**Weber County to Salt Lake Commuter Rail**

**Salt Lake City, Utah**

(November 2003)

# Description 

Proposed by the Utah Transit Authority (UTA), the Salt Lake City to
Weber County Commuter Rail project is 43 miles in length and contains
nine stations. Operating on existing rail right-of-way and parallel to
I-15, the project would serve the areas of Pleasant View, Ogden,
Clearfield, Layton and Bountiful with direct access to the Salt Lake
City downtown area. This is the northern segment of a planned commuter
rail system between Provo, Salt Lake City and Ogden. A total of 6,150
park-and-ride spaces would be built at corridor stations to expand the
transit catchment area beyond the immediate corridor; bus and light rail
transit connections are intended to provide further service to other
travel markets including Weber State University, Hill Air Force Base,
Freeport Center, the University of Utah, the Medical Center, and to the
areas of Sandy and Draper in the south. The commuter rail project would
operate Monday through Friday between 5:30 AM and 11:00 PM with headways
of 20 minutes during peak periods and 40 minutes at all other times;
limited weekend service would also be provided.

Travel forecasts predict that current levels of congestion in the I-15
corridor will continue in the future despite planned highway capacity
improvements. The proposed project is forecast to result in 5,600 to
6,600 hours of travel-time benefits each weekday by 2030 as compared to
improved bus service in the corridor. Approximately 44 percent of these
benefits are attributable to work commute trips. Due largely to the
mid-day service and connections to major regional activity centers
provided by the project, travel-time benefits accrue almost equally to
non-work, discretionary, and university trips. The majority of benefits
accrue to the Salt Lake City central business district, Weber County,
and South Davis, and include a significant reverse commute market
between these areas.

+------------------------------------+---------------------------------+
| **Summary Description**            |                                 |
+------------------------------------+---------------------------------+
| **Proposed Project:**              | Commuter Rail                   |
+------------------------------------+---------------------------------+
| ** **                              | 43.0 Miles, 9 Stations          |
+------------------------------------+---------------------------------+
| **Total Capital Cost (\$YOE):**    | \$408.0 Million                 |
+------------------------------------+---------------------------------+
| **Section 5309 New Starts Share    | \$204.0 Million (50%)           |
| (\$YOE):**                         |                                 |
+------------------------------------+---------------------------------+
| **Annual Operating Cost (2010      | \$19.5 Million                  |
| \$YOE):**                          |                                 |
+------------------------------------+---------------------------------+
| **Ridership Forecast (2030):**     | 10,400 - 12,500 Average Weekday |
|                                    | Boardings                       |
+------------------------------------+---------------------------------+
| ** **                              | 7,100 - 9,000 Daily New Riders  |
+------------------------------------+---------------------------------+
| **Opening Year Ridership Forecast  | 8,400 Average Weekday Boardings |
| (2007):**                          |                                 |
+------------------------------------+---------------------------------+
| **FY 2005 Finance Rating:**        | # Medium                        |
+------------------------------------+---------------------------------+
| **FY 2005 Project Justification    | **Medium**                      |
| Rating:**                          |                                 |
+------------------------------------+---------------------------------+
| **FY 2005 Overall Project          | **Recommended**                 |
| Rating:**                          |                                 |
+------------------------------------+---------------------------------+

The ***Recommended*** rating is based primarily upon the strong
financial condition of UTA and the adequacy of its financial plan,
coupled with the sufficiency of the project's cost effectiveness and the
conceptual nature of corridor transit-supportive land use policies. The
overall project rating applies to the approval of preliminary
engineering and reflects conditions as of November 2003. Project cost
estimates and proposed New Starts share are developed by local project
sponsors and are not FTA assumptions. Project evaluation is an ongoing
process. As New Starts projects proceed through development, estimates
of cost, benefits, ridership forecasts, schedules and impacts are
refined. FTA's ratings and recommendation will be updated annually to
reflect new information, changing conditions and refined financing
plans.

FTA has worked very closely with UTA to better understand the travel
markets served by the commuter rail line and will continue to provide
technical assistance to improve UTA's ability to accurately portray the
benefits of the project.

