EXECUTIVE SUMMARY. December 2013 Page 2

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1 Sun Link Pre-Revenue Service Implementation Fare and Service Equity Analysis Required for New Starts and Other Fixed Guideway Systems Prepared for the City of Tucson by Sun Tran December 2013 In compliance with Title VI of the Civil Rights Act of 1964 and the Federal Transit Administration Circular B, Chapters IV and VI, October 12, 2012, and the Environmental Justice Policy for FTA recipients Circular

2 EXECUTIVE SUMMARY Title VI Regulatory Background This analysis was facilitated by the City of Tucson (COT) and is in compliance with Federal Transit Administration (FTA) Circular B Title VI REQUIREMENTS AND GUIDELINES FOR FEDERAL TRANSIT ADMINISTRATION RECIPIENTS which prohibits federally-funded programs and services from discriminating on the basis of race, color, or national origin. FTA Circular B also requires all FTA recipients to perform a fare and service equity analysis for New Starts, Small Starts and Other New Fixed Guideway Systems, stating: Service and Fare Equity Analysis for New Starts and Other New Fixed Guideway Systems: Transit providers that have implemented or will implement a New Start, Small Start, or other new fixed guideway capital project shall conduct a service and fare equity analysis. The service and fare equity analysis will be conducted six months prior to the beginning of revenue operations, whether or not the proposed changes to existing service rise to the level of major service change as defined by the transit provider. The purposeof this analysis is to compare planned Sun Link fares to those of the Sun Tran fixed route system, address any changes being made to Sun Tran routes resulting from the planned streetcar service, and to compare the hours of service between the two modes. Additional FTA requirements specify that ALL fare changes (i.e. increase or decrease). As part of this equity analysis, the COT is required to address fares. However, at the time of this analysis, no fare changes are proposed and the planned fare for the Sun Link streetcar system is the same as the current fare for the Sun Tran bus system. Therefore, there are no equity issues regarding fares. Per FTA Circular B, TITLE VI REQUIREMENTS AND GUIDELINES FOR FEDERAL TRANSIT ADMINISTRATION RECIPIENTS CHAPTER IV, 7., the requirements for the Service and Fare Equity Analysis are: To ensure compliance with 49 CFR Section 21.5(b)(2), 49 CFR Section 21.5 (b)(7), and Appendix C to 49 CFR Part 21, all providers of public transportation to which this Section applies shall develop written policies consistent with the Section to evaluate, prior to implementation, any and all service changes that exceed the transit provider s major service change threshold, as well as all fare changes, to determine whether those changes will have a discriminatory impact based on race, color, or national origin. The written procedures and results of service and/or fare equity analyses shall be included in the transit provider s Title VI Program. Our purpose of conducting fare and service equity analysis prior to implementing service and/or fare changes is to determine whether the planned changes will have a disparate impact on the basis of race, color or national origin Low-income populations are not a protected class under Title VI. However, recognizing the inherent overlap of environmental justice principles in this area, and because it is important to evaluate the impacts of service and fare changes on passengers who are transit-dependent, FTA requires transit providers to evaluate proposed service and fare December 2013 Page 2

3 changes to determine whether low-income populations will bear a disproportionate burden of the changes. Upon completion of a service or fare equity analysis, the transit provider shall brief its board of directors, top executive, or appropriate governing entity or official(s) responsible for policy decisions regarding the service and/or fare change(s) and the equity impacts of the service and/or fare change(s). The transit provider shall submit documentation such as a board resolution, copy of meeting minutes, or similar documentation with the Title VI program as evidence of the board or governing entity or official s consideration, awareness, and approval of the analysis The City of Tucson adopted equity policies on August 6, 2013 (APPENDIX A). The COT utilized the requirements within FTA Circular B and the referenced policies as guides in compiling necessary data, synthesizing such data, and facilitating a fare and service equity analysis based on the comparison of existing fares, proposed fares, minority and non-minority populations, low income and non-low income populations, and comparisons with Sun Tran service hours and proposed route changes. Sun Tran is currently conducting a Comprehensive Operations Analysis (COA), which includes an onboard survey. Via the survey, Sun Tran will gather the required demographic information of its passenger base. The analysis of the survey results will be conducted using population demographics since this is the only confirmed demographic information available at this time. The survey analysis will also include the preliminary Sun Tran passenger demographic data resulting from the onboard survey. Due to the fact that the survey analysis has not been completed, the demographic data results cannot be finalized. Current Consideration The current consideration is whether the planned Sun Link streetcar alignment, service hours or any changes being made to Sun Tran routes resulting from the implementation of the streetcar service results in disparate impact upon protected minority populations or a disproportionate burden to persons of low income. The COT is complying with federal regulations for new rail projects funded through United States Department of Transportation grant guidelines and requirements for New Starts and Small Starts. Those requirements include that an equity analysis be completed six (6) months prior to revenue service. Sun Link revenue service implementation is tentatively planned for summer, Routing: The potential modes and alignments for the proposed new Sun Link service were developed through aggressive outreach activities undertaken as part of the Alternatives Analysis and subsequent planning phases which are detailed under the Public Outreach section of this document. As part of its Major Transit Investment Study, the COT also contracted for a University of Arizona Bus Interface study, which was completed on August 4, 2005 (included in APPENDIX A). The study concluded that Sun Tran routes 1, 4 and 9 could be terminated at the University of Arizona, instead of continuing to the Ronstadt Transit Center, Sun Tran s primary transit center located in downtown Tucson. The study also recommended that Routes 4 and 9 be supplemented by express trips to downtown operated during peak hours only. Subsequently, in 2012 and 2013, the Tucson Department of Transportation (TDOT) included Routes 3, 5, and 6 for consideration of being December 2013 Page 3

