • • • • • • • • • April 2017 • • • • • • • • • • • • • NA NA NA NA NA NA NA • • • • • • • • • • • • • • Boardings per trip NA NA NA NA NA NA NA NA NA NA NA NA NA • • • • • ` Figure 14: Key Local Routes in the Top and Bottom Quartile for FY16 Short Range Transit Program (SRTP) FY18-22 38 April 2017 ` Figure 15: Local Routes in the Top and Bottom Quartile for FY16 Short Range Transit Program (SRTP) FY18-22 39 April 2017 ` Figure 16: Express/RAPID Routes in the Top and Bottom Quartile for FY16 Short Range Transit Program (SRTP) FY18-22 40 April 2017 ` 6.0 FY18-22 SRTP The updated Short Range Transit Program (SRTP) for fiscal years 2018 through 2022 is given by Tables 15-19 below. The route number, service type, impacted city or town, service change concept type, description of the potential service change concept, additional fleet needed, and additional fleet rank are given in the tables. These tables are the output of the annual SRTP update process. The first two tables give the service change concepts for the Production Years. The last three tables are the service change concepts for the Development Years, which still need further analysis and discussion to be fully developed. The SRTP typically does not require fleet prioritization for the Production Years because fleet for each service change concept is identified in the Development Years. The Additional Fleet Needed represents the number of vehicles needed for a service change concept above what is currently available in the existing fleet of vehicles. As mentioned in Section 4.0, the fleet of vehicles usually needs to be increased if the service change concept adds service during peak periods of service (i.e. peak service) when the maximum number of vehicles are in operation. Fewer vehicles are operated in the offpeak hours. Therefore, it is possible that the vehicle requirements of a service change concept are supported by the existing fleet. The Additional Fleet Rank represents a ranking of each service change concept for those concepts that require additional fleet. The ranking is based on the TSPM fleet prioritization process in Section 4.0. Although Valley Metro is continuously searching for funding to implement all service change concepts in the SRTP, not all concepts may be accommodated in the desired year due to financial and logistical realities. The ranking of additional fleet is used as a planning tool to help prioritize the acquisition of additional fleet in the appropriate timeframe. The rankings are reevaluated annually during the annual update process to the SRTP. Short Range Transit Program (SRTP) FY18-22 41 April 2017 ` Table 15: FY18 SRTP Service Change Concepts Route Name Route Index Service Type Impacted City/Town 19th Av Thomas Camelback 59th Av Bethany Home Bethany Home 67th Av 19 29 50 59 60 60 67 Local Key Local Local Local Local Local Local Phoenix Phoenix Phoenix Glendale Glendale Phoenix Glendale Scottsdale/Rural 72 Key Local Scottsdale, Tempe 83 Local 112 Local 136 685 Local Rural Glendale, Phoenix, Peoria Chandler, Mesa, Gilbert Chandler, Gilbert Buckeye Country Club/Arizona Av and Alma School 112 and104 Local Ray Rd 140 Multiple 83rd Av Country Club/Arizona Av Gilbert Rd Ajo/Gila Bend Change Potential Service Change Concept Type October 2017 (FY18) Service Extend to Happy Valley Road and 23rd Ave. Service Improve off-peak service to 15 minutes weekdays from Desert Sky to 44th St. Service Improve off-peak service to 15 minutes weekdays from 67th Ave to 44th St. Modification Eliminate deviation off of 59th Ave. Service Remove 83rd Ave segment to avoid duplication of service. Service Extend east end to 24th St. and Camelback Rd. Modification Eliminate deviation to Arrowhead Mall, instead serve Abrazo Arrowhead Hospital. Improve Sunday service to 30 minutes in Scottsdale. Also affects Tempe as trips currently end at Service TTC Extend 83 to Arrowhead Town Center M-F 5AM-10PM at 30 Minutes; Weekend 6AM-10PM at 60 Extension minutes Service Extend Peak hours to between 9AM and 2PM at 15 minute frequency between Main and Pecos. Modification Modification Eliminate turnaround loop Small route modification