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Regional Performance Measures

Photo courtesy of Indabelle via Flickr/Creative Commons license.

The Wasatch Front Regional Council (WFRC) assesses the status of the Region relative to adopted regional goals, Utah’s Unified Transportation Plan, and Federal performance goals. Analysis is also conducted to understand specific issues relevant to transportation and the interaction with land use and economic development.

Federal Performance Measures
Federal Performance Measures
Regional Transportation Plan
Regional Transportation Plan
State Of The Centers
State of the Centers
Open Space Analysis
Open Space Analysis
Federal Performance Measures

Two federal acts – Moving Ahead for Progress in the 21st Century Act (MAP-21) and Fixing America’s Surface Transportation (FAST) – provided a performance management framework for state departments of transportation, transit agencies, and MPOs to assess and monitor the performance of the transportation system. Outlined were seven national performance goals for the Federal-aid highway program and two national performance goals for transit agencies. Each DOT, transit agency, and MPO is required to coordinate together to set performance targets and report on progress toward meeting national goals and agency targets.

Highway Performance Goals

  • Safety
  • Infrastructure condition/State of Good Repair
  • Congestion reduction
  • System reliability
  • Freight movement and economic vitality
  • Environmental sustainability

Transit Performance Goals

  • Safety
  • State of Good Repair

Safety

Targets are set on a rolling five-year average.

Performance MeasureStatewide TargetReportedTarget Status
Number of fatalitiesLess than or equal to 272.0268.0Met
Fatality rate per 100 million vehicle miles traveledLess than or equal to 0.890.852Met
Number of serious injuriesLess than or equal to 1,4451,437Met
Serious injury rate per 100 million vehicle miles traveledLess than or equal to 4.7504.572Met
Number of non-motorized fatalities and serious injuriesLess than or equal to 212.0214.6Did Not Met

Infrastructure

Targets are two- and four-year targets. For the first performance period only, baseline condition and 2-year targets are not required for the Pavements on the Interstate System measures.

Performance MeasureStatewide TargetReportedTarget Status
Percent of pavement on Interstate System in good condition> 60.0%N/AN/A
Percent of pavement on Interstate System in poor condition< 5.0%N/AN/A
Percent of pavement on non-Interstate System in good condition> 35.0%57.7%Met
Percent of pavement on non-Interstate System in poor condition< 5.0%6.0%Met
Percent of NHS bridges classified as in good condition> 40.0%37.5%Not Met
Percent of NHS bridges classified as in poor condition<10.0%0.4%Met

System Reliability

Reported percentages apply only to the WFRC planning area. For the first performance period only, baseline condition and 2-year targets are not required for the Non-Interstate NHS reliability measure.

Performance MeasureStatewide TargetReportedTarget Status
Percent of person miles traveled on the Interstate System that are reliable> 85% (two-year target)
> 90% (four-year target)
90.3%Met
Percent of person miles traveled on the non-Interstate National Highway System that are reliable> 80% (two-year target)
>75% (four-year target)
N/AN/A

Freight Movement and Economic Vitality

Performance MeasureStatewide TargetReportedTarget Status
Truck travel time reliability index<1.201.23Not Met

Congestion Reduction

Measure only applies to urbanized areas with a population greater than one million. In Utah, the only urbanized area with a population greater than one million is the Salt Lake City-West Valley City Urbanized Area. For the first performance period only, baseline condition and 2-year targets are not required.

Performance MeasureStatewide TargetReportedTarget Status
Annual hours of peak-hour excessive delay per capitaLess than or equal to 12.4N/AN/A
Percent of non-single-occupant vehicle travel> 24.9% (two- and four-year target)25.1Met

Safety

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State of Good Repair

Performance MeasureDetailModeTransit Service Area TargetReportedTarget Status
Rolling StockPercent of revenue vehicles that exceeded their Useful Life BenchmarkArticulated bus0%0%Met
Over-the-road bus0%59.55%Not Met
Bus0%7.11%Not Met
Cutaway bus0%14.80%Not Met
Light rail vehicle0%0%Met
Commuter rail locomotive0%0%Met
Commuter rail passenger coach25.49%25.00%Not Met
Van31.45%27.89%Met
FacilitiesPercent of facilities with a condition rating below 3.0 on the Transit Economic Requirements Model scalePassenger/parking facilities4.02%0%Met
Administrative/maintenance facilities0%0%Met
InfrastructurePercent of track segments with performance restrictions Commuter rail1.75%1.78%Not Met
Light rail5.43%3.15%Met
EquipmentPercent of non-revenue vehicles that exceeded their Useful Life BenchmarkAutomobile59.63%53.43%Met
Trucks & other rubber tire vehicles40.78%53.16%Not Met
Steel wheel vehicles0%28.57%Not Met
Regional Transportation Plan

Performance measures were carefully developed in collaboration with our local communities and transportation partners to give decision makers the opportunity to compare how well the 2019–2050 RTP supports their values and goals. The 2019–2050 RTP was evaluated to determine its social, economic, and environmental impacts and how well it would meet the transportation needs of the Region through the year 2050.

During the development of the 2019-2050 Regional Transportation Plan, three scenarios were developed to show the trade-offs associated with different transportation and land use investments. Project selection criteria was used to evaluate each scenario and, in conjunction with feedback received from the public involvement process, move towards a preferred scenario.

Roadways

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To develop the preferred scenario, there was a three-step roadway project selection process, conducted in close collaboration with UDOT.