##### Status

Completed in January 2002, the *Inter-Regional Corridor Alternatives
Analysis* considered a number of transit alternatives for the project
corridor and identified commuter rail to be the locally preferred
alternative. The commuter rail project has been included in the
*2002-2030 Regional Long Range Transportation Plan*. UTA requested entry
into preliminary engineering in September 2002. Over the past several
months, FTA has worked with UTA to improve the project's travel
forecasts, and in November 2003 approved the project's entry into
preliminary engineering. A Draft Environmental Impact Statement for the
project is due for completion in early 2004, with a NEPA Record of
Decision expected by summer 2004.

TEA-21 Section 3030(a)(73) authorized the Ogden-Provo Commuter Rail
project for final design and construction. Through FY 2003, Congress has
appropriated \$4.92 million in Section 5309 New Starts funds for the
project.

####### Evaluation 

The following criteria have been estimated in conformance with FTA's
*Reporting Instructions for the Section 5309 New Starts Criteria*,
updated in June 2003. The project will be re-evaluated for next year's
*Annual Report on New Starts Report* and when it is ready to advance
into final design.

+--------------------------------------+---------------+---------------+
| **Project Justification Quantitative |               |               |
| Criteria**                           |               |               |
+--------------------------------------+---------------+---------------+
| **Mobility Improvements Rating:      |               |               |
| Low-Medium**                         |               |               |
+--------------------------------------+---------------+---------------+
| **Average Employment Per Station**   | **[New Start  |               |
|                                      | vs.           |               |
| **Average Low Income Households Per  | Baseline]{    |               |
| Station**                            | .underline}** |               |
|                                      |               |               |
| **Transportation System User Benefit | 4,922         |               |
| Per Project Passenger Mile           |               |               |
| (Minutes)**                          | 53            |               |
|                                      |               |               |
|                                      | 1.60 -- 1.62  |               |
+--------------------------------------+---------------+---------------+
| **Environmental Benefits Rating:     |               |               |
| Medium-High**                        |               |               |
+--------------------------------------+---------------+---------------+
| **[Criteria Pollutant                | **[New Start  |               |
| Reduced]{.underline} (Tons)**        | vs.           |               |
|                                      | Baseline]{    |               |
| **Carbon Monoxide (CO)**             | .underline}** |               |
|                                      |               |               |
| **Nitrogen Oxide (NO~x~)**           | 173           |               |
|                                      |               |               |
| **Volatile Organic Compounds**       | 18            |               |
|                                      |               |               |
| **Particulate Matter (PM~10~)**      | \[100\]       |               |
|                                      |               |               |
| **Carbon Dioxide (CO~2~)**           | 15            |               |
|                                      |               |               |
| **[Annual Energy                     | 1             |               |
| Savings]{.underline} (millions of    |               |               |
| BTU)**                               | 109,547       |               |
+--------------------------------------+---------------+---------------+
| **Cost Effectiveness Rating:         |               |               |
| Low-Medium**                         |               |               |
+--------------------------------------+---------------+---------------+
| **Cost per Transportation System     | **[New Start  |               |
| User Benefit**                       | vs.           |               |
|                                      | Baseline]{    |               |
| **(current year dollars/hour)**      | .underline}** |               |
|                                      |               |               |
|                                      | \$20.38 -     |               |
|                                      | \$24.36       |               |
+--------------------------------------+---------------+---------------+
| **Operating Efficiencies Rating:     |               |               |
| Medium**                             |               |               |
+--------------------------------------+---------------+---------------+
| **System Operating Cost per**        | >             | **[New        |
|                                      | **[Baseline]{ | Start]{       |
| **Passenger Mile (current year       | .underline}** | .underline}** |
| dollars)**                           | >             |               |
|                                      | > \$0.57      | \$0.52 -      |
|                                      |               | \$0.54        |
+--------------------------------------+---------------+---------------+

\[ \] indicate an increase in emissions.

# 

# Project Justification 

# [Rating: Medium]{.underline} 

The *Medium* project justification rating reflects the adequacy of the
project's cost effectiveness and the sufficiency of corridor
transit-supportive land use policies at this stage of development. The
range of project cost effectiveness and other project justification
criteria reported in this profile reflects the uncertainty in travel
forecasts for the project and thus acknowledges both UTA's optimistic
projections and FTA's concerns about the reasonability of estimates for
some markets. Based on 2000 Census data, there are an estimated 481
low-income households within ½ mile of the proposed commuter rail
station areas. There are 44,298 employees within ½ mile of the station
areas. Davis and Salt Lake Counties have been designated as maintenance
of attainment for ozone, Weber County as maintenance of attainment for
carbon monoxide (CO) and Salt Lake County (not classified for CO) as a
non-attainment area for sulfur dioxide. Weber and Salt Lake Counties are
each classified as moderate non-attainment areas for particulate matter.
The Weber County to Salt Lake City Commuter Rail line has an incremental
cost per new rider value of \$15.16 - \$19.15.