in Buckeye to better serve school Chandler Modification Revisit Boston and Morelos turnarounds Local Chandler, Phoenix, Gilbert New Route Proposed Route to serve Ray Road west of Gilbert Road (weekday) [48th St. to Gilbert Rd] Service: 30 min weekday & Saturday Express Routes Express All Stop Consolidation Glendale GUS 2 Circulator Glendale Modification Orbit Saturn Zoom North New New Circulator Circulator Tempe Avondale 51st Av 44th St/Tatum or 32nd St 51 Local Phoenix New Route New Route April 2018 (FY18) Service Extend Route 51 from Lower Buckeye Road to Baseline Road 44 or 32 Local Phoenix Short Range Transit Program (SRTP) FY18-22 Service 42 Consolidate downtown Phoenix stops, standardize runtimes downtown Re-route GUS 2 to serve east of the current route. Will run M-F 9AM-6PM Clockwise. Starts/Ends at Tanner Terrace Orbit Saturn; M-Sun 30 minutes Zoom North; M-Sat 30 minutes Extend Route 44 or 32 from 44th St/Washington to 48th St/Baseline Rd April 2017 ` Table 16: FY19 SRTP Service Change Concepts Change Potential Service Change Concept Type July 2018 (FY19) Cost Allocation Begin fully PTF funding of Route 50 in Scottsdale October 2018 (FY19) Service Match Phoenix service span expansion 5AM-Midnight Weekdays and Weekends Once South Mountain Loop 202 construction begins, reduce Route 59 to end at Van Buren or Elimination McDowell Extension Extend route north on 75th Avenue to Vineyard Service Add Saturday service and some weekday evening trips Route Name Route Index Service Type Impacted City/Town Camelback 50 Local Scottsdale McDowell 17 Key Local Scottsdale 59th Av 59 Local Phoenix Baseline Alma School Hayden/McClintock or Dobson BUZZ 77 104 Key Local Local Phoenix Chandler, Mesa 81 or 96 Local Chandler Extension Local Local, Key Local, Circulator Circulator Mesa Service All Service Cactus Trolley BUZZ Holiday Service New Scottsdale University 30 Local Mesa New Route April 2019 (FY19) Modification After GRE goes online, add a deviation to the LRT end of the line from Gilbert Rd. Broadway 45 Key Local Mesa Modification All Short Range Transit Program (SRTP) FY18-22 43 Explore options to serve Price Corridor Add Sunday Service Restore holiday service for select holidays on Light Rail and Local, Key Local, Circulator, and Rural routes New Trolley Route After GRE goes online, remove the Sycamore Station deviation. And add a deviation from Gilbert Rd. to serve the end of the line. Dependent on development of Sycamore. April 2017 ` Table 17: FY20 SRTP Service Change Concepts18 Route Name Route Index Service Type Impacted City/Town Change Type University 30 Local Tempe Cost Allocation Baseline Alma School 77 104 Local Local Mesa Mesa Cost Allocation Cost Allocation Indian School 41 Local Scottsdale Service Baseline 77 Local Mesa Extension Alma School 104 Local Mesa Service Alma School Mesa Dr 104 120 Local Local Mesa Gilbert Service Extension Mesa Dr 120 Local Mesa Service Stapley 128 Local Mesa Service Power Rd 184 Local Mesa, Gilbert Modification Potential Service Change Concept July 2019 (FY20) City of Tempe requests that the entire cost for the Tempe segment of this route to be funded using Tempe's PTF allocation Begin PTF funding of Route 77 in Mesa Begin PTF funding of route in Mesa October 2019 (FY20) Match Phoenix service span expansion 5AM-Midnight Weekdays and Weekends Extend to Gilbert Rd. in connection with GRE and keep at current weekday level of service, remove existing end-of-line loop. Implement 30 min Sat and Sun service. Add evening trips until 11:30PM from Alma School to Baseline; improve weekend frequency to 30 minutes and extend evening service. Increase Peak frequency to 15 minutes Riverview to Elliot Rd. Extend to Warner Road in Gilbert Connect to Baseline Rd. WKDY service (both directions) start at 5am and end at 10PM. Improve Saturday service to match weekday service. Implement Sunday service from 6am to 9pm at 30 min frequency Additional Fleet Needed Additional Fleet Rank 2 1 2 2 7 2 Weekday service (both directions) start at 5am and end at 10pm. Improve Saturday service to match weekday service. Implement Sunday service from 6am to 9pm at 30 minute