Provo 2025 City Council Candidate Survey: Where Do They Stand on Active Transportation?
BikeWalk Provo reached out to all candidates running for city council seats in the 2025 Provo Municipal Election. We asked them to share their vision and priorities for biking, walking, transit, and sustainable development in our city through a range of questions.
But First, Save the Date! Live Debate on October 7th
Mark your calendars for a Provo Municipal Candidate Forum on the evening of Tuesday, October 7th (time/location TBD), hosted by BikeWalk Provo. The forum will focus on pressing issues like:
Safe streets for walking and biking
Smart, people-first development
Public transit and connected neighborhoods
All candidates have been invited, and you'll have a chance to hear directly from them about their visions for Provo’s future. More details will be shared on BikeWalkProvo.org and our social channels soon.
About the Candidate Survey
To complement the forum, we invited all 2025 city council candidates to respond to a short survey focused on active transportation, land use, and neighborhood access.
Each candidate was asked to answer within 100 words per question and return their responses by Thursday, July 17th.
Responses were received from Sam Blackburn, Hannah Petersen, Adam Shin, Rachel Whipple, and Jeff Whitlock. Tom Fifita Sitake Sr. (citywide), Sally Clayton (District 2), Shay Aslet (District 5), and Tim Jafek (District 5) did not respond.
City Council member and citywide candidate Katrice Mackay did not complete the survey but provided a general statement, which we've included at the bottom of this post.
We've grouped the responses by topic (not candidate) so you can compare how each person answered a given question.
Candidate responses are listed in alphabetical order by last name.
Topic 1: Transportation and Infrastructure
Question 1: Safety First
What are your top 1-2 priorities for making Provo's streets safer for all people outside of cars?
Do you support exploring a citywide "20 is Plenty" speed limit on residential streets?
Do you support the city adopting a Vision Zero strategy to eliminate all traffic fatalities and serious injuries, while focusing on safe, healthy, equitable mobility for every resident of our community?
Sam Blackburn
I'd prioritize the construction of new housing near transit stations - there's safety in numbers and transit encourages walking and biking. I support further implementation of bike lanes and curb extensions to help protect walkers and bikers.
'20 is Plenty' rules should be paired with physical changes to help drivers recognize the environment they're in. I'm in support of a Vision Zero strategy.
Hannah Petersen
I think reducing our dependence on cars and individual transport beyond bicycles and small sized vehicles enables us to shrink our urban roads, which results in heightened risk assessment of public roadways. I prioritize building or updating our roads to be narrow multimodal streets, emphasizing cyclists and pedestrians and dedicating ample resources to our public transit system within these roads. This method works extraordinarily well when paired with a compact urban development model, less so otherwise. This should not only slow down drivers, but also incentivise other means of transport.
I prefer 15 mph limits, but as our cities are currently too spread out, I believe 20 is an adequate limit for residential areas. Public reaction will decide whether that will be implemented.
The Vision Zero strategy is reasonable enough to adopt, although I consider our urban planning to be pivotal.
Adam Shin
My top safety priorities are: 1) slower speeds on residential streets, and 2) safer crossings near schools and bus stops. I support adopting a Vision Zero strategy. I’m open to “20 is Plenty,” but we’re struggling to enforce even 25 MPH today. We should focus on simple improvements to street design and measure our progress.
Rachel Whipple
Continue to prioritize funding for sidewalks and intersection upgrades. It’s taken work to get the rest of the council on board with this, and to get the administration to recognize that they were woefully underfunding this effort. Fortunately, our current traffic engineer and head of public works are very supportive, so we’re getting more done that we could before.
I support the “20 is Plenty” campaign—I even have one of the signs at my house. But I know that without changes to the physical street, just changing the speed limit on a sign does not slow drivers.
I love the Vision Zero initiative. It’s only be making big goals that we are able to make even incremental progress. I wish we had a better way to log “near misses” because that missing data is a much better indicator of the safety and perception of safety of our streets than only accident data or police reports.
Jeff Whitlock
As a father of 3 little children, street safety is critical to me. This is also a consistent concern I hear from District 2 residents. Here's how I think about non-car street safety:
I'd use a simple three-step framework: Where, What, and Cost, optimizing for safety impact per dollar spent.
First, WHERE to focus—prioritizing locations based on current use, danger level, potential use if made safe, and community need (like proximity to schools).
Second, WHAT to do—matching the right solution to each problem.