4 modified to integrate with Sun Link as revenue service is implemented. The working group that was established to review all rail activation decisions and to make recommendations for policy actions is the Rail Activation and Operations Committee (RAOC). This committee functions as an internal working group comprised of TDOT, Sun Link, Sun Tran and other streetcar-related staff and consultants. While this group reviewed the integration studies, it has not recommended any specific changes due to several factors, including: The recent implementation of the SunGo fare collection system, Sun Tran s ridership and fare data collection system did not provide stop by stop data for passenger boardings and deboardings negating any true knowledge of ridership patterns of those riding the specified routes Conducting a system-wide COA which will include ridership patterns of each route and a review of the potential bus to rail integration (COA report due early calendar year 2014) The consideration that system-wide frequency and/or alignment changes may be recommended through the COA as it is believed that it would be premature to address only those specific routes identified but to include a final review of bus/rail integration considerations as part of the system-wide package Therefore, at the time this analysis was conducted no Sun Tran route changes are being made to accommodate the implementation of Sun Link revenue service. Fares: The recent SunGo smartcard fare collection system required that the COT s fare ordinance be reviewed and updated. The fare ordinance, dated May 29, 2013, Ordinance Number 11082, is provided in APPENDIX A. Seamless connectivity is planned between the Sun Tran system and the Sun Link streetcar system, with the Sun Link fares to mirror those charged by Sun Tran. The SunGo smartcard fare collection system, utilizing fare collection equipment and policies, will enable seamless transfers among the two modes by passengers. Therefore, there are no differences in the fare categories between the two systems, negating potential disparate impact upon minority persons or disproportionate burden upon low income populations based upon fare collection. The Sun Link vehicles will have fare validators onboard, and passengers are required to have a SunGo card, ID/card or ticket to ride. In addition to the system-wide availability of SunGo cards and tickets, each Sun Link stop platform has a ticket vending machine which accepts cash. Service Hours: Sun Tran operates twenty-seven (27) fixed routes within the Tucson regionalized service area. While there are minor differences in service hours between some routes, the core hours of service are 6:00 am until 11:00 pm weekdays, and from 8:00 am to 8:00 pm Saturdays and Sundays. Sun Tran s most productive routes operate until midnight on weekdays. The RAOC reviewed service hours and preliminarily recommended that Sun Link operate from 6:00 am until 11:00 pm Monday through Thursday, 6:00 am until midnight Friday, 8:00 am until midnight Saturday and 8:00 am until 8:00 pm Sunday (Sun Tran fixed route service hours provided in APPENDIX A). The Sun Tran core service frequency is thirty (30) minute frequency peak and sixty (60) minute non-peak, with the most productive routes having a ten (10) minute peak frequency. Sun Link running times are being determined through its systems integrated testing which will conclude prior to revenue service. Preliminarily, Sun Link frequencies have been identified as ten to twelve (10 to 12) minute peak frequency and eighteen to twenty (18 to 20) minute frequency non-peak. December 2013 Page 4

5 Therefore, this analysis assumes no differences in overall service hours between Sun Link and Sun Tran. The COA, which is currently underway, takes a market-driven approach to review routes, frequencies, service hours, and bus/rail integration. Once the COA is completed, there may be recommendations made suggesting revisions in Sun Tran routing, frequency changes or other changes that would impact the bus/rail integration. Should such recommendations result and Tucson Mayor and Council direct staff to proceed in consideration of any such changes that represent changes between the planned Sun Link service and the Sun Tran fixed route service, an updated Service Equity Analysis will be conducted to determine if the result of such changes represents a disparate impact to minority persons or disproportionate burden to low income populations. Conclusion The Sun Link Pre-Revenue Service Implementation Service and Fare Equity Analysis assessed the impact of the planned service upon minority persons and low income populations. This assessment compared the primary characteristics of the planned streetcar service to that of the Sun Tran fixed route service; including fares, service hours, frequencies, and accessibility. The analysis concludes that there are no differences in fares between the two services planned, similar service hours and frequencies. Further assessment determined that there is no negative impact caused by erosion of any existing Sun Tran routes as no changes in the routes within the streetcar alignment are planned at this time. Minority persons and low income populations benefit from the additional service mode option without negative impact. There is full connectivity for Sun Tran passengers to use the Sun Link streetcar service. Therefore, it is the conclusion of the analysis that there is no disparate impact or disproportionate burden caused regarding the planned Sun Link fare and service structures. Should there be any fare changes resulting in differing fares between the two services, any elimination of Sun Tran route segments to accommodate the Sun Link streetcar alignment, or any service hour changes resulting in differing service availability between the two services as a result of the COA or other planning activities prior to the revenue implementation of the Sun Link service, an updated Service and Fare Equity Analysis will be conducted. December 2013 Page 5

6 SECTION I Description of the COT s transit services The COT (Grantee) was incorporated on February 7, 1887, under the provisions of Article 13, Sections 1 through 6 of the Constitution of Arizona and Title 9 of the Arizona Revised Statutes. The City operates under a Council-Manager form of government. All funds and entities related to the City are controlled by the Mayor and Council and are included in the basic financial statements. These funds and entities provide a full range of services including General Government, Police, Fire, Environmental Services, Transportation, Parks and Recreation, Golf, and Water. The COT provides fixed route and complementary paratransit service within the cities of Tucson and South Tucson, unincorporated Pima County and the Towns of Marana and Oro Valley, the Pascua Yaqui Reservation, and the Tohono O odham Nation, San Xavier District. The City contracts with V e o l i a T r a n s p o r t a t i o n / Professional Transit Management, Inc. to manage, operate, and maintain its fixed route service, known as Sun Tran, and to manage and operate its ADA complementary paratransit service, known as Sun Van. T h e C i t y c o n t r a c t s w i t h R D M T t o o p e r a t e S u n L i n k. The COT operates a network of 27 Sun Tran fixed routes and 13 express routes, using a fleet of 252 buses. Complementary ADA paratransit service is provided by using a fleet of 125 revenue vehicles. The basic adult fare for bus service is $1.50. A reduced fare of $0.50 is offered to senior citizens, persons with disabilities, Medicare cardholders, and low-income persons. The fare for ADA paratransit service is $3.00, with a low-income fare of $1.00. The COT s low income program utilizes a "means tested" approach to qualifying applicants by using the United States Department of Labor's Lower Living Standard Income Level guidelines. These guidelines are updated annually and utilize household income and family size thresholds to determine if applicants can qualify to receive the low income fare. The low income program applies to both Sun Tran and Sun Link services. Sun Link will operate seven days a week year-round with a total of eight (8) cars using a peak/nonpeak service structure. The Sun Link alignment and Sun Tran fixed route system map is shown following: December 2013 Page 6

