DENVER — The state of Colorado and Union Pacific on Monday signed an agreement extending the railroad’s lease of Moffat Tunnel for 25 years, a deal that also allows for expanded passenger service on the route through the Rockies as soon as 2026.
The 99-year lease on the state-owned tunnel signed was scheduled to expire in January of this year, but the state and UP signed a short-term extension while the new agreement was finalized [see “Colorado, Union Pacific reach deal …,” Trains News Wire, Dec. 23, 2024].
Under the new agreement, the railroad — which previously paid $12,000 a year for use of the tunnel — will no longer pay for access. It will, however, allow for up to three daily passenger train trips a day between Denver and mountain communities, excluding the current California Zephyr and seasonal Winter Park Express trains. That opens the door for the proposed Moutain Rail service between Denver and Craig, Colo. [see “Colorado to fund study …,” News Wire, Oct. 24, 2023].
Colorado Gov. Jared Polis and Union Pacific President Beth Whited took part in the signing, which addresses in separate agreements the tunnel lease, the passenger rail agreement, and sale of land at the former Burnham Yard site for transit and transit-oriented development use.
“Moffat Tunnel represents an important part of Colorado’s history, as well as a bright part of our future,” Polis said in a press release. “ With this work, we are showing the country a new model for pursuing passenger rail through collaboration with the railroad. I am thrilled with the three new agreements and look forward to seeing the positive benefits to our state.” The release says passenger service between Denver and Granby will begin by 2026, with future expansion to Craig and Hayden. That expansion will depend on capital improvements specified in the agreement, as well as selection of a contract operator.
Whited, in comments reported by the site Colorado Newsline, said UP “ is proud of the hard work and spirit of collaboration that went into this agreement with the State of Colorado. We came together as true partners and the result is an agreement that benefits the citizens of Colorado and the businesses and people who rely upon Union Pacific to deliver the goods and material vital to today’s economy.”
Said Sally Chafee, Colorado Department of Transportation chief of staff: “More passenger rail trips between the Front Range and mountain communities in Winter Park, Granby, and beyond will offer an option in addition to the drive over Berthoud Pass. The purchase of the Burnham lead line will also improve local mobility surrounding Lincoln Park in Denver, ensuring this historic neighborhood can continue to offer residents safe access to all the surrounding amenities.”
IMO athe fine print of any RR contract has to be examined very carefully. I hope that news wire staff just mad a mistake and meant 3 round trips instead of the below quoted partial sentenance.
“Under the new agreement, the railroad — which previously paid $12,000 a year for use of the tunnel — will no longer pay for access. It will, however, allow for up to three daily passenger train trips a day between Denver and mountain communities,”
I don’t trust UP with contracts. What about BNSF use of the tunnel? Depending on the contract language it could be messy. News wire needs to look closely at the use contract.
BNSF is a tenant of Union Pacific and has the same overhead rights it had before. Since the Moffat Tunnel Line is dispatched by UP, they will still defer to UP trains and now, these future passenger trains which should be very short. In fact a Budd RDC would probably be more than big enough to handle the traffic this “pie in the sky” project may generate. Talk to the people in “Granby, Winter Park and beyond” (beyond meaning Craig, Hayden, Steamboat Springs and others along US 40) and maybe with the exception of Granby and many of its rich residents, most these other folks don’t have a lot use for the liberals in Denver who are building this with no plan on how to fund it except taxing the crap out of everybody. The days of the Fed picking up the bulk of the costs, at least for the near future are history and if Coloradans have to pay for it through being taxed by the liberal Dems in Denver, I think this plan will die a quick death. (Unlike that other sink hole in the West, ie, California. They can’t rebuild the cities they allowed to burn down but they can sure keep building a train line to nowhere…
The proposed route is too curvy for fast trains and the slow speed will doom the idea of convenience. The Zephyr survives because of the scenery and a moderate rate of travel in comfort to see something is expected. But those folks in Northwest Colorado have already seen it. And if you have to drive it, especially the eastern end part over Berthoud Pass and its continuous miles of switchbacks, the state would be better off using the money to drill a tunnel under the pass (much like Eisenhower Tunnel on I-70) and make the drive at least a pleasant one for those who have to go that way. This is just more “green smoke” by the environtechs in Denver who want everyone else to pay so they can go play on the Western Slope without having to drive their own SUV’s
I won’t go into the fiscal viability of this project either (never underestimate what people will pay to go skiing), but I will say that Colorado had better get a move on ordering equipment for the new trains. Amtrak clearly doesn’t have spare equipment for them to use.
I was on the last run of the Yampa Valley Mail from Craig all the way to Denver on a cold and cloud April 8, 1968–indeed bought the last ticket ever issued at the Craig terminus station. Although I had a round-trip (return) ticket from/to Denver I made an arrangement with the agent at Craig to buy a one-way ticket to Hayden–the next stop–about a minute prior to departure. I had to jump back on-board! I retained that little ticket for decades, but now can no longer find it. Alas!
But I’m thrilled to (hope) to see passenger service return to Steamboat & Craig. The one-time Denver & Salt Lake–later Rio Grande–now UP mainline over Toponas Summit is truly breath-taking. Like the return of the DOWNEASTER to Portland and Brunswick, ME and/or the extension of the ETHAN ALLEN EXPRESS over the former Rutland RR (now Vermont Rail) o Burlington, VT after a lapse of 69 years these show that in the right context miracles can happen.
With the coal traffic that sustained the Craig line for the last 40 years in decline the Union Pacific in particular deserves thanks for the new Moffat Tunnel agreement and for the opening to real passenger service on the Moffat Route. Not least of the benefits of this project will be the continued operation of the Craig line and higher usage of the Denver to salt Lake ex-D&RGW mainline.
Not mentioned is the extra service already being offered by the Rocky Mountaineer tour train thru the Moffat Tunnel from Denver to Glenwood Springs and Moab, UT (and next year to Salt Lake City). Truly remarkable things can happen even with passenger trains!
Great stories, Carl. For today we’ll step away from the economics — the passenger counts and the subsidies, to talk about trains.
The New Haven’s Old Colony Division was not only shut down (c. 1959), but it was physically obliterated through Quincy (Massachusetts) for construction of the MBTA Red Line Quincy – Braintree extension. The Old Colony was eventually resurrected as single-track line with a passenger- length passing siding at Norfolk Downs, Quincy.
Trains on the various Old Colony branches have been frequent. Now, as of this year, two more Old Colony branches, both to the South Coast, have been added. So yes, Carl, it’s possible. Fiscally viable? Well, we won’t get into the today.
Well that is one person… The people who PAY to take the non-subsidized Rocky Mountaineer to Moab pay THOUSANDS of dollars for the privilege and receive handsome service and benefits for the costs, much more than any local service passenger operation can hope to offer. IF this ever happens, then yes, it will be a MIRACLE of major proportions…