Third, considering COST—starting with quick, cheap interventions like paint and planters, then making successful ones permanent.
I'd consult with city traffic engineers, our neighborhood community councils, study case studies from other cities, and review crash data to apply this framework.
Based on my current thinking and what I'm hearing from neighbors, I'd prioritize: (1) Quick, low-cost safety improvements at our most dangerous intersections using paint, planters, and better signage—addressing 10-20 problem spots for the cost of one major infrastructure project, and (2) Establishing a Neighborhood Traffic Calming Program like Pittsburgh's, where residents can request traffic calming measures through an expedited review. Pittsburgh has seen speeds drop by 6 mph on average with these simple interventions.
I support exploring "20 is Plenty" on residential streets—slower speeds save lives. I also support adopting Vision Zero principles. No family should lose someone to preventable accidents.
Question 2: Investing in Active Travel and Transit
How would you approach increasing and funding infrastructure such as bikeways, shared-use paths, and improved sidewalks and crosswalks for people who bike, walk, scoot, and use transit?
Do you support widening 800/820 N and 2200 N? Why or why not?
Sam Blackburn
Research shows that widening streets generally does little to diminish traffic. Investment in widening 800/820 N or 2200 N should prioritize pedestrian and cyclist traffic, with separated areas for those not driving cars. Likewise, money for separated bike lanes and pedestrian crossings should be expanded
Hannah Petersen
I believe it’s appropriate to fund bikeways and sidewalks with tax dollars, but spending must be balanced and thoughtful so active transportation is valued, not resented. I would also look for grant opportunities and explore setting a clear spending goal in the master plan.
One idea worth studying is earmarking a portion of parking‑fee revenue for bikeways and sidewalks. If Provo grows and certain congested areas adopt paid parking, reinvesting that revenue back into those same areas could create a lasting funding source.
While I support bringing visitors to our commercial districts to boost sales tax revenue, I do not believe we should encourage more traffic in residential neighborhoods. I would not support widening 800 N or 2200 N
Adam Shin
We should prioritize sidewalk repairs, trail connections, and low-cost bikeway improvements. I’m opposed to widening 2200 N — it's a residential street with multiple alternative routes. I'm cautious on 800/820 N, which is one of our few east-west connections. Widening it would be expensive and disruptive. Any future plans should be carefully evaluated on a cost-benefit basis.
Rachel Whipple
I am very hopeful that we can take the TMAC recommendations for reenvisioning Center Street and do a robust public engagement project to create support for rebuilding our downtown ahead of the Olympics. The council will need to appropriate money for this study/outreach, but I believe I have identified funds in the RDA that could be used for it because it would support economic development of a key area of the city. We would still need to prioritize the changes in the capital improvement project list. I hope that we may be able to getsome Olympic funds to help, since it is a straight shot from our downtown to the Peaks Arena. We may also be able to use some county and MAG funds because this would help tourism and prepare us to host the Olympics.
Widening streets induces additional demand. I live on a highway, so I don’t view it as the end of the world, but I moved to it. There is no reason to fundamentally change the existing character of a neighborhood by essentially establishing a new highway through it. It is important that our neighborhoods and downtown be treated as destinations, not throughfares. That we slow down to human speeds and build our streets and structures to be comfortable at a human scale.
Jeff Whitlock
My funding approach: (1) Given Provo’s revenue headwinds and growing infrastructure needs, having a good economic development strategy is critical to have the resources to invest in active transportation infrastructure, (2) continue to pursue federal and state grants specifically for active transportation—there's significant money available we're not currently capturing, (3) ensure bike/pedestrian improvements are always integrated into scheduled road maintenance—it's much cheaper to add bike lanes when we're already repaving.
Regarding 800/820 N and 2200 N widening: I understand the desire for better east-west connectivity, especially for 820 N as a potential freeway connection. However, I oppose widening this road because widening roads induces more traffic (well-documented as "induced demand"), makes streets more dangerous for pedestrians and cyclists, and costs millions that we could spend more effectively elsewhere.
For east-west connectivity, I'd instead support better signal timing to improve traffic flow, dedicated turn lanes at problem intersections, and investigating improving 500 N as an important east/west connection.
The reality is that we can't build our way out of traffic by adding lanes. Every growing city that's tried has failed. What works is giving people real alternatives to driving and making our existing infrastructure work more efficiently. That's fiscally responsible and preserves our neighborhoods.