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8 SECTION II Minority and Low Income Fare Demographic Information The total population of the Sun Tran fixed route service area is 640,449, per the US Census Bureau, American Community Survey. Of this population, 484,849 are identified as White/Caucasian or 75.7%. Of this population 134,169 are low income, or 20.95%. Further, 255,006, or 39.82% are identified as Hispanic ethnicity. The total population of the Sun Link service area is 32,285. Of this population, 26,284 are identified as White/Caucasian, or 81.41%. Of this population, 7329, or 22.76% is identified as low income. Further, 9840, or 30.48% is identified as Hispanic ethnicity. Maps are provided in APPENDIX B. Populations: Sun Tran Percent of Population Sun Link Percent of Population Total 640,449 32,285 Minority 155, , Hispanic 255, , Low Income 134, , Table 2, Source: U.S. Census Bureau, 2011 American Community Survey, 5-year Block Group Data ( ) FTA C B defines minority persons to include Hispanic or Latino, which includes persons of Cuban, Mexican, Puerto Rican, South or Central American, or other Spanish culture regardless of race. Therefore, the numbers and percentages reviewed are those identified as Hispanic. Through the onboard survey recently completed and being finalized, additional demographic information is becoming available for the Sun Tran system. Toward determining if the ridership demographic information is consistent with population data, this preliminary data has been reviewed as part of this analysis. December 2013 Page 8

9 Sun Tran onboard survey, Preliminary Results, December 2013 White 30.5% Hispanic 37.7% Black 11.4% American Indian 10.0% Other 3.7% Asian/Pacific Islander 2.9% Source, Sun Tran Onboard Survey, Draft Report There are differences between the onboard survey results and the service area demographics, with a significantly higher percentage of survey responses indicating minority status than that of the population. Since Sun Link has not implemented revenue service, no ridership demographic information is available. To assess whether the benefit of this new transit service is realized by minority persons and low income populations to a comparable level as other demographic classifications, several items were reviewed, including overall system-wide access to the Sun Link alignment, comparison of Sun Tran and Sun Link population and other ridership demographics, and the identification of any access provided by Sun Link not accessible by Sun Tran. Reviewing population demographic information, the Sun Link service area includes 9.34% less minority persons than does the Sun Tran system area and 1.81% more low income population. Access to the Sun Link system is available from the entire Sun Tran service area, and from each of its routes. Transfers can be made from the core of the streetcar alignment, at Ronstadt Transit Center; and at each of its ends, the University of Arizona area and the area immediately west of downtown along W. Congress Street. Minority persons living along the streetcar alignment benefit from the new service, and minority persons within the Sun Tran service area also benefit due to the connectivity between the systems. The difference in the minority populations within the two service areas is 9.34%, with the streetcar alignment having the smaller percentage of minority persons within its service area. While this presents a 23% difference in the two minority populations; this is additional service benefitting the minority population and presents no disproportional negative impact upon minorities and does not present any disparate impact upon this protected population. The Low Income populations of the two service areas are very similar, with 20.95% percent within the Sun Tran service area and 22.76% within the Sun Link service area. This represents an increase of 1.81%. Similarly, Low Income passengers throughout the Sun Tran service area can also benefit from the new service, through transfers. There is no disproportionate burden placed upon low income populations as a result of this new service. While included in another section of this report, it is also noted that the COT provides a low income fare program which is beyond the requirements of the FTA. COT s low income fare program establishes the same fare for qualified persons with low income as that charged for seniors over the December 2013 Page 9

10 SECTION III Public Outreach Efforts Public outreach for the potential streetcar alignment began in 2004, with aggressive activities to review modal alternatives and alignment configuration. During the alignment alternatives investigation, various mode and alignment alternatives were identified and defined within the study area based upon the purpose and need, goals and objectives, and public input. The modes and alignments were developed at a September 29, 2004 workshop. Once these Tier 1 alternatives were identified, a detailed definition of each alternative was developed and evaluated and submitted on April 12, 2005 in the Tier 1 report. Public outreach activities included: On January 26, 2005 the project team and a vibrations consultant made a presentation to UA research staff on locations of research facilities, vibration mitigation opportunities. UA attendees educated project staff on locations of research facilities, vibration level limitations, and the possible negative effects of vibrations to testing equipment and animals. The meeting was initiated to set up a dialogue early in the study so that concerns would be discussed and resolved before they turned into issues. Continued one-on-one meetings with project stakeholders to discuss specific issues as needed. Conducted a public open house and scoping meeting on February 23, 2005 to discuss with the community and obtain input on the definition of the various mode and alignment alternatives and draft results of the alternatives evaluation. Postcard meeting notices were mailed to study area residents, property and business owners, and project mail list members. The meetings were advertised in local newspapers such as the Arizona Daily Wildcat, downtown Tucsonan and Tucson Weekly. On March 24, 2005 an open house was held on the University of Arizona main campus from 11:30am to 2:00pm in the Gallagher Theater. The open house was advertised by posters on campus, advertisements in the UA s Arizona Daily Wildcat and s memorandums from David Duff the Director of Campus and Facilities Planning to UA staff, council, committees and organizations. The event had display boards and a power point presentation followed by a question and answer period. Conducted an Agency Scoping meeting on March Invitation packets were mailed to agency representatives. The 8 attendees were provided with a presentation outlining the study. At the end of the meeting, a question and answer session was held. Continued presentations to groups and organizations immediately affected by the project (e.g., neighborhood associations, civic groups, business group). Provided information about the Tucson MTIS as needed to support implementation of other local activities. Updated project website with event dates and materials as they became available. December 2013 Page 10

