Later this month RTD officials are expected to size up a plan to complete commuter rail on the Northwest Rail Corridor from Denver to Church Ranch Boulevard in Westminster by 2020 or 2022, and equip the northern portion of the Denver-to-Longmont 41-mile corridor with bus rapid transit (BRT). BRT would be upgraded later with rail as funding allows, and the plan assumes approval of a 0.4 percent RTD sales-tax increase by voters.

We see winners and losers with a plan to serve the U.S. 36 corridor with two modes of transit.

Understandably, voices from the north have cried "broken promise." Whether traveling north or south on the U.S. 36 corridor, many would be faced with a two-step process using rail and bus to reach their destinations, and plans for development based on northern commuter rail stations would be impacted.

The city of Westminster can be seen as gaining a partial win. Having the rail extend to Church Ranch Boulevard from Denver is so important because most of the Westminster Mall has been partially demolished and pegged for redevelopment. This is prime property nestled along the Denver-Boulder corridor, and a rail stop would be key to attracting retailers and customers.

However, it would be better for everyone if RTD eventually extends the commuter rail to Longmont rather than relying on a hybrid corridor, where riders going from Denver to Boulder must face the inconvenience of making a midway transfer from rail to bus.

So we can appreciate Congressman Jared Polis' stand that he will only support a full rail-line buildout. And we can certainly envision high-use and success for a commuter rail in the Boulder to Denver corridor — an energized area known nationally for high numbers of well educated people.

But the promise of funding the corridors on time and on budget went by the wayside long ago. The FasTracks plan voters approved in 2004 has been walloped by a recession that undercut the so-called original conservative projections for sales-tax generation and costs to build. The fact that the estimated cost to build commuter rail on the Northwest line increased to $1.7 billion from an original estimate of $895 million is sobering for us all. So as for real winners and losers, we have all taken some hits with the FasTracks plan. And we ask how much more should we chip in to win. We admit we would like to eventually see a contiguous mode of transportation along the Denver-Boulder-Longmont corridor and may be willing to bite the bullet and support an increase in sales tax. But we're in no hurry; for now we will watch and wait to see what the RTD board brings forward.