Question 3: Connecting Provo with Trails
What is your vision for expanding and improving both paved and unpaved trails within Provo?
How would you work with relevant organizations to achieve this?
Sam Blackburn
I see the Provo River as the most obvious location for further trail expansion - I'm a big fan of some of the bridge and tunnel expansions that have already been implemented there. Further trails should connect to high-density residential areas and existing transit to facilitate transportation.
Hannah Petersen
West Provo should have exceptional paved trails and bike routes. If East Provo is known for its mountains, West Provo can become a road‑bike destination, offering not just recreation, but true connectivity.
I lived in Colorado for a few years and I experienced a community where every neighborhood was linked by a dual‑use path surrounded by natural vegetation. These paths curved naturally toward schools and became one of the city’s most loved features. They didn’t just provide transportation—they helped attract long‑term residents and strengthened the community. As a designer, we often included paths like this. Because many communities had trails and paths it was expected that any new development would include the same. This is not a common design feature in Utah development.
I will work closely with local trail groups, TMAC, district board members, and city staff. I will also collaborate with my fellow councilors to ensure that expanding and improving Provo’s trail network remains a clear priority for our future.
Adam Shin
I would love to expand bicycle trail connections across the city. I’d work with county, state, and nonprofit partners to plan and fund projects.
Rachel Whipple
I love that Gordon Haight has been working to leverage outside grant funds to improve and expand our bike trail system and make substantial safety improvements in Joaquin. He’s also encouraged me to think big, to create a long-term plan that would result in a legacy improvement to out active transportation infrastructure. I just don’t have enough support in the current council to pull that off. Yet.
I think the next thing we need to do is to update the Bicycle Master Plan. Frankly assess what we have been able to do, and the deficiencies that have become apparent. Updating the plan will involve significant public outreach and input, from BikeWalk Provo to MAG and UDOT.
Jeff Whitlock
My vision is to create a comprehensive trail network that connects every Provo neighborhood to our mountains, downtown, and the lake. District 2 has some exciting opportunities that I'll champion.
First, I'll push to formally designate the Provost-Bicentennial Byway as an official active transportation route and extend it to Slate Canyon as part of the Upper Bicentennial Park project. This creates a safe north-south spine through our district.
Second, I'll advocate for completing the Provo to Springville Spring Creek Trail, which opens up regional connections for our residents. These aren't just recreational amenities—they're transportation infrastructure that lets families safely bike to school, work, and shopping.
Third, I'll work to add bicycle facilities on 820 North, creating a safer route to Wasatch Elementary and better connections to BYU and the rest of the city's bikeway network. The new 900 S/State Street signal is a great start, but we need the safe routes to go with it.
To achieve this, I'll work closely with MAG for regional trail funding, coordinate with Utah County on the Spring Creek Trail, and partner with local groups like BikeWalk Provo who understand what actually makes trails useful for transportation, not just recreation. I'll also ensure new developments in District 2 contribute to and connect with our trail network.
My dream is to one day have a Provo River trail all along the river from Provo Canyon to Utah Lake.
Question 1: Safe Routes for Students
How will you enable the city to work with the Provo School District to make it safer and easier for students to walk, scoot, and bike to school?
Sam Blackburn
School pick up lines are the bane of every parents' existence! Empowering student transit should be a priority. For routes with heavy student traffic, I'd support curb extensions, protected bike lanes, more crossing guards, and maybe pedestrian tunnels to enable student transport
Hannah Petersen
I wonder if the City Council could ask the district board members to help identify safe routes for every school with the help of BikeWalk. These routes may already exist, and if they do, that information should be shared directly with the boards. District board members are volunteers who genuinely want to make a difference.
They may not all be involved with BikeWalk, and that could actually be a strength—broadening the conversation and building wider commitment to safe school routes. By engaging them, we may create stronger connections between neighborhoods and schools, and help ensure that every child has a clearly defined and truly safe way to get to school.
Adam Shin
I’ll push for better coordination with the school district on route planning. We should talk with residents to identify problems like missing sidewalks and unsafe crossings.
Rachel Whipple
Honestly, this is outside of the city council’s purview. But through our neighborhood district program, we have been helping facilitate productive connections between concerned residents, the school district, and Vern Kessler, our traffic engineer, to help the Safe Routes to Schools process work better. So while we as a council do not have a direct role, we are trying to help. The council leadership is also now meeting regularly with the school board leadership, so we have much better coordination on these issues.