11 Continued to maintain project telephone hotline, addresses and process for response and documentation. Public outreach for the final alternatives began on April 12, 2005 and focused on a detailed definition of the final recommended alternatives referred to as Tier 2. Each final alternative was developed in sufficient detail to prepare cost estimates including contingencies commensurate with the level of analysis, ridership projections, alignments, station locations, park-and-ride locations and capacity, inter-modal transfer stations, feeder bus service plans, right-of-way requirements and impacts, traffic impact and impacts to the human and natural environment. The Tier 2 criteria were presented to the Transit Advisory Committee and other groups on May 18 and 19, 2005 and a consensus was achieved to move forward with the Tier 2 recommendations. The public involvement program included consistent procedures for recording and responding to public comments and for relaying public comments to key project team members and decision to makers. All comments were discussed at weekly team meetings and became a part of the permanent record in the meeting minutes. A Communication Record Form (CRF) was developed to record public comments received via fax, mail and telephone. The CFR documented the type of communication, listed the actions taken and placed in the project files. Comment forms were distributed at group presentations, public meetings and events. These were also recorded and follow-up action (e.g., response to questions) was taken when appropriate. Public outreach for the review of this analysis follows the public outreach plan included in the COT s Title VI Transit Program. As part of this plan, information about the analysis and the opportunity for public review and comment through Open Houses is posted on the Sun Tran website, strip cards were distributed aboard Sun Tran buses, two open houses, a media release, and information posted at the transit centers. The public comments relating to the alternative selection and alignment are included in APPENDIX C. The strip card announcing the opportunities for public comment through Open Houses is also provided in APPENDIX C. This document will be updated with public comments received through the open houses and other outreach activities prior to its review and action by Mayor and Council. December 2013 Page 11

12 SECTION IV Mitigations and Additional Considerations to Lessen Impact Specific mitigations are only required when the preferred alternative presents either disparate impact upon minority persons or disproportionate burden to low income populations. The implementation of this new mode of transit service (i.e. Sun Link) does not present disparate impact or disproportionate burden and requires no further mitigations. Additionally, the COT s fare policy includes the provision of the same fare for qualified persons with low income upon the planned streetcar service as that provided for Sun Tran. The provision of this low income fare upon all the COT s transit services is an additional benefit provided to the City s low income population. (Balance of page intentionally blank.) December 2013 Page 12

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21 City of Tucson Major Transit Investment Study UNIVERSITY OF ARIZONA BUS INTERFACE August 4, 2005

22 CITY OF TUCSON MAJOR TRANSIT INVESTMENT STUDY Table of Contents UNIVERSITY OF ARIZONA BUS INTERFACE INTRODUCTION EXISTING CONDITIONS BUS INTERFACE ALTERNATIVE BUS INTERFACE EVALUATION CONCLUSION...8 APPENDIX A...9 Figures Figure 1: Potential Transit Alignments...3 Figure 2: Existing UA Transit Service...4 Figure 3: UA Bus Interface...6 Tables Table 1: Existing UA Transit Service...4 Table 2: Ronstadt Transit Center and UA Bus Interface...5 Table 3: Sun Tran Route Profile Report Downtown vs. UA...7 University of Arizona Bus Interface i

23 CITY OF TUCSON MAJOR TRANSIT INVESTMENT STUDY University of Arizona Bus Interface This report describes the interface between Sun Tran and the proposed high capacity transit system that will serve the University of Arizona campus. 1.0 INTRODUCTION The City of Tucson Department of Transportation (TDOT) is developing a high capacity transit connection between major activity centers in the central core, including downtown Tucson, the Río Nuevo area, the 4th Avenue/Main Gate business districts, the University of Arizona (UA), and the Arizona Health Sciences Center (AHSC). This project is referred to as the City of Tucson Major Transit Investment Study and is currently in the Alternatives Analysis phase of study. Transit modes being evaluated for this study include rapid bus circulator and modern streetcar. The transit alignments being evaluated are illustrated in Figure 1. Multi-Modal Connections The proposed major transit investment will add a new type of transit service to the City of Tucson s urban core. The high capacity transit system will operate every 10 minutes, 18 to 20 hours per day and will be accessible via connecting Sun Tran bus service. Transfers between rapid bus circulator/modern streetcar and Sun Tran can be made throughout the system but will be primarily focused in the region s two largest activity centers: downtown Tucson and the UA campus. These locations will function as bookends at either end of the rapid bus circulator/modern streetcar line and will be connected by frequent transit service. The Ronstadt Transit Center in downtown Tucson will be the larger of the two transit facilities and will provide connections to much of Sun Tran s service area. The UA transfer point will be smaller but will provide connections between University-bound bus service and the rapid bus circulator/modern streetcar system. 2.0 EXISTING CONDITIONS Sun Tran currently serves the UA by fixed route local (8 routes) and express (4 routes) bus service. Some of these routes stay exclusively on the local street network while others operate on the UA campus mall between Campbell Avenue and Cherry Avenue and serve a bus stop adjacent to McKale Center. The Sun Tran bus routes serving the UA are described in Table 1 and illustrated in the Sun Tran map in Figure 2. University of Arizona Bus Interface 2

24 CITY OF TUCSON MAJOR TRANSIT INVESTMENT STUDY Figure 1: Potential Transit Alignments Source: S.R. Beard & Associates, University of Arizona Bus Interface 3

25 CITY OF TUCSON MAJOR TRANSIT INVESTMENT STUDY Table 1: Existing UA Transit Service Weekday Frequency Route Peak Off-Peak Evening Service Hours 1 (Glenn/Swan) am - 10pm 3 (6 th St./Wilmot) am - 10:45pm 4 (Speedway) am - 10:45pm 5 (Pima/W. Speedway) n/a 5:30am - 7:30pm 6 (S. Park Ave./N. 1 st Ave.) :30am - 8:30pm 9 (Grant) :45am - 9:45pm 15 (Campbell) :30am - 10pm 20 (W. Grant/Ironwood Hills) n/a 6:30am - 6:30pm 81 (Tanque Verde Express) 2 trips n/a n/a Peak direction only 102 (Ina Rd. Express) 3 trips n/a n/a Peak direction only 103 (Oldfather Express) 2 trips n/a n/a Peak direction only 106 (Swan Express) 1 trip n/a n/a Peak direction only Source: Sun Tran, Figure 2: Existing UA Transit Service Source: Sun Tran, University of Arizona Bus Interface 4

