FrontRunner Commuter Rail

Plans for a commuter rail system in the Salt Lake City area are advancing. The five-county regional planning agency has authorized further study of a proposed 117-mile route between Brigham City and Payson, Utah, after consultants determined that such an operation was feasible. A detailed study will determine how commuter rail could be implemented, what it would cost, and the prospect of utilizing freight railroads. The study will examine the possibility of running a demonstration service next spring between Salt Lake City and either Ogden or Provo. Consultants estimate the cost of establishing a permanent service at about $200 million, plus $12 million in annual operating costs. Projections indicate 4,000 daily weekday riders for the first year, with a sharp 30 percent increase for the following three years. The regional council approved a $1.6 million funding agreement between the Utah Department of Transportation and the Utah Transit Authority, allowing federal highway money to be used for transit studies. These include $300,000 for commuter rail, $500,000 for the proposed east-west light-rail line, and $200,000 for light-rail lines to West Jordan, Sandy, and Draper.

Union Pacific's congestion problems may force the eager Utah Transit Authority to postpone or cancel a commuter rail demonstration project. The authority wants to run four weekday trips; two in the morning and two in the late afternoon for four weeks between Provo and Salt Lake City. Additional stops would be made in Orem, American Fork, South Jordan, and Murray. The $4 million test was to have begun in mid-February, but as of press time UP's answer was no. "We have resisted any long-term demonstration because we can't support the schedule," said Julie K. Brown, director of passenger service development for UP. "We cannot afford the cost of delaying freight." Union Pacific claims that the Salt Lake City-Provo corridor is already overloaded with freight and has too few passing sidings for commuter trains. The Salt Lake City-Ogden corridor is also operating at capacity, making a regular service there all but impossible. The railroad has held out hope for commuter trains in March, but only for five days. Despite admitting that UP is in a tough spot, UTA General Manager John Inglish said a week isn't good enough. "It's got to be extensive enough that temporary stations are built so people can get a real feel for what this mode can do," responded Inglish. The authority hopes to begin operating a regular commuter service between Payson and Brigham City once funding and track space can be arranged.

Inter-Regional Corridor Alternatives Analysis 1999 to January 2002

The Inter-Regional Corridor Alternatives Analysis (IRCAA) was initiated as a collaborative effort in October of 1999 by four sponsor agencies: Wasatch Front Regional Council (WFRC), Mountainland Association of Governments (MAG), Utah Transit Authority (UTA), and Utah Department of Transportation (UDOT). The study was conducted to develop a comprehensive plan for the best mix of transportation solutions to meet long-term (30 year) inter-regional mobility needs.

Study Area
The Inter-Regional Corridor Alternatives Analysis study area covers a 120-mile corridor between the communities of Brigham City on the north and Payson on the southern end. The study area encompasses most of the urbanized areas in the State of Utah, as well as the primary commercial, business and education institutions. The corridor is linear and relatively narrow, located between the Wasatch Range on the east and the Great Salt Lake, Utah Lake and Oquirrh Mountains to the west. Over 50 cities and towns in the counties of Box Elder, Weber, Davis, Salt Lake and Utah are part of the study area.

Purpose
The purpose for the IRCAA study was to address the increase in travel along the Wasatch Front. Both the WFRC and MAG identified improvements on I-15 and other parallel facilities for inclusion in their respective Long Range Transportation Plans. Therefore, the purpose of the study was to evaluate transportation solutions; in order to improve and keep up with capacity needs along Weber, Davis, Salt Lake and Utah Counties.

Locally Preferred Alternative
A Locally Preferred Alternative (LPA) was determined, indicating commuter rail, as well as roadway, new interchanges, HOV Lanes and Bus Rapid Transit as necessary transportation improvements.

Commuter Rail
The IRCAA study determined commuter rail service to operate from Brigham City to Payson, using either locomotive hauled coaches or self-propelled diesel multiple units (DMU). The IRCAA study recommended trains to operate in the Union Pacific alignment from Ogden to Salt Lake City, and the Denver and Rio Grande Western alignment from Salt Lake City to Provo. Key elements of the proposed commuter rail service as addressed in the IRCAA study include the following:

• 118 miles of commuter rail service from Brigham City to Payson;
• Eighteen stations at: Brigham City, Pleasant View, Ogden, Roy, Clearfield, Layton, Farmington, West Bountiful, Salt Lake City, Murray, South Jordan/Sandy, Lehi, American Fork, Orem, Provo, Springville, Spanish Fork and Payson;
• Trains were recommended to operate every 30 minutes during peak periods and every 60 minutes during the off-peak; and
• Parking provisions were recommended at each rail station. A supporting network of feeder bus service to rail stations is also included in the Commuter Rail element.