Jeff Whitlock
I need to do more research to understand current practices between the city and school district—some coordination may already be happening. But residents tell me they often get bounced between agencies when trying to address safety concerns, suggesting we can do better.
Specifically, I'd push for:
First, joint planning on infrastructure improvements around every school. When the city plans road work near schools, the district should be at the table. When schools plan pick-up/drop-off changes, city traffic engineers should be involved.
Second, coordinated programs like walking school buses and bike trains that require both infrastructure (city) and organization (district). We can't just build sidewalks and hope kids use them—we need the programs to go with them.
Third, while school start times are outside my lane as a city councilor, I'd note that research shows later starts improve student safety during commutes—more daylight and less rushed morning traffic create better conditions for walking and biking. This is something the district may consider as they think about student transportation.
Question 2: Encouraging Active Lifestyles
What kinds of community programs or initiatives would you support to encourage more people to choose active transportation and transit options for every day trips?
Would you support the city hiring an Active Transportation coordinator? (Fort Collins, CO, a platinum-level Bicycle Friendly Community, has 5 full-time employees who work on AT; Provo has zero.)
Sam Blackburn
I could be convinced. As with all city initiatives, I'd need to know that the taxpayers' return would justify the upfront investment
Hannah Petersen
I see the value of having a Transportation Coordinator, but I also worry it could backfire. If that individual does not know how to work with—and respect—all areas of Provo, it could unintentionally create resistance to active transportation. There is also an issue of cost. An alternative might be a committee that works closely with each district. That approach could build stronger connections in neighborhoods where active transportation has not been a priority. I am definitely not opposed to a coordinator, I just can’t commit to it.
Adam Shin
I’d support walk-to-school programs, open streets events, and small grants for neighborhood safety projects. I’m open to the idea of an Active Transportation Coordinator if we can define clear goals for the role and ensure it’s worth the expense.
Rachel Whipple
What a fun idea! At this point, with our tight budget and falling sales tax revenues, I don’t think it would be prudent to introduce the cost of another FTE. But we are continuing to support the people who work for the city who do care about active transportation. Our new economic development director lives in Provo and bikes to work. He is well placed to make economic arguments within the administration in support of active transportation. Getting people like him in critical roles are how we change the administration’s culture and priorities, and honestly, that is much more effective than action from the council.
Jeff Whitlock
Yes, I strongly support hiring an Active Transportation coordinator. We can't effectively manage what we don't measure and coordinate. For a city our size with our growth challenges, having zero dedicated staff while Fort Collins has five seems like a missed opportunity. I imagine this position could more than pay for itself through grant capture alone—there's likely significant federal and state funding we're leaving on the table.
Beyond staffing, I'd support these initiatives to encourage active transportation:
First, expand our neighborhood grant program for low-cost safety and public space improvements. While the recent increase to $7,500 is appreciated, residents tell me it feels patronizing when we spend millions on road maintenance but pennies on sidewalks and traffic calming. I'd push to increase these grants and reduce the administrative burden so neighbors can actually implement meaningful safety improvements.
Second, improve coordination between the city, school district, and BYU on Safe Routes to School. Too often these agencies work in silos. We need joint planning for walking school buses, bike trains, and infrastructure improvements that actually connect.
Third, support "Open Streets" events where we temporarily close streets to cars and open them for walking, biking, and community activities—without charging residents $500+ in fees for block parties in their own neighborhoods.
The goal is making active transportation the easy choice, not the brave choice. That starts with dedicated staff, adequate funding, and removing barriers for residents trying to make their neighborhoods safer.
Question 1: People-Centered Development
How can new developments in Provo contribute to making the city more accessible by giving more space for people to walk or bike, and do you support updating zoning rules to encourage these outcomes?
Sam Blackburn
Provo's streets are wide enough to accommodate walkers, bikers, and drivers. New development should provide specific space for all these parties.
Hannah Petersen
Yes I encourage zoning that promotes more biking and walking space. Again, I have designed this type of space for a living and know how valuable it can be. Development with more paths, done right, increases profits/ sales tax in commercial areas and attracts more long-term residents in residential areas.
Adam Shin
We should update our zoning to allow walkable, mixed-use development in places that make sense. Downtown and south of BYU are two prime locations. They already have the density and the transit connections to make this viable.
