One of the big items of local hoopla has been the FrontRunner train, a high speed commuter train running the almost 40 miles from Ogden to Salt Lake City, with extensions planned. This had the potential to be a great boon to me; it’s 30 miles from my driveway to the parking lot at work, and that commute usually takes me one hour and at least a full gallon of gas each direction. If FrontRunner could improve on that, then I’d be a happy rider.
The first problem showed up before service began, when I saw the fee schedule. It’s a base $2.50 plus 50 cents per stop, which meant that from the Clearfield station (the nearest one from my house) to the Salt Lake City hub would cost me $4.00 each way. I know that if I factor in oil changes and other maintenance and general wear-and-tear on my car, the FrontRunner fare is still cheaper, but I think the bureaucrats running the Utah Transit Authority have spent too much of their time sequestered from private enterprise. If they want to win customers, they can’t contend that their product ends up more economical once the customer has run calculations at a level usually used for work out one’s tax return; they need to show a clear benefit to their service. Drop the price at least a dollar each way and pick up more riders. After all, it costs them just as much to run the trains empty or full, and even if they had to add additional cars to the train, the fuel costs of getting a six cars instead of four up to speed are absorbed into economies of scale. That’s kind of the point of the locomotive-and-cars arrangement, right? Instead, there’s already talk of a 50-cent fare hike before the summer’s over.
This last week, before they began official fare-collecting operation on May 1st, UTA declared a few days of free rides, so I gave it a whirl on Wednesday. I left home at 7am (which would normally get me to work well shy of 8am) and had Michele drop me off at the Clearfield station, three miles from home. (That would be another issue if I became a FrontRunner regular; either she’d have to drop me there every morning, or I’d have to leave the car to sit in the parking lot all day, or I’d have to get a bike. And even though the latter option would do wonders for me, I’d have to leave even earlier.) I got on the train at 7:15, and I’ll admit to some small satisfaction as the train at times passed the highway traffic out the window. But only at times. Once into Salt Lake, I transferred over to the TRAX line (the intra-city commuter rail) for the six blocks to work as the crow flies (which ain’t how you have to traverse the distance either on TRAX or on foot, thanks to some weird development in between). From the station to points downtown is part of the “free ride” zone, but with the stopping and starting until my stop, I got into work at 8:20am.
That’s a bigger deal-killer than the six-of-one savings of paying the fare; to get to work on time via FrontRunner, I’d have to get up early enough that I wouldn’t lay eyes on my children in the mornings. My time is at a premium before work, and the dubious benefits of FrontRunner just don’t compensate.
Then came the homeward commute. I was a few minutes late getting out of the office (ironically, because I stopped to talk to a co-worker who wanted to know about my free ride experience that morning and my assessment of the efficiency and benefits of the whole enterprise), and missed the TRAX train at my stop. I had to wait fifteen minutes for the next one, which meant I got to the SLC Hub too late to catch the northbound 5:25 and had to wait for the 5:55. Counterintuitively, the trains leave Salt Lake in the evening every fifteen minutes only at 4:55, 5:10, and 5:25; an hour before and after that they run 30 minutes apart, and outside of those peak commuter times they’re on an hourly schedule.
Caught the 5:55 with standing room only — at least half of the people were just checking out the free ride and weren’t going anywhere — and got as far as Layton, one stop away from where Michele was waiting to pick me up, when we stopped at the station, and stayed there. It turns out that the southbound train to the north of us was experiencing mechanical difficulties, and there’s only one track for the entire route, except for the split to the right and left sides of the station platforms. I know that the UTA planners had to deal with a limited amount of space left by the pre-existing tracks that they had built over, not to mention the inelastic clearance allowed by numerous viaducts over the tracks, but still: A single track. That means that any time a single train has trouble, the entire system grinds to a halt.
After fifteen minutes of waiting on the train, I left and called Michele to drive one station south and pick me up in Layton. I eventually got home after 7pm.
So no, I don’t give FrontRunner a good grade, even allowing for free-ride congestion and other unforeseeables. There’s no substantive cost savings for me, especially considering the very definite time costs. The only other possible benefit to commuting via the train would be time to write instead of driving, but if they get as many riders as they’re desperately hoping for, then my standing-room-only commute home is more likely to be the exception than the rule. I can listen to podcasts on my MP3 player as easily in my car as on the train, and I wouldn’t have to stand if I were driving.
I can see the rare instance in which the train would come in handy for me; if Michele needs my car for something, for instance, or if car repairs that run overtime deprive me of my ride home. And they have a family special roundtrip fare of $12.50 (two adults and up to six kids — this is Utah, after all) after 5pm on weekdays and all day on Saturday (the train doesn’t run on Sundays). That might make it worth taking the whole family down to listen to a General Conference session on the lawn at Temple Square on a Saturday and avoid the traffic snarl that downtown becomes on General Conference weekend. But other than that, there’s no real upside for me.
Nathan