Salt Lake City officials are nearing the conclusion of their extensive street reconstruction initiative, known as the Funding our Future bond, which was approved by voters over six years ago.
This funding has not only facilitated the reconstruction of numerous roads throughout the city but has also led to significant enhancements in bike trails and upgrades to bus lines, thanks to collaboration with the Utah Transit Authority.
As the initiative approaches its finish line, newly enacted legislation, Senate Bill 195, could complicate future road work by requiring major roadway plans to receive the green light from the Utah Department of Transportation (UDOT).
Jon Larsen, Salt Lake City’s transportation director, noted that early data indicates a marked increase in public transit ridership and bike commuting as a result of these improvements.
The Utah Transit Authority’s Route 9 bus has been a prime example of the success stemming from the Funding our Future initiative.
Before the funding, Route 9 faced limitations, running every half hour without weekend service.
However, improvements enabled the route to increase its frequency to every 15 minutes while also expanding service to evenings and weekends.
Larsen shared that ridership on Route 9 soared from nearly 700 daily riders in October 2018 to 1,500 a year later, and is projected to reach 2,500 riders per day by October 2024.
Bike infrastructure improvements have also seen significant use, with count stations installed along major trail routes to assess foot and bike traffic.
The 9 Line Trail along 900 South has emerged as a particularly active area, with averages of over 400 cyclists a day in the Maven District.
Data gathered confirms that cycling has surpassed pedestrian traffic in some areas, showing the effectiveness of investments in bike infrastructure.
Despite promising increases in public transit and biking, collecting accurate car traffic data has proven more challenging.
Larsen noted that while there is ample pre-Funding our Future data, post-project data collection has been hindered by construction activities throughout the city, as well as disruptions caused by the pandemic.
For instance, ongoing construction projects like utility improvements on 2100 South may delay data collection and understanding of traffic patterns.
Urban construction, he explained, often muddles the metrics related to traffic flow, which may confuse citizens who attribute congestion to the new bus and bike lanes instead.
As the data collection process progresses, the city aims to provide robust post-project insights to the state, particularly by October of the coming year.
Looking forward, SB195 presents new hurdles for the city’s transportation plans.
Larsen expressed concern about the additional layer of state oversight, emphasizing that while the UDOT has previously been supportive, the new law may complicate construction timelines.
Despite these challenges, Larsen remains optimistic that work on Funding our Future projects will continue, with future projects following the state approval process laid out in the bill.
Most of the downtown construction is expected to be completed by 2027, coinciding with a significant event: the reopening of the Salt Lake Temple, anticipated to attract large crowds to the downtown area.
Reflecting on the disruption caused by ongoing construction, Larsen likened the experience to a home renovation—difficult at times, but ultimately rewarding once completed.
In conclusion, Salt Lake City’s journey through the Funding our Future initiative has produced transformative changes aimed at improving the urban landscape, with growing ridership on public transit and increased bike usage painting a promising picture for the future of mobility in the city.
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