Rachel Whipple
Upzoning is the clearest path the council has to addressing housing affordability and encouraging redevelopment. It is a no-brainer. And it is also incredibly unpopular with current property owners who are very afraid that their neighborhoods will change around them in ways that they do not like. Because our entire system is built to prioritize the voices of people who already own property, it is almost impossible to make data-driven changes. We are able to do incremental things, and to keep having the public conversations in the hopes that, gradually, perceptions will shift. We have really good language in our new General Plan to encourage infill and zoning adjustments. We have signaled that such a change will be appropriate. And I was able to persuade the council to fund a complete zoning code rewrite. I would love for this, in addition to modernizing and simplifying our zoning code, to also do upzoning, but I’m not sure how far our community is willing to go with these changes. Right now, the consultant has finished their portion of the work, and the rewrite is going through legal. I’m hoping it will come to the council in the early fall.
Jeff Whitlock
Some of the most beautiful, inviting places I've experienced—Piazza San Marco, Pearl Street Mall, Temple Square—share one thing: they prioritize people over cars. These spaces foster community and connection.
I felt this powerfully at Provo's 4th of July parade. University Avenue transformed into a vibrant community space with kids dancing, families connecting. Then police cleared the street, cars immediately zoomed by, and that magic vanished.
Obviously, we need roads for cars—families depend on them, especially in winter, but we should create more places and spaces for people. I benerally support smart updates to zoning to encourage these outcomes.
Question 2: Infill and Connectivity
Many Provo neighborhoods have undeveloped lots or empty spaces. How would you encourage building on these "missing pieces" to create more connected, walkable, and bikeable communities?
Sam Blackburn
These properties often face zoning or technical challenges (i.e. plumbing near downtown). I'd like to free up Provo's Zoning and invest in the proper infrastructure to allow housing and commercial development all over town.
Hannah Petersen
(did not respond)
Adam Shin
Neighborhood infill should be sized for the neighborhood. We should allow small-lot homes and businesses near the city center.
Rachel Whipple
I’ve had council staff exploring vacant lot ordinances with our development services and zoning enforcement staff to see if there are tools that we are not using to help encourage better care of vacant properties and redevelopment. Based on that, zoning created a list of all vacant properties in Provo, that they can use to help focus in on zoning violations (weeds, pit hazards, etc.).
Before council inquiry, there was nothing happening on this front. Right now, we’re circling in on something like SLC’s Boarded/Vacant and Secured Buildings code. It seems easier to address boarded buildings than vacant lots. As head of the RDA, I’m also working with staff to define HTRZ zones and additional areas that could really use some redevelopment. The HTRZ ones are concentrated around the Frontrunner station, and we are looking to include pieces like the Harris Block so that this core area that is so close to our good transit can move forward with redevelopment.
Jeff Whitlock
Empty lots in established neighborhoods represent missed opportunities for both housing and economic development. I'd encourage smart infill by streamlining permitting and reducing fees for infill projects. We shouldn't make it harder to build on empty lots than on greenfields.
But simplified processes only help if residents know how to navigate them. That's why Provo should run public development workshops for local independent developers that guide residents through the entire legal process—from initial concept through design and approval—while connecting participants with vetted small-scale general contractors or subcontractors for those who want to serve as their own GC.
Question 3: Access to Stores and Services
As Provo expands, many neighborhoods still lack access to everyday services (i.e. corner markets, daycares, bakeries, restaurants, etc) within walking and biking distance. What role should the city play in encouraging small, local businesses in these areas?
Sam Blackburn
The best way to encourage mixed-use development is to legalize it. In much of Provo - and especially student neighborhoods like Joaquin and Northpark - small businesses ought to be able to open their doors in areas currently zoned exclusively for residential. This would help to fix car dependency, especially among childless college students, and improve city sales tax revenue. Corner properties should be zoned for small businesses and the market should be allowed to gauge demand for shopping in residential areas. I'd also seek to attract grocers, who could help to meet student and renter demand for food, especially off the southwest corner of BYU's campus.
Hannah Petersen
The city should keep an open mind and listen to the residents.
Adam Shin
The city should support small businesses through zoning reform. We should open the door to amenities like corner markets and small-scale mixed-use projects where appropriate.