  1. Stakeholder feedback was reviewed. Feedback considered information from the scenario workshops, including map comments and keypad polling results; survey results and map comments from the online visualization tool; and feedback gathered from stakeholder meetings. This feedback informed WFRC on which projects support livable and healthy community, transportation choices, and fiscally efficient communities and infrastructure goals, as well as those projects that are not needed or desired by the year 2050.
  2. Technical evaluation using measures based on the Wasatch Choice 2050 goals, and influenced by federal goals and performance measures, was conducted. This technical evaluation used a two-tiered screening process followed by an evaluation of potential impacts to communities, the environment, transit and active transportation, and open space. The technical evaluation first utilized screening criteria to include projects that a) mitigate safety issues; b) meet volume thresholds for additional lanes, increases connectivity, or is identified as a Congestion Management Process project; and/or c) are on the TIP, are part of an environmental study, or have preserved ROW. Projects that did not meet this first screening were evaluated to determine whether the project improved access to opportunity or enhanced freight mobility.
    3. Consideration and incorporation of relevant efforts such as the Wasatch Front Central Corridor Study, Point of the Mountain Study, Transportation Investment Fund (TIF), environmental reviews, multimodal reviews, and other planning analyses.

Transit

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To develop the preferred scenario, there was a three-step transit project selection process, conducted in close collaboration with UTA.

  1. Stakeholder feedback as provided by small area meetings held throughout the Region. This feedback informed staff on which projects support community mobility goals and those that are not needed or desired by the year 2050.
  2. Technical evaluation first utilized screening criteria to include projects that a) are considered in municipal planning documents, are part of an environmental study, or have preserved ROW and/or b) yield established ridership thresholds. Projects that did not meet this first screening were evaluated through a set of goal-based performance measures, in order to include transit projects that help achieve regional planning objectives, such as improving access to opportunity, serving Equity Focus Areas, and connecting to Wasatch Choice 2050 centers. Projects were also screened to remove any with potential significant environmental  impacts.
  3. Consideration and incorporation of relevant efforts such as the Wasatch Front Central Corridor Study, Point of the Mountain Study, environmental reviews, and other planning analyses.

Active Transportation

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The active transportation analysis followed a three-step process to determine which projects should be included in the Regional Transportation Plan.

  1. Stakeholder feedback as provided by small area meetings held throughout the Region. This information was received from keypad polling results, map comments from the scenario workshops, and survey & map comments from the online visualization  tool.
  2. Develop Active Transportation Preferred Scenario Deliverables consisted of creating (1) a GIS Bicycle Map updated with local and UDOT input, (2) a GIS Regional Point Projects Map, and (3) a GIS Regional Sidewalk Map update. Each deliverable used criteria based on Wasatch Choice 2050 Goals and Project Evaluation Criteria.
  3. Consideration and incorporation of relevant efforts such as the Westside Bicycle Connectivity Study, First- and Last-Mile Study, and locally adopted, or in progress, active transportation plans.

The phasing of the 2019-2050 RTP projects was guided by the Wasatch Choice Regional Vision goals. These goals informed the criteria, weighting, and methodology used to phase projects, and differ slightly by transportation mode. WFRC uses a variety of tools to forecast the timing and impact of anticipated growth, such as the regional Travel Demand Model and the Real Estate Market Model. Socioeconomic and travel-related forecasts from these models are used to assign points to each transportation project in the near- and long-term time horizon. Projects are phased using technical data and input from WFRC’s partners, including the Utah Department of Transportation (UDOT), Utah Transit Authority (UTA), and local communities.

The 2019–2050 RTP was evaluated to determine its social, economic, and environmental impacts and how well it would meet the transportation needs of the Region through the year 2050. The goals and objectives for the 2019–2050 RTP helped form the basis for this evaluation. The 2019–2050 RTP was also analyzed with regard to its conformity with state air quality plans and other factors.

Two future scenarios were compared to existing conditions:

  1. Current path to 2050: this scenario demonstrates how our transportation system and land development patterns will perform together through the year 2050, if we fund and build only the transportation projects using revenue sources currently in place and if we continue existing land use policies through 2050.
  2. Draft Wasatch Choice Path to 2050: this scenario demonstrates how our transportation system and land development patterns will perform together through the year 2050, if we fund and build transportation projects using revenue sources currently in place along with specific additional revenue streams, coupled with the Wasatch Choice 2050 Vision’s proposed land use policies through 2050.
State of the Centers

In May 2019, the Wasatch Front Regional Council adopted the Wasatch Choice 2050, a locally driven effort in which cities, counties, community organizations, transportation partners, businesses, the public, and others help to create a blueprint for major transportation investments, as well as land and economic development. The concept of centered development is the key feature of the land use element of Wasatch Choice 2050.

Centers are the hearts of a community, both socially and economically. They vary in scale but in all cases are more intense than their surrounding area; are walkable, often served by a variety of transportation options; and offer a mix of uses including office, dining, retail, and residential. Centers are locations where communities anticipate welcoming more intense buildings, even as they may maintain lower levels of intensity elsewhere. Typically, they are good candidate locations for providing a variety of housing options, including units that impact housing affordability.

The State of the Centers report, first published in September 2019, is an effort to track, record, and communicate metrics that relate to the Region’s shared Vision, as outlined in the Wasatch Choice 2050. Communities can use the State of the Centers report to help determine the extent to which their centers have developed as they envisioned in the Wasatch Choice 2050 Vision.

Open Space Analysis

Preserving open space is one of the four key strategies of the Wasatch Choice 2050 Vision. Easily accessible parks, open spaces, and recreational opportunities are essential to our quality of life.

The counties along the Wasatch Front have the highest rates of population growth in the state. Are cities in this region prepared to balance growth and open space needs? The open space analysis provides data about the current state of open space in Wasatch Front cities and the need for increased open space preservation to balance population growth.

For additional information regarding performance measures, please contact Julie Bjornstad.

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