Governor Owens Archive

Colorado State Archives

Executive Orders from the Administration of Governor Bill Owens 1999-2005

FOR RELEASE:
Thursday, September 16, 2004

CONTACT:
Dan Hopkins 303-866-6324
Sarah Bramwell 303-866-6323

GOVERNOR ANNOUNCES OPPOSITION TO FASTRACKS
Owens: Proposal is "more tax than tracks."

(DENVER) – Gov. Bill Owens today announced his opposition to FasTracks, citing data that the ballot proposal would do little to improve mobility in the metro area.

"FasTracks is more tax than tracks. Mass transit is an important element of a balanced transportation plan but the reality is that Fastracks isn't fast or balanced. It is a multi- billion dollar tax increase with negligible benefits to our transportation system and air quality," Owens said.

The Governor referenced specific concerns, including:

By the year 2025, even if FasTracks is built, only 4.1 percent of all peak-hour trips will be carried by mass transit. Without FasTracks, 2.7 percent of all peak- hour trips would still be on mass transit. (DRCOG Review of RTD FasTracks Plan, page 24. Chart Attached.

If FasTracks is built, daily transit ridership in 2025 is estimated at 357,000 trips per day. But even without FasTracks, the estimate is still 285,000 trips per day. With FasTracks, the increased number of daily trips on mass transit increases by only 72,000. (DRCOG Review, page 23. Chart attched.)

FasTracks has a minimal impact on the daily vehicle-miles-traveled by the year 2025. With FasTracks, daily vehicle-miles-traveled is estimated at 95,066,000. Without FasTracks, daily VMT is estimated at 95,540,000, a change of less than 500,000 vehicle miles. (DRCOG Review, page 23 Chart attached.)

FasTracks has virtually no impact on highway speeds in 2025. In four of the FasTrack corridors, there is no change in the vehicle operating speeds; only a one- mph increase in four other corridors; and a three-mph increase in one corridor. (DRCOG Review, page 22.)

"For its extraordinary cost, FasTracks provides little overall improvement even during peak hours. While there would be some increased transit use on specific corridors, FasTracks has a remarkably small impact on total trips system wide," Owens said.

Owens also questioned why FasTracks failed to fully fund transit improvements on the U.S. 36 corridor. FasTracks provides only a quarter of the funding for the Bus Rapid Transit (BRT) construction on U.S. 36.

From DRCOG Review, page 7: "Funding for the complete construction of the BRT facility is not included in the FasTracks plan. FasTracks will provide funding for five median BRT stations and $66 million toward the construction of the BRT/HOV lanes. The $66 million is approximately one-fourth of the estimated cost of constructing BRT lanes in the corridor."

FasTracks relies on the state providing an additional $200 million for BRT, funds the state does not have.

"FasTracks shortchanges the U.S. 36 corridor," Owens said. "One has to wonder why RTD does not want to fully fund one of the most viable transit corridors in the metro area. Residents expecting to be served by Bus Rapid Transit on the U.S. 36 corridor should be forewarned that FasTracks will not provide such service."

FasTracks allocates $791.4 million to the U.S. 36 corridor, but the lion's share goes to diesel rail. Bus Rapid Transit would carry many more daily passengers (16,900) than diesel rail (8,600 to 10,100), but BRT receives very little funding from FasTracks.

The Governor also cited the following concerns:

Air quality benefits from FasTracks are minimal. From DRCOG Review, page 27: "Overall, air quality benefits would be small. The most significant would be a reduction in carbon monoxide and particulates. Increased nitrogen oxide emissions, primarily from diesel commuter rail vehicles, will occur. However, they are not expected to impact the region's ability to meet ozone standards."

FasTracks plan includes 135 at-grade crossings. From DRCOG Review, page 34: "While FasTracks proposes grade separations at select major crossings, many minor arterial, local streets and private at-grade crossings will remain. RTD anticipates a one-minute gate time per train for motor vehicles at these crossings. In addition to vehicle delays, the crossings increase the potential for crashes."
In contrast, T-REX has no at-grade crossings. A decision was made during planning to avoid at-grade crossings because of safety and mobility concerns.

Not all FasTracks corridors are created equal. Construction costs and ridership on the lines vary greatly. For example, the construction cost for the West Corridor is estimated at $508 million, with a daily ridership of 31,200 to 36,500 passengers. On the other hand, the cost of building two short extensions to the Southeast and Southwest lines is $347 million, but the improvements would add only 3,000 to 4,000 passengers each day to each line.

"I support sensible mass transit," Owens concluded. "I was one of the main supporters of the multi-modal project we now know as T-REX. By the year 2025, the Southeast Corridor line built as part of T-REX could be carrying over 50,000 passengers a day, far more than any of the lines proposed by FasTracks. I believe that transit options could be viable in other corridors as well. For example, Bus Rapid Transit could be a cost- effective addition to U.S. 36."

To fund such transportation improvements, Owens suggested the concept of Regional Transportation Authorities, an idea first presented to the Legislature last session.

"I don't believe a massive build-out of mass transit, including nearly 80 miles of diesel rail, is the answer. Instead, we should consider authorizing Regional Transportation Authorities, which could evaluate and address transportation needs on a corridor-by- corridor basis", Owens said.

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