Rachel Whipple
The city really isn’t planning for this. And based on what I’ve learned, a lot of neighborhoods in the city don’t want it—they seem to strongly prefer single-use zoning. (Or maybe it is just the engaged people in those neighborhoods, whose voices are amplified in our current system.) The major outlier is downtown Provo and its surrounding pioneer neighborhoods. This area has VERY strong support for mixed use, probably because the people who chose to move to this area did so because it is possible to walk to a variety of services or because, having moved here out of necessity, they were relieved to find that they have access to services. But even in Joaquin, some attempts to integrate local businesses into the residential neighborhood have failed, like The Hut on 600 N.
I would like to see more form-based zoning—where different uses are allowed, but the massing and design of the exterior allow it to blend harmoniously into the surrounding area. We also need to reduce off-street parking requirements, probably in conjunction with doing timed or paid parking or other parking permit programs. (A practical, but unpopular solution, and one that would require hiring more parking enforcement officers.)
We can also encourage more cottage businesses and mobile vendors and food carts (smaller than food carts) by looking at business licenses and permits and changing the existing restrictions on where such businesses are allowed to operate.
Jeff Whitlock
Provo can reduce barriers that prevent small, neighborhood-serving businesses from locating closer to residents.
First, we can engage in zoning reform to allow small-scale commercial in more areas. We could permit corner stores, cafés, and services (under 2,000 sq ft) in appropriate zones through simpler processes.
Additionally, we can streamline permitting and reduce parking requirements for small neighborhood businesses. Creating a one-stop permitting process and waiving parking minimums for stores under 1,000 sq ft that are walkable to residential areas would remove significant barriers.
These changes would help better distribute services throughout Provo, not just concentrate them in a few congested areas of town, making daily errands accessible by foot or bike for more residents and reducing traffic.
Topic 4: Policy and Vision
Question 1: Integrating Active Transportation and Transit
How will you ensure that the needs of people walking, biking, riding personal mobility aids, and using transit are consistently considered in all relevant city planning and development decisions?
Sam Blackburn
I'm campaigning to represent the interests of students and renters in Provo. I recognize that these groups often don't have access to cars, so understanding walkers, bikers, and transit riders will be key to the decisions I'd make in office.
Hannah Petersen
I know that no single city council member can guarantee these issues are always addressed—but I know myself. For a long time, I’ve noticed that Provo needs to do better in this regard, and I cannot imagine casting a vote without considering it. This is one of my greatest strengths as I step into city leadership.
With George Handley stepping down, we have to ask: who will advocate for beauty and sustainability? I will. I know I will be different from George—some of you may miss him for a long time—but I ask you to give me a chance.
I am a professional who has built a career around sustainable design. I will coordinate and strategize with my fellow councilors, and while I may sometimes compromise, one priority will remain constant: making Provo beautiful, accessible, and a place we love.
Adam Shin
We should consider active transportation in every city plan. Walkability deserves to be a baseline, not an afterthought.
Rachel Whipple
We have already included this in our General Plan and our zoning code, and we have indicated this priority to development services. That means that when a developer comes in with a project, the city staff already includes these things in the project requirements. Because we’ve gotten this established at the front end of the system, the council doesn’t have to try to impose it late in the game when it finally comes to the council for approval. And knowing that some of my fellow councilors are disinclined to favor any such measures, it is good that it is baked into the system.
Jeff Whitlock
First, appointments to the planning commission, transportation committees, and other relevant boards should include some people who actually walk, bike, and use transit regularly.
Second, *when* we hire an Active Transportation coordinator, they should be a part of the relevant planning and development discussions.Third, I'll continue building on my strong relationships with Provo's active transit community and regularly listen to their experiences and needs. The people using our infrastructure daily have the best insights on what works and what doesn't—I'll make sure their voices are heard in city decisions.
Question 2: Provo's Active Future
Sam Blackburn
The UTA does good work, but the supply of public transit doesn't do much good without the demand to meet it. We need more housing and businesses - particularly for students, singles, and young couples - within walking distance of the UVX and other bus options. Near downtown, this may require infrastructure investments, which the City Council should be prepared to make.
Hannah Petersen
I need to spend more time thinking about UTA and how it fits into my long‑term vision. What I do know is this: I want residents, city employees, and future leaders to expect more. Right now, many Provo residents don’t realize what they are missing. You can’t truly experience our city’s beauty or feel the same joy when you’re confined to a car.
We need to raise the bar. We should expect more. And every success we achieve in active transportation and thoughtful design should become the new standard, not the exception.Adam Shin
Bike and walk connectivity are essential to our future. We have the bones for it. I’ll fight to bring back the corner stores, small restaurants, and other daily amenities that used to dot our historic neighborhoods.