####### 

####### Transit-Supportive Existing Land Use and Future Patterns

**[Rating: Medium]{.underline}**

The *Medium* land use rating reflects the anticipated growth along the
corridor and the nascent land use policies intended to encourage
development in station areas, tempered by relatively low population
densities along portions of the project alignment.

**Existing Conditions:** The Weber County to Salt Lake City Commuter
Rail project would be built along an existing freight rail line where
vacant land and pockets of residential, general commercial, and light
industrial development predominate. It is anchored by urban development
at three stations---Salt Lake City Intermodal Hub and North Temple
Station in Salt Lake City and the Ogden Transit Center. Access to the
commuter rail line would be primarily by automobile and feeder bus. Most
of the development in the corridor lies beyond a ½-mile radius from
station areas. Population densities are fairly low at all stations.
Station area employment is also low, with the exception of Ogden and
Salt Lake City. Downtown Salt Lake City presently contains approximately
67,500 jobs. Outside of these urban areas, land use patterns are
auto-oriented and pedestrian facilities are lacking. Commuter parking
would be provided at every station, as the commuter rail service is
largely intended to serve a park-and-ride market in a corridor and
metropolitan area experiencing high rates of growth.

**Future Plans, Policies and Performance:** The Salt Lake metropolitan
area is experiencing high rates of in-migration. Population and
employment increases in the metropolitan area are forecast to exceed 30
percent by 2030. Approximately 16 percent of population growth and 21
percent of employment growth are forecast to occur in the project
corridor. There are no official growth management or land conservation
policies in the Salt Lake City metro area; however, the *General Plan
for Salt Lake City* and the city's *Transportation Master Plan* support
increasing residential and employment densities along transit corridors.
Master plans from Ogden and Layton City emphasize the need for
transit-supportive development in station areas. The cities of
Clearfield and Farmington are either discussing or initiating station
area land use planning. Local officials have expressed broad support for
transit-oriented land use policies within the confines of existing
zoning ordinances; however, land development is market-oriented. Details
of specific policies regarding minimum density requirements are unknown.
Salt Lake City is implementing a transit-oriented development plan for
its Gateway Mixed Use Area near the commuter rail station. The master
plan for the ½-mile station area includes retail directly adjacent to
the station with residential, support commercial, and
civic/cultural/community uses nearby.

**Local Financial Commitment**

**[Rating: Medium]{.underline}**

# The *Medium* local financial commitment rating was determined by the solid financial condition of UTA and the commitment of all non-Section 5309 New Starts capital funds for the project, tempered by the use of optimistic sales tax revenue forecasts in the financial plan.

**Proposed Non-Section 5309 New Starts Share of Total Project Costs:
50%**

# [Rating: Medium]{.underline} 

The financial plan for the Weber County to Salt Lake City Commuter Rail
Line assumes that Section 5309 New Starts funds will cover 50 percent of
total project costs. A grant from the State of Utah, local transit
dedicated sales tax revenues, and the value of locally-purchased
right-of-way will comprise the balance of capital costs.

+------------------------+----------------------+----------------------+
| **Locally Proposed     |                      |                      |
| Financial Plan**       |                      |                      |
+------------------------+----------------------+----------------------+
| **[Proposed Source of  | **[Total Funding     | **[Percent of        |
| Funds]{.underline}**   | (\$mil               | Total]{.underline}** |
|                        | lion)]{.underline}** |                      |
+------------------------+----------------------+----------------------+
| **Federal**:           | \$204.0              | 50.0 %               |
|                        |                      |                      |
| Section 5309 New       |                      |                      |
| Starts                 |                      |                      |
+------------------------+----------------------+----------------------+
| **State**:             | \$20.0               | 4.9 %                |
|                        |                      |                      |
| State of Utah          | \$92.0               | 22.5 %               |
|                        |                      |                      |
| **Local**:             |                      |                      |
|                        |                      |                      |
| Transit Dedicated      |                      |                      |
| Sales Tax Revenues     |                      |                      |
+------------------------+----------------------+----------------------+
| **Other**:             | \$92.0               | 22.5 %               |
|                        |                      |                      |
| Rail Right of Way      |                      |                      |
+------------------------+----------------------+----------------------+
| **Total:**             | **\$408.0**          | 100.0 %              |
+------------------------+----------------------+----------------------+

**NOTE:** Funding statements reflected in this table have been made by
project sponsors and are not DOT or FTA assumptions. Sum of figures may
differ from total as listed due to rounding.