frequency. Will go online when GRE is complete. Streamline north end route deviation by removing deviation to RMCC; Streamline south end to enter/exit Phoenix Mesa Gateway Airport via Chandler Blvd. Avondale/ Buckeye Express Airpark Trolley Scottsdale Limited 563 Express Buckeye Extension Extend one additional trip to Buckeye PNR 1 4 New New Circulator Limited Service Scottsdale Scottsdale New Route New Route 4 3 6 8 Val Vista Val Vista Local Gilbert New Route New Trolley Route Pending: Possibly straight from Thunderbird PnR to Fashion Square to Light Rail New local route on Val Vista Dr. from Greenfield on Baseline Rd. to south of Pecos Rd. to Gilbert Mercy Hospital, replacing deviation of Route 156 4 5 Gilbert Rd 136 Local Mesa, Gilbert Service 2 3 Service Increase Saturday and Sunday Frequency Service Increase Saturday frequency to match weekday, Sunday to frequency to current Saturday Improve peak weekday frequency in Gilbert and Mesa (Main to Elliot), add some evening trips. Improve Saturday service in Mesa to 30 min. and add Sunday service in Mesa and Gilbert at 30 minute frequency, extend span of service by adding some night trips. (In TLCP for FY2019) April 2020 (FY20) Van Buren 3 Key Local Avondale, Tolleson, Phoenix Zoom ZOOM Circulator Avondale, Goodyear Total Circulators: Total Local, Key Local, Express/RAPID, Limited Buses: 4 16 The Additional Fleet Needed column indicates the number of vehicles needed to support a service change concept above currently available fleet. For concepts needing additional fleet, the Additional Fleet Rank column indicates the ranking based on the fleet prioritization process described in Section 4.0. If blank, then the service change concept does not require additional fleet. 18 Short Range Transit Program (SRTP) FY18-22 44 April 2017 ` Table 18: FY21 SRTP Service Change Concepts19 Route Name Route Index Service Type Impacted City/Town Change Type Broadway 45 Key Local Mesa Cost Allocation Indian School Broadway Broadway Broadway 59th Av Bethany Home 67th Av 75th Av 41 45 45 45 59 60 67 75 Key Local Key Local Key Local Key Local Local Local Local Local Avondale Mesa Mesa Mesa Phoenix Phoenix Phoenix Peoria, Glendale Extension Service Service Reduction Service Service Service Extension Baseline 77 Local Gilbert, Mesa Extension Northern/Shea 80 Local Scottsdale Service Dobson Mesa Dr Stapley Thunderbird 96 120 128 138 Local Local Local Local Service Extension Extension Extension Bell 170 Local Mesa Mesa Gilbert Surprise, El Mirage Surprise, Glendale, Peoria, County July 2020 (FY21) Begin PTF funding of route in Mesa October 2020 (FY21) From Avondale mid-term Transit Plan, extend to Litchfield Rd. Increase frequency on Saturday and Sunday. Match Tempe and Phoenix 15 minute frequency Remove duplication of service along Power Rd. south of Broadway. Increase peak frequency to 15 minutes Increase peak frequency to 15 minutes Increase peak frequency to 15 minutes Extend 75 to Arrowhead Town Center Extend to Power Rd, replace Route 108 service to Sunland Village East. Analyze infrastructure costs east of Val Vista. Match Phoenix service weekdays 30 minute; service span expansion 5AM-Midnight Weekends; add hourly trips to Mayo Clinic off-peak Improve peak weekday frequency to 15 minutes from Riverview to Elliot Rd. Extend route to McKellips Rd. Extend Route 128 south to Galveston St. Extend service to Surprise Civic Center Extension Extend service to Surprise Civic Center Power Rd 184 Local Mesa Service ALEX MARY Surprise Circulator Phoenix Circulator ALEX MARY New New Circulator Circulator Circulator Circulator Phoenix Phoenix Surprise Phoenix Service Service New Route Service Loop202 RAPID New RAPID Phoenix New Route 56th St SMART 56A SMART Local Circulator Phoenix Phoenix Service Service Hayden/McClintock Dobson Country Club/ Arizona 81 96 112 Thomas Rd BRT Local Local Local Chandler, Tempe Chandler Chandler Service Service Extension BRT Phoenix Service Thomas Potential Service Change Concept Additional Fleet Needed Additional Fleet Rank 3 4 5 17 3 4 3 5 14 13 11 1 3 2 3 18 2 3 15 8 6 7 4 4 4 4 12 9 19 16 3 6 3 5 1 10 9 3 Reduce peak service from 