26 CITY OF TUCSON MAJOR TRANSIT INVESTMENT STUDY 3.0 BUS INTERFACE ALTERNATIVE Implementation of the proposed rapid bus circulator/modern street system will allow the reconfiguration and reallocation of some Sun Tran service in the study area. Some of the routes currently serving downtown Tucson would be replaced by the rapid bus circulator/modern streetcar line and instead be rerouted to serve the UA transfer point. Efficiencies resulting from the reconfiguration of routes would be reallocated to express bus service. For example, the Route 9 currently operates between Grant Road and downtown Tucson via the UA on Campbell Avenue and 6 th Street. Given the level of investment being made between the University and downtown with the rapid bus circulator/modern streetcar system, it would be possible to terminate the Route 9 at the UA instead of downtown since more of the riders are headed to the UA in the first place. Those passengers destined for downtown Tucson are primarily riding the bus in the peak hour and therefore the new Route 9 could be supplemented by a Route 9 express that serves downtown Tucson in the peak hour only. This operating scenario would force a transfer to the rapid bus circulator/modern streetcar to reach downtown in the off-peak but this is expected to impact a small number of passengers. Under the proposed bus interface alternative, Routes 1, 4, and 9 would no longer serve the Ronstadt Transit Center in downtown Tucson and would instead terminate at the UA campus. Routes 4 and 9 would be supplemented by new express bus service to downtown that operates in the peak hour only. The benefits of terminating the Routes 1, 4, and 9 at the UA campus on are twofold: The UA would be served by high level of bus service that would connect seamlessly with rapid bus circulator/modern streetcar. These connections would occur at multiple locations throughout the UA campus and offer improved access for students, faculty, staff, and visitors and would supplement the existing UA transfer point located on the UA mall at the east end of campus. The new Ronstadt Transit Center, which will be smaller in size (12 bus bays) than the existing facility, will be able to accommodate potential service increases that would result if the proposed RTA plan is approved by voters in 2006 since the Routes 1, 4, and 9 would no longer serve downtown. The local Sun Tran bus routes serving the Ronstadt Transit Center and the UA transfer point are described in the Table 2 while UA bus interface is illustrated in Figure 3. Table 2: Ronstadt Transit Center and UA Bus Interface Ronstadt Transit Center UA (Multiple Locations) 2 (Cherrybell/Country Club) 16 (12 th Ave./Oracle Road) 1 (Glenn/Swan) 3 (6 th Street/Wilmot) 19 (Stone) 4 (Speedway) 6 (S. Park Ave./N. 1 st Ave.) 21 (W. Congress/Silverbell) 5 (Pima/W. Speedway) 7 (22 nd St.) 22 (Grande) 9 (Grant) 8 (Broadway/6 th Ave.) 23 (Mission) 15 (Campbell) 10 (Flowing Wells) 20 (W. Grant/Ironwood Hills) University of Arizona Bus Interface 5

27 CITY OF TUCSON MAJOR TRANSIT INVESTMENT STUDY Figure 3: UA Bus Interface Source: S.R. Beard & Associates, University of Arizona Bus Interface 6

28 CITY OF TUCSON MAJOR TRANSIT INVESTMENT STUDY 4.0 BUS INTERFACE EVALUATION The section evaluates the impact of terminating the Routes 1, 4, and 9 at the UA, since it will force a transfer to reach downtown in the off-peak (peak hour service would be supplemented by new express bus service). The percentage of riders on Routes 1, 4, and 9 that are headed to the UA versus downtown can be determined using a Sun Tran route profile report, which lists the number of boardings and alightings by bus stop. The results of the Sun Tran route profile report from November 2003 are summarized in Table 3. The entire table is included as Appendix A. Table 3: Sun Tran Route Profile Report Downtown vs. UA Percentage of Trips Checked All Day Peak Hour On Off On Off Route 1 Inbound UA Total 2% 12% 1% 16% Ronstadt Total 0% 19% 0% 18% Route 1 Outbound Ronstadt Total 31% 0% 32% 0% UA Total 12% 3% 11% 3% Route 4 Inbound UA Total 8% 19% 8% 20% Ronstadt Total 0% 25% 0% 24% Route 4 Outbound Ronstadt Total 31% 0% 29% 0% UA Total 19% 8% 21% 7% Route 9 Inbound UA Total 13% 18% 11% 19% Ronstadt Total 0% 31% 0% 28% Route 9 Outbound Ronstadt Total 40% 0% 40% 0% UA Total 15% 12% 14% 11% Source: Sun Tran Route Profile Report, November The route profile table above is helpful in understanding the impact of terminating the Route 1, 4, and 9 at the UA. For example, the data for the inbound Route 9 (to downtown) shows that a larger percentage of riders get off the bus at the Ronstadt Transit Center (31 percent) than at the UA (18 percent). However, approximately 13 percent of the total riders check also boarded at the UA. Given the short distance between the UA and downtown Tucson, it is assumed the majority of the riders boarding at the UA exited the bus downtown. In the future, these passengers would be served directly by the rapid bus circulator/modern streetcar system. Therefore, the total number of thru passengers that would be forced to transfer would be much lower than the 31 percent number at Ronstadt indicates, especially since the Route 9 would be supplemented by peak hour express bus service. University of Arizona Bus Interface 7