####### Stability and Reliability of Capital Financing Plan

## Rating: Medium

The *Medium* rating reflects the solid financial condition of UTA and
the strong commitment of capital funds to the project at this stage of
development, tempered by the slightly optimistic forecast of sales tax
revenues which provide the majority of funds for UTA's capital program.

**Agency Capital Financial Condition:** UTA is in sound financial
condition. The average age of UTA's bus fleet is 6.9 years, which is
consistent with the national average. UTA's outstanding debt is rated
Aaa by Moody's and AAA by Standard and Poor's.

######## 

**Capital Cost Estimate and Contingencies:** Contingencies have been
included at approximately 17 percent of total costs, which is adequate
for a project of this nature and at this stage of development. UTA has a
capital reserve account balance projected to contain approximately
\$25.0 million in 2009. With a total project cost of \$408.0 million
(\$YOE), this implies that UTA could meet a six percent funding
shortfall or cost increase from projected funding sources. UTA also has
authority to bond or tax for capital and operating shortfalls; the
unused legal debt limit is currently \$2.0 billion. UTA also has the
property taxing authority of up to 0.4 mils, if required.

**Existing and Committed Funding:** The non-Section 5309 New Starts
funding for the project is 100 percent committed. The primary source of
local funds is UTA's dedicated sales tax revenue, which is used to
support capital and operating expenses, as well as bonded debt. UTA will
receive increased funding from dedicated sales taxes, as the sales tax
levy was raised to ½ percent from ¼ percent in Weber, Davis, and Salt
Lake Counties. Project revenue through 2030 are forecast to grow at less
than historical experience, but are higher than official state
projections; failure to achieve forecast revenues could result in the
slowing of long term system expansion plans. The State of Utah remitted
\$20.0 million to UTA on April 14, 2002. UTA will also use the value of
43 miles of rail right-of-way as a portion of the local match. The Weber
County to Salt Lake City Commuter Rail project is part of the 175-mile
rail corridor that UTA purchased from Union Pacific Railroad for \$185.0
million in September 2002.

**New and Proposed Funding Sources:** UTA does not rely on new funding
sources for this project. The proposed non-Federal funding sources have
either been received in the form of a State grant or are continuing
sales taxes dedicated to UTA.

# Stability and Reliability of Operating Finance Plan 

**[Rating: Medium]{.underline}**

The *Medium* rating reflects UTA's commitment of operation and
maintenance funds at this stage of development, tempered by its long
term assumptions regarding the growth rate in future sales tax and
farebox revenues which support system operations.

**Agency Operating Financial Condition:** The operating financial
condition of the agency is good. The FY 2003 audited financial statement
for UTA shows current assets at \$152.0 million and current liabilities
at \$35.0 million, producing a current ratio of 4.3, which is very good.
Revenue miles for all modes increased by 62 percent between 1993 and
2002 posting steady yearly increases over this time period.

**Operating Cost Estimates and Contingencies:** Operating and
maintenance (O&M) costs for the project are estimated at \$18.7 million
for the first full year of operation in 2008. This is approximately 12
percent of total O&M costs for the UTA system. Opening year farebox
revenues of \$5.6 million are forecast for the project. In the first
full year of operations, UTA estimates cash balances equal to two months
of operation without the use of debt capacity. Ending balances in the
capital reserve account range from \$25.0 million in 2009 to \$13.0
million in 2030.

**Existing and Committed Funding:** Dedicated sales tax revenues,
farebox revenues, interest income on the balance in the capital reserve
account, and FTA Section 5307 funds for preventive maintenance are
committed to the project. Long range sales tax and farebox revenue
forecasts are somewhat optimistic, and would impact systemwide
operations in the future if not realized.

**New and Proposed Funding Sources:** No new funding sources are
proposed.

MAP