For 45 years, the Utah Transit Authority allowed riders to go almost anywhere on its bus and TRAX system for one flat fare. That may change next year as the agency looks at charging fares based on how far passengers travel.
That could make those with longer commutes pay more, and those taking short trips pay less. UTA says such a system could be fairer, and the agency is beginning a final study to look at how to implement the change without losing ridership or revenue.
"We are still looking at if we want to do this," said Andrea Packer, UTA chief communications officer. "We have not made a final determination."
But UTA has been moving toward distance-based fares for years and says it is now at the point that it has the technical ability to do it — if it decides the move makes sense and riders will support it.
For example, UTA installed GPS location tracking on all buses. So if riders pay by electronic media — "tapping on and off" at the beginning and end of their trips — the system can track how far they travel and charge different fares accordingly. It would deduct the fare from money loaded onto an electronic card.
UTA says a distance-based fare system would preclude cash fares and require people to pay with electronic media. About 50 percent of UTA riders do that now, Packer said, either with passes (usually from universities or employers), the new electronic FAREPAY cards sold by UTA or even by smartphone apps.
Electronic cards » UTA has now sold more than 14,000 FAREPAY cards — and riders have loaded $1.7 million onto them for fares so far. The agency has promoted FAREPAY by offering a 20 percent discount to those who use them, so a regular $2.50 fare for a bus or TRAX trip costs $2.
The cards, and the ability to add money to them, are offered by more than 275 stores along the Wasatch Front with UTA planning to expand the number. Associated Food Stores even promoted them by decorating the front of several stores to look like TRAX trains, and stenciled tracks on floors leading to FAREPAY machines.
Data that UTA has been collecting from electronic media also show where riders travel, transfer and at what times of the day to help the agency better design service. That also could help it design distance-based fares in ways that wouldn’t reduce overall revenue.
UTA has always used a form of distance-based fares on its FrontRunner commuter rail system.
The agency previously had discussed doing away with the free-fare zone in Salt Lake City as part of a future transition to distance-based bare but backed off when city officials pushed back, citing a long-term agreement.
Packer told the UTA Board this week that it has hired a consultant and is beginning a "fare policy analysis project" to look at the agency’s overall fare structure — including deciding finally whether to proceed with distance-based fares.
That will include surveys, focus groups and other outreach to see what kind of changes riders would support. The information will be presented to the board with suggestions and scenarios, then will go to the public for feedback on any final recommendations. The UTA Board plans to discuss fares during much of a daylong retreat it has planned next month.
No hard deadline » Packer said the process could take seven to eight months, but there is no firm deadline. Distance-based fares might be a reality as early as next year.
"It is one of the options we are considering," she said. "We want to keep all of our options open, and let the process and the input we get from our riders drive it."
Among issues that the new research will seek to resolve is how to handle the many types of passes that UTA now offers — mostly at deep discounts to universities and employers who vow to provide them to all employees or students.
A UTA consultant a few years ago suggested phasing out passes if the agency goes to a distance-based fare system, but UTA has since said the passes are popular and likely needed.
Passes provided by just the University of Utah, for example, account for 8 percent of overall UTA ridership, Packer said.Next Page >
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