29 CITY OF TUCSON MAJOR TRANSIT INVESTMENT STUDY 5.0 CONCLUSION Under the proposed bus interface alternative, Routes 1, 4, and 9 would no longer serve the Ronstadt Transit Center in downtown Tucson and would instead terminate at the UA campus. This configuration will provide additional transit service coverage and frequency in the central core. The benefits of the proposed bus interface alternative are as follows: The UA would be served by seamless connections between the rapid bus circulator/modern streetcar and Sun Tran at multiple locations on campus. Eliminating the Routes 1, 4, and 9 from downtown will allow the new Ronstadt Transit Center to be smaller in size (12 bus bays) and accommodate potential RTA service frequency increases. Routes 4 and 9 would be supplemented by new express service to downtown that would provide a faster trip time that what exists in the corridors today. The bus interface alternative will force a transfer from Routes 1, 4, and 9 to reach downtown in the off-peak for a small number of riders. This forced transfer will be outweighed by the new transit service connections outlined above. University of Arizona Bus Interface 8

30 CITY OF TUCSON MAJOR TRANSIT INVESTMENT STUDY APPENDIX A The following table provides the all day and peak hour boardings and alightings for all Route 1, 4, and 9 trips checked as part of the Sun Trans route profile report (November, 2003). All Day Total Morning Peak Evening Peak Peak Hour Total All Day Total Peak Hour Total Route 1 Inbound On Off On Off On Off On Off On Off On Off Park/Speedway Park/2nd St Park/University University/Tyndall University/Euclid UA Total % 12% 1% 16% Ronstadt Ronstadt Total % 19% 0% 18% Route 1 Inbound Total Route 1 Outbound On Off On Off On Off On Off On Off On Off Ronstadt Ronstadt Total % 0% 32% 0% University/Tyndall Park/University Park/Speedway UA Total % 3% 11% 3% Route 1 Outbound Total Route 4 Inbound On Off On Off On Off On Off On Off On Off Speedway/Campbell Speedway/Warren Underpass Speedway/Highland Overpass Spedway/Olive Underpass Speedway Euclid UA Total % 19% 8% 20% Ronstadt Ronstadt Total % 25% 0% 24% Route 4 Inbound Total University of Arizona Bus Interface 9

31 CITY OF TUCSON MAJOR TRANSIT INVESTMENT STUDY All Day Total Morning Peak Evening Peak Peak Hour Total All Day Total Peak Hour Total Route 4 Outbound On Off On Off On Off On Off On Off On Off Ronstadt Ronstadt Total % 0% 29% 0% Speedway/Euclid Speedway/Olive Underpass Speedway/Highland Underpass Speedway/Warren Underpass Speedway/Campbell UA Total % 8% 21% 7% Route 4 Outbound Total Route 9 Inbound On Off On Off On Off On Off On Off On Off Campbell/Adams Campbell/Speedway UA Mall th St/Cherry th St/Highland th St/Fremont th St/Park th St/Euclid UA Total % 18% 11% 19% Ronstadt Ronstadt Total % 31% 0% 28% Route 9 Inbound Total Route 9 Outbound On Off On Off On Off On Off On Off On Off Ronstadt Ronstadt Total % 0% 40% 0% 6th St/Euclid th St/Park th St/Santa Rita th St/Highland th St/Cherry Campbell/6th St UA Mall Campbell/Speedway Campbell/Adams UA Total % 12% 14% 11% Route 9 Outbound Total University of Arizona Bus Interface 10

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44 N FREEWAY S 10TH AV E I10 N 6TH AV N STONE AV S 6TH AV N EUCLID AV S PARK AV S FREEWAY N MAIN AV S MAIN AV N 1ST AV N CAMPBELL AV Sun Link Service Equity Analysis Sun Tran Routes & Sun Link Route Date: 11/26/2013 Fixed Routes Non-Radial Routes Road Network Interstate Hy Jurisdictions MARANA Sun Link Service Area Based on 3/4 mile distance Map is for illustrative purposes only Radial Routes Downtown Transit Routes Sun Link (Streetcar) State Hy Major Streets and Routes Railroad ORO VALLEY SAHUARITA SOUTH TUCSON TUCSON UNINCORPORATED PIMA COUNTY Miles 1 in = 1 miles 10 W I10 FRONTAGE RD W GRANT RD N ORACLE RD E GRANT RD E I10 FRONTAGE RD W I10 EXIT 257 ON RAMP W SPEEDWAY BL E SPEEDWAY BL W SAINT MARYS RD N GRANDE AV W I10 10 W 6TH ST S 4TH AV N 4TH AV E 6TH ST N SILVERBELL RD E TOOLE AV E AVIATION PW RAMP S N TOOLE AV S FREEWAY E BROADWAY BL W CONGRESS ST N FREEWAY N GRANADA AV N CHURCH AV S TOOLE AV S EUCLID AV S GRANDE AV W CUSHING ST S STONE AV S MISSION RD W STARR PASS BL W SILVERLAKE RD E I10 EXIT 258 ON RAMP W I10 EXIT 259 ON RAMP W I10 FRONTAGE RD 19 W 22ND ST W 29TH ST E 29TH ST E SILVERLAKE RD S KINO PW E 22ND ST E AVIATION PW «210 N I19 1 in = 2 miles

