Commentary: Streetcar deemed most appropriate transit system for Ogden

Wednesday, September 21, 2005
By Bryan Dorsey
Special to the Standard-Examiner

Much debate and speculation has been focused on mass transportation issues in Ogden since the completion of a transit study in June. The project involved representatives from Ogden, the Utah Transit Authority, the Wasatch Front Regional Council, the Utah Department of Transportation, Weber State University and a variety of stakeholders.

Since the release of the study results, there has been some misinformation spread in the media and posted on the Internet. A brief recap of the project findings may help in choosing an appropriate public-transit system for Ogden.

Ogden officials should be congratulated for pursuing the transit project, the main goal of which was to determine the best public-transit system for community members.

As in any transit study, one of the leading objectives was to increase transit ridership, which leads to reduced traffic congestion and improved air quality. As the number of people using transit increases, the number of singly occupied vehicles on the road decreases, and urban neighborhoods become more viable.

What were the project results? Although there were seven different routing corridors studied, all ran between two terminal stops: the Ogden Intermodal Hub (23rd Street and Wall Avenue) and McKay-Dee Hospital/Dee Events Center (4400 S. Harrison Boulevard). Careful analysis of stops along these corridors in relatively high-density residential areas formed the basis for modeling, then selection of the most appropriate type of transit system. Consultants and transportation planners noted that the appropriate transit system should be conducive to transit-oriented development (an attempt to increase economic activity, including mixed-use or combined commercial and residential development along high-density transit lines).

Based on the need for efficient, convenient transit, consultants narrowed the choices to two transit corridors, one along 23rd Street, then down Harrison Boulevard, the other along 26th Street, then down Harrison. The 26th Street corridor was the recommended route, giving access to an increasingly vibrant, mixed-use neighborhood center near 26th and Monroe Boulevard. The four stops identified in the study were at intersections with Washington and Monroe boulevards, and in front of WSU.

An additional stop might be added midway along the corridor at 30th and Harrison. This intersection is an important bus-transfer point and provides access to students attending Ogden High School. With minor investment in infrastructure, this transfer point, and others at Monroe and WSU, could become attractive stopping points that promote thriving local businesses (similar to TRAX stops).

The four types of systems originally considered were bus rapid transit, streetcar, light rail and aerial cableway -- aka, urban gondola.

The highest overall ranked transit system, or the "primary" recommendation from the study, was the streetcar. The streetcar is a highly efficient, modernized version of the trolley system that once ran throughout Ogden. Streetcars would be consistent with efforts to revitalize the city's historic districts, which now include more than Historic 25th Street. A streetcar system would offer about 600,000 annual new rides (an increase over current public bus rides) at a cost of less than $18 per new ride (total cost about $100 million). This system would be eligible for funding from the Federal Transit Administration and UTA. It should be noted that WSU students, faculty, and staff would most likely be able to use a publicly funded UTA transit system as part of the Ed-Pass program, currently available to all at WSU at no charge (the university pays an annual fee to UTA).

The "secondary" recommendation was for a bus rapid transit, a system of narrow-profile buses with TRAX-like stations, dedicated lanes and signal priority. In making their recommendations, consultants included the cost of each system, which is where BRT pulls its weight with a total annual cost of only $22 million. Consultants eliminated light rail as a viable option since it would be prohibitively expensive ($228 million). The urban gondola system (total cost about $50 million) was ranked behind the streetcar and BRT systems.

In fact, consultants recommended the two practical systems, but made no recommendation for the gondola. Although the gondola system would have some advantages -- e.g., possible tourist attraction -- it would be comparatively slower than the other two systems, and would have much higher operating costs. More significantly, the gondola system would offer only 275,000 annual new rides at a cost of about $28 per new rider.

Furthermore, the gondola system would not be eligible for federal funding.

To summarize, the appropriate system would be one that makes reasonably frequent stops and is affordable. Multiple, attractively developed stops along the transit corridor would assist in revitalizing many of Ogden's urban neighborhoods. If long-range transportation planning is to prevail, we will choose the most efficient system that encourages transit-oriented development. If we are to heed the advice of the professional transportation planners, the streetcar may be the best choice for Ogden.

Dorsey is an associate professor of geography and coordinator of the Urban and Regional Planning Program at Weber State University.