15 to 30 minutes; improve weekend frequency to 30 minutes. Increase frequency to 30 minutes Increase frequency to 30 minutes Develop a new circulator route for downtown Surprise. New neighborhood circulator (ca. 10 linear miles) Once South Mountain Loop 202 is complete, create new RAPID from 59th Ave/202 to Downtown Phoenix New Route 56A from Shea Blvd to Deer Valley Road (Desert Ridge Mall area) Increase frequency to 30 minutes April 2021 (FY21) Weekday, improve service in Chandler by extending current service to add two evening round trips. Weekday, improve service in Chandler by extending current service to add one evening round trip. Extend Route 112 to Hamilton High School. Thomas Road BRT/Limited Stop Service from Desert Sky Transit Center to 44th St. Peak service only Total Circulators: Total Local, Key Local, Express/RAPID, Limited Buses: 16 56 The Additional Fleet Needed column indicates the number of vehicles needed to support a service change concept above currently available fleet. For concepts needing additional fleet, the Additional Fleet Rank column indicates the ranking based on the fleet prioritization process described in Section 4.0. If blank, then the service change concept does not require additional fleet. 19 Short Range Transit Program (SRTP) FY18-22 45 April 2017 ` Table 19: FY22 SRTP Service Change Concepts20 Route Name Route Index Service Type Impacted City/Town Change Type University 30 Local Mesa Cost Allocation Van Buren Thomas University University 48th St/Rio Salado Scottsdale/Rural 3 29 30 30 48 72 Key Local Key Local Local Local Local Key Local Goodyear Avondale, Phoenix Mesa Mesa Tempe, Mesa Scottsdale Extension Extension Service Extension Extension Route Extension Gilbert Rd 136 Local Mesa Modification Chandler Blvd/ Williams Field Rd 156 Local Chandler Service Chandler Blvd/ Williams Field Rd Bell 156 Local 170 Local Ray 140 Local Buckeye Circulator Buckeye Circulator Circulator Luke Circulator Miller Rd Trolley Luke Circulator Miller Road Trolley Chandler, Phoenix, Gilbert Scottsdale Chandler, Phoenix, Gilbert Additional Fleet Needed Additional Fleet Rank 3 2 5 1 1 2 2 6 4 11 15 minute peak frequency from Kyrene to Gilbert Road and 1 evening round trip in Chandler 4 12 Service 15 minute peak from 48th St to Val Vista 5 8 Service Potential Service Change Concept July 2021 (FY22) Begin PTF funding of Route 30 in Mesa October 2021 (FY22) Extend Route 3 West and North to Estrella Pkwy and McDowell From Avondale mid-term Transit Plan, extend to Avondale Civic Center Improve weekend frequency in Mesa only Extend route to Ellsworth Rd. Extend to Mesa Riverview along Rio Salado Implement Pinnacle Extension Analyze and streamline north end route deviation either by potentially removing deviation or finding a better service connection for Boeing. Match Phoenix service span expansion 5AM-Midnight Weekdays and Weekends 0 New Route Extend 140 from Gilbert Rd to Power Rd on Warner; Add Sunday service 6 9 Buckeye New Route New, ca. 10-mile circulator in Buckeye. From Buckeye Transit Plan. 4 13 Circulator Surprise New Route Consider local circulator down to Luke Air Base 4 7 Circulator Scottsdale Service Increase service to 20 minute frequency 1 14 4 2 TBD 4 13 29 (TBD) 3 10 Gilbert Express New Express Gilbert, Phoenix New Route Add new commuter Express from Williams Field Rd. and Greenfield Rd. to Downtown Phoenix Greenfield Perimeter Trolley New New Local Circulator Mesa Scottsdale Service New Route Add new route on Greenfield from 202, southern terminus TBD Implement Perimeter Trolley Total Circulators: Total Local, Key Local, Express/RAPID, Limited Buses: 20 The Additional Fleet Needed column indicates the number of vehicles needed to support a service change concept above currently available fleet. For concepts needing additional fleet, the Additional Fleet Rank column indicates the ranking based on the fleet prioritization process described in Section 4.0. If blank, then the service change concept does not require additional fleet. TBD means to be determined in the future. Short Range Transit Program (SRTP) FY18-22 46 April 2017 ` 7.0 Appendix Table 20: Service Change Concepts for Routes in the Bottom Quartile Service Type Local Routes Key Local Routes Route Improvements 1 28 39 75 83 108 122 154 T2050 improvements to service hours and weekend frequency (FY17). T2050 improvements to service hours and weekend frequency (FY17). T2050 improvements to service hours and weekend frequency (FY17). T2050 improvements to service hours and weekend frequency (FY17); Extend to Arrowhead (FY21) T2050 improvements to service hours and weekend frequency (FY17); Extend to Arrowhead (FY18) T2050 improvements to service hours and weekend frequency (FY17). T2050 improvements to service hours and weekend frequency (FY17). T2050 improvements to service hours and weekend frequency (FY17). Reroute south end (FY18); eliminate north end deviation (FY19); Reduce weekday frequency, 184 increase weekend frequency (FY21). 186 T2050 improvements to service hours and weekend frequency (FY17). 251 Infrastructure improvements (FY18). 7 T2050 improvements to service hours (FY17). After GRE, remove Sycamore add Gilbert deviation(FY19); Increase frequency Weekday, Saturday, 45 and Sunday in Mesa (FY21) 72 Improve Sunday service to 30 minutes in Scottsdale (FY18); Extend to Pinnacle Peak (FY22) Short Range Transit Program (SRTP) FY18-22 A-1 April 2017 ` Table 21: Service Change Concepts for Routes in the Top Quartile Service Type Route Improvements 10 43 51 59 60 Local Routes 67 77 90 112 170 29 Key Local Routes 41 50 T2050 improvements to service hours (FY17). T2050 improvements to service hours and weekend frequency (FY17). T2050 improvements to service hours and weekend frequency (FY17); Extend to Baseline Rd (FY18). T2050 improvements to service hours and weekend frequency (FY17); Reduce route to accommodate Loop 202 (FY19); Increase peak frequency to 15 minutes (FY21). T2050 improvements to service hours (FY17); Increase peak frequency to 15 minutes (FY21). T2050 improvements to service hours and weekend frequency (FY17); Increase peak frequency to 15 minutes (FY21). T2050 improvements to service hours and weekend frequency (FY17); Extend to Gilbert Road, 30 minute weekend service in Mesa (FY20); Extend to Power Rd (FY21). T2050 improvements to service hours (FY17); Extend to 99th Ave (FY21). Increased service from LINK consolidation to 30 minute all day, 15 minute peak (FY17); Extend peak hours from 6AM to 6PM (FY18); Extend route to Hamilton High School (FY21) T2050 improvements to service hours (FY17); Extend to Surprise Civic Center (FY21); Match Phoenix hours in Scottsdale (FY21) T2050 improvements to service hours and weekend frequency (FY17); Match Phoenix frequency and span in Scottsdale (FY18); Extend to Avondale Civic Center (FY21). T2050 improvements to service hours and weekend frequency (FY17); Match Phoenix span in Scottsdale (FY18); Extend to Litchfield Rd (FY21). T2050 improvements to service hours and weekend frequency (FY17). Short Range Transit Program (SRTP) FY18-22 A-2 April 2017 ` Figure 17: FY14-16 Quartile Trends for Key Local and Express/RAPID Routes Route Number On-time Performance 14 15 16 Boardings per rev. hour 14 15 16 Boardings per rev. mile 14 15 16 Farebox recovery 14 15 Route Number 16 0 511 3 514 7 520 16 521 17 522 19 531 27 533 29 535 35 541 41 542 45 562 50 563 61 571 70 573 72 575 On-time Performance 14 15 16 Boardings per rev. hour 14 15 16 Boardings per rev. mile 14 SR51 I-10 E Key CSM Top Quartile Middle Quartiles CSM-E Bottom Quartile I-10 W No Data I-17 Short Range Transit Program (SRTP) FY18-22 A-3 April 2017 15 16 Farebox recovery 14 15 16 ` Figure 18: FY14-16 Quartile Trends for Local Routes Route Number On-time Performance 14 15 16 Boardings per rev. hour 14 15 16 Boardings per rev. mile 14 15 16 Farebox recovery 14 15 16 Route Number 1 77 8 80 10 81 12 83 13 90 15 96 28 104 30 106 39 108 40 112 43 120 44 122 48 128 51 136 52 138 56 154 59 156 60 170 62 184 65 186 66 251 67 17A On-time Performance 14 15 16 Boardings per rev. hour 14 15 16 Boardings per rev. mile 14 75 Key Top Quartile Middle Quartiles Bottom Quartile No Data Short Range Transit Program (SRTP) FY18-22 A-4 April 2017 15 16 Farebox recovery 14 15 16