45 S JOSEPH AV S 12TH AV S 6TH AV S PARK AV S KOLB RD N 1ST AV N CAMPBELL AV N LA CANADA DR N THORNYDALE RD S 10TH AV N 6TH AV S 4TH AV N EUCLID AV S ALVERNON WY N SWAN RD S SWAN RD S WILMOT RD S HOUGHTON RD S PALO VERDE RD S SWAN RD N CRAYCROFT RD N WILMOT RD S PANTANO RD S OLD VAIL RD S WILMOT RD W I10 Main Ave S 10TH AV Oracle Rd N 6TH AV S 6TH AV Stone Ave 6th Ave 4th Ave N STONE AV N EUCLID AV Euclid Ave N PARK AV S PARK AV S HARRISON RD N MOUNTAIN AV N CAMPBELL AV Campbell Ave N TUCSON BL S TUCSON BL N ORACLE RD N HOUGHTON RD Sun Link Service Equity Analysis Sun Tran area - Minority Populations Date: 11/6/2013 Fixed Routes Non-Radial Routes Radial Routes Downtown Transit Routes Streetcar Downtown Loop Road Network Interstate Hy State Hy Major Streets and Routes Railroad Jurisdictions MARANA ORO VALLEY SAHUARITA SOUTH TUCSON TUCSON UNINCORPORATED PIMA COUNTY Sun Link Service Area Based on 3/4 mile distance Sun Tran Service Area Sun Tran Service Area Minority Represented greater than Pima County Avg Miles 1 in = 2 miles Based on U.S. Census Tracts for Pima County American Community Survey 5-year ( ) Pima County population averages: American Indian/Alaska Native % Asian % Black or African American % Native Hawaiian or Other Pacific Islander Identified Other/2 or more races % Hispanic or Latino % - Regardless of Race - Map is for illustrative purposes only W HARDY RD W GRANT RD E GRANT RD W MAGEE RD E ELM ST W SPEEDWAY BL W I10 FRONTAGE RD 10 W INA RD E INA RD N SILVERBELL RD N GRANDE AV Speedway Blvd E I10 N GRANADA AV E SPEEDWAY BL E 6TH ST 6th St W SUNSET RD W EL CAMINO DEL CERRO N CAMINO DE OESTE E I10 FRONTAGE RD W SWEETWATER DR W ORANGE GROVE RD 10 W GORET RD N LA CHOLLA BL W RIVER RD W WETMORE RD W PRINCE RD «77 N ORACLE RD N STONE AV E ORANGE GROVE RD E PRINCE RD E SKYLINE DR E FORT LOWELL RD N COUNTRY CLUB RD E SUNRISE DR n Rd E RIVER RD Congress St S MISSION RD W SILVERLAKE RD N KOLB RD N SABINO CANYON RD AVIATION PW E CLOUD RD Toole Ave 22nd St Broadway Blvd N BEAR CANYON RD E BROADWAY BL S KINO PW E 22ND ST E SILVERLAKE RD E TANQUE VERDE RD E SNYDER RD Downtown, City of Tucson City of South Tucson E AVIATION PW E CATALINA HY W IRONWOOD HILL DR W GRANT RD N ALVERNON WY E GRANT RD E PIMA ST N SILVERBELL RD W SPEEDWAY BL N KOLB RD E SPEEDWAY BL W GATES PASS RD W ANKLAM RD W SAINT MARYS RD E 6TH ST E 5TH ST E BROADWAY BL W STARR PASS BL E 22ND ST S KINNEY RD W AJO HY «86 S GRANDE AV S FREEWAY W I10 RAMP W AJO WY 19 S FREEWAY «210 E 29TH ST E 36TH ST S KINO PW E AJO WY E AVIATION PW E I10 E IRVINGTON RD S GOLF LINKS RD E 29TH ST E GOLF LINKS RD E IRVINGTON RD W DREXEL RD W VALENCIA RD S MIDVALE PARK RD S I19N I19 E DREXEL RD E VALENCIA RD E BENSON HY Sources: U.S. Census Bureau, American Community Survey Sun Tran Routes & Stops, Nov13 City of Tucson GIS, Info. Technology S MISSION RD 19 W SAN XAVIER RD S NOGALES HY E HUGHES ACCESS RD E LOS REALES RD E BENSON HY W I10 E BENSON HY 1 in = 2 miles E OLD VAIL RD S RITA RD E RITA RD

46 N FREEWAY S 10TH AV E I10 N 6TH AV N STONE AV S 6TH AV N EUCLID AV S PARK AV S FREEWAY N MAIN AV S MAIN AV N 1ST AV N CAMPBELL AV Sun Link Service Equity Analysis Sun Link area - Minority Populations Date: 11/6/2013 Downtown Transit Routes Streetcar Downtown Loop Road Network Interstate Hy State Hy Major Streets and Routes Railroad Jurisdictions MARANA ORO VALLEY SAHUARITA SOUTH TUCSON TUCSON UNINCORPORATED PIMA COUNTY Sun Link Service Area Based on 3/4 mile distance Minority_Represented greater than Pima County Avg Miles 1 in = 1 miles Based on U.S. Census Tracts for Pima County American Community Survey 5-year ( ) Pima County population averages: American Indian/Alaska Native % Asian % Black or African American % Native Hawaiian or Other Pacific Islander Identified Other/2 or more races % Hispanic or Latino % - Regardless of Race - Sources: U.S. Census Bureau, American Community Survey Sun Tran Routes & Stops, Nov13 City of Tucson GIS, Info. Technology Map is for illustrative purposes only 10 W I10 FRONTAGE RD W GRANT RD N ORACLE RD E GRANT RD E I10 FRONTAGE RD W I10 EXIT 257 ON RAMP W SPEEDWAY BL E SPEEDWAY BL W SAINT MARYS RD N GRANDE AV W I10 10 W 6TH ST S 4TH AV N 4TH AV E 6TH ST N SILVERBELL RD E TOOLE AV E AVIATION PW RAMP S N TOOLE AV S FREEWAY E BROADWAY BL W CONGRESS ST N FREEWAY N GRANADA AV N CHURCH AV S TOOLE AV S EUCLID AV S GRANDE AV W CUSHING ST S STONE AV S MISSION RD W STARR PASS BL W SILVERLAKE RD E I10 EXIT 258 ON RAMP W I10 EXIT 259 ON RAMP W I10 FRONTAGE RD 19 W 22ND ST W 29TH ST E 29TH ST E SILVERLAKE RD S KINO PW E 22ND ST E AVIATION PW «210 N I19 1 in = 2 miles