Rachel Whipple
At this point, UTA is much more forward-thinking on active transit than is most of Provo. So is UDOT. And that is so very helpful, because UDOT controls the major streets that go through our city. When they do a project, they include active transportation elements, and through them, we are able to get a more functional bike network than we could based on city budget and priorities alone.
So I want to encourage UTA and UDOT to keep doing their work and investing their funds on active transportation in our area. When people complain about UVX (no one rides the bus) or the protected bike lanes on Cougar Blvd (I never see bikes on them), I speak up in their defense (UVX is the most successful route in Utah. I ride it frequently, there are always other passengers. And it helps so much with BYU football games!) (I ride on Cougar all the time.
But I love the change even more as a driver than I do as a cyclist—I hated the chaos of all the driveways, 3 lanes of traffic and a turn lane when people would zip out and cross 4 lanes in front of you. It feels so much better with the lights for safe left turns.)
Jeff Whitlock
Every Provo resident should be able to safely walk, bike, or drive to work, school, and daily needs. Imagine kids biking to school without parents worrying, people walking to the store without dangerous crossings. Imagine a visitor to Provo being able to land at the airport, get on an e-bike and ride to the lake delta, then along a continuous trail next to the river to Provo Canyon, and through connected trails to Rock Canyon Park, then Slate Canyon, and into Springville.
With UTA, I'd push for practical improvements: better Sunday and evening service when many workers need it, an express train option from Provo to SLC.
The most crucial first steps:
- Hire an Active Transportation coordinator to champion these efforts and capture available funding
- Create a connected network of protected bike lanes—starting with safe routes to schools and major destinations
- Implement the traffic calming framework we discussed to systematically address our most dangerous streets
Question 3: Inspirational Models
Sam Blackburn
Fort Collins, Colorado is a college town with well developed, walkable, commercial projects accessible by transit and trail - I like the recent expansion of their downtown area.
Hannah Petersen
Boulder Colorado, I had a few landscape projects there once. I loved the clearly marked bike paths and how safe I felt when riding on them.
Adam Shin
I'm inspired by Ridgefield, WA, a small town that did incredible things with their historic downtown. Every block was well-used and cared for, and people loved spending time on their streets.
Rachel Whipple
I love the human scale of old cities, like Ghent, where I lived for a year, and how those old cities are reclaiming their centers from cars and giving them back over to people.
Jeff Whitlock
I admire how Lisbon preserves its historic neighborhoods while adding modern transit and bike infrastructure, plus shops and cafés distributed throughout the city so residents can walk to daily needs. Obviously, Provo is a different city with different needs, but we could learn from protecting neighborhood character while making daily errands accessible without a long car drive.
Katrice Mackay (citywide) — General Statement Provided
Councilmember Katrice Mackay did not complete the full survey but offered the following general statement in response to our request. We’ve included it here in full:
Throughout my four years on the Council, I’ve consistently championed active transportation—especially safe sidewalks and routes around schools. My first year active transportation was a priority along with many others. For the past three years, I’ve made active transportation one of my top three priorities in every Council planning session. Trails have also remained a key focus. We’ve not only improved existing trail systems but added miles of new trails through legal development agreements—at no cost to the city.
From 2020 to 2024, Provo invested $21.17 million—39.21% of all transportation-related capital and maintenance spending—into bicycle infrastructure alone. That’s out of a total of $53.98 million in transportation improvements. This is an extraordinary level of investment, and I doubt many other cities in Utah can match this kind of per capita commitment to active transportation.
I’m proud of what we’ve accomplished, and I remain committed to making Provo a safer, more connected, and more accessible city for everyone.
Thank You — and Don’t Forget to Vote!
We want to sincerely thank all the candidates who took the time to respond to our survey and share their vision for a more walkable, bikeable, and connected Provo. Your participation helps residents make more informed decisions.
Make your voice heard:
Primary Election: Tuesday, August 12, 2025
General Election: Tuesday, November 4, 2025
Visit vote.utah.gov to check your registration, view your ballot, and find your polling place or mail-in options.
You can find a full list of candidates with official bios on the Provo City website, and learn more about how and where to vote at provo.gov/elections.
Questions?
Reach out to info@bikewalkprovo.org or follow us on Instagram, Facebook and Twitter for updates.