47 S JOSEPH AV S 12TH AV S 6TH AV S PARK AV S KOLB RD N 1ST AV N CAMPBELL AV N LA CANADA DR N THORNYDALE RD S 10TH AV N 6TH AV S 4TH AV N EUCLID AV S ALVERNON WY N SWAN RD S SWAN RD S WILMOT RD S HOUGHTON RD S PALO VERDE RD S SWAN RD N CRAYCROFT RD N WILMOT RD S PANTANO RD S OLD VAIL RD S WILMOT RD W I10 Main Ave S 10TH AV Oracle Rd N 6TH AV S 6TH AV Stone Ave 6th Ave 4th Ave N STONE AV N EUCLID AV Euclid Ave N PARK AV S PARK AV S HARRISON RD N MOUNTAIN AV N CAMPBELL AV Campbell Ave N TUCSON BL S TUCSON BL N ORACLE RD N HOUGHTON RD Sun Link Service Equity Analysis Sun Tran area - Low Income Populations Date: 11/6/2013 Fixed Routes Non-Radial Routes Radial Routes Downtown Transit Routes Streetcar Downtown Loop Road Network Interstate Hy State Hy Major Streets and Routes Railroad Jurisdictions MARANA ORO VALLEY SAHUARITA SOUTH TUCSON TUCSON UNINCORPORATED PIMA COUNTY Sun Link Service Area Based on 3/4 mile distance Sun Tran Service Area Sun Tran Service Area Income level below poverty greater than Pima County Average Based on U.S. Census Tracts for Pima County American Community Survey 5-year ( ) Sources: U.S. Census Bureau, American Community Survey Sun Tran Routes & Stops, Nov13 City of Tucson GIS, Info. Technology Miles 1 in = 2 miles Pima County population averages: Low Income (below Poverty) % Map is for illustrative purposes only W HARDY RD W GRANT RD E GRANT RD W MAGEE RD E ELM ST W SPEEDWAY BL W I10 FRONTAGE RD 10 W INA RD E INA RD N SILVERBELL RD N GRANDE AV Speedway Blvd E I10 N GRANADA AV E SPEEDWAY BL E 6TH ST 6th St W SUNSET RD N CAMINO DE OESTE E I10 FRONTAGE RD W EL CAMINO DEL CERRO W SWEETWATER DR W ORANGE GROVE RD 10 W GORET RD N LA CHOLLA BL W RIVER RD W WETMORE RD W PRINCE RD «77 N ORACLE RD N STONE AV E ORANGE GROVE RD E PRINCE RD E SKYLINE DR E FORT LOWELL RD N COUNTRY CLUB RD E SUNRISE DR n Rd E RIVER RD Congress St S MISSION RD W SILVERLAKE RD N KOLB RD N SABINO CANYON RD AVIATION PW E CLOUD RD Toole Ave 22nd St N BEAR CANYON RD E BROADWAY BL Broadway Blvd S KINO PW E 22ND ST E SILVERLAKE RD E TANQUE VERDE RD E SNYDER RD Downtown, City of Tucson City of South Tucson E AVIATION PW E CATALINA HY W IRONWOOD HILL DR W GRANT RD N ALVERNON WY E GRANT RD E PIMA ST N SILVERBELL RD W SPEEDWAY BL N KOLB RD E SPEEDWAY BL W GATES PASS RD W ANKLAM RD W SAINT MARYS RD E 6TH ST E 5TH ST E BROADWAY BL W STARR PASS BL E 22ND ST S KINNEY RD W AJO HY «86 S GRANDE AV S FREEWAY W I10 RAMP W AJO WY 19 S FREEWAY «210 E 29TH ST E 36TH ST S KINO PW E AJO WY E AVIATION PW E I10 E IRVINGTON RD S GOLF LINKS RD E 29TH ST E GOLF LINKS RD E IRVINGTON RD W DREXEL RD W VALENCIA RD S MIDVALE PARK RD S I19N I19 E DREXEL RD E VALENCIA RD E BENSON HY S MISSION RD W SAN XAVIER RD E LOS REALES RD E BENSON HY W I10 E RITA RD 19 S NOGALES HY E HUGHES ACCESS RD E BENSON HY 1 in = 2 miles E OLD VAIL RD S RITA RD

48 N FREEWAY S 10TH AV E I10 N 6TH AV N STONE AV S 6TH AV N EUCLID AV S PARK AV S FREEWAY N MAIN AV S MAIN AV N 1ST AV N CAMPBELL AV Sun Link Service Equity Analysis Sun Link area - Low Income Population Date: 11/6/2013 Downtown Transit Routes Sun Link (Streetcar) Downtown Loop Road Network Interstate Hy State Hy Major Streets and Routes Railroad Jurisdictions MARANA ORO VALLEY SAHUARITA SOUTH TUCSON TUCSON UNINCORPORATED PIMA COUNTY Sun Link Service Area Based on 3/4 mile distance Income level below poverty greater than Pima County Average Based on U.S. Census Tracts for Pima County American Community Survey 5-year ( ) Pima County population averages: Low Income (below Poverty) % Map is for illustrative purposes only Sources: U.S. Census Bureau, American Community Survey Sun Tran Routes & Stops, Nov13 City of Tucson GIS, Info. Technology Miles 1 in = 1 miles 10 W I10 FRONTAGE RD W GRANT RD N ORACLE RD E GRANT RD E I10 FRONTAGE RD W I10 EXIT 257 ON RAMP W SPEEDWAY BL E SPEEDWAY BL W SAINT MARYS RD N GRANDE AV W I10 10 W 6TH ST S 4TH AV N 4TH AV E 6TH ST N SILVERBELL RD E TOOLE AV E AVIATION PW RAMP S N TOOLE AV S FREEWAY E BROADWAY BL W CONGRESS ST N FREEWAY N GRANADA AV N CHURCH AV S TOOLE AV S EUCLID AV S GRANDE AV W CUSHING ST S STONE AV S MISSION RD W STARR PASS BL W SILVERLAKE RD E I10 EXIT 258 ON RAMP W I10 EXIT 259 ON RAMP W I10 FRONTAGE RD 19 W 22ND ST W 29TH ST E 29TH ST E SILVERLAKE RD S KINO PW E 22ND ST E AVIATION PW «210 N I19 1 in = 2 miles