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Frequently Asked Questions
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Front Range Passenger Rail (FRPR) is a planned intercity passenger train with service from Fort Collins through Denver and south to Pueblo. The long-term vision is to connect Colorado to New Mexico and Wyoming. FRPR will provide a safe, efficient and reliable transportation option, connecting major population and employment centers and key destinations. The passenger rail service will be competitive with car travel, expand travel options and foster regional economic vitality.
From 2020 to 2050, three million more people are expected to live in Colorado and ~85% will travel along the Front Range. The existing highway system cannot accommodate growth without significant changes. On a typical weekday through Denver, I-25 averages eight or more hours of congestion. Every three to four days, the highway is partially or fully closed. Intercity passenger rail offers a safer and more reliable way to transport people and accommodate growth without adding to highway congestion or increasing greenhouse gas emissions.
In 2021, the Colorado Legislature passed SB21-238, establishing the Front Range Passenger Rail District (District). The District is a new local government with the mission to plan, design, construct, operate, and maintain a passenger rail system along the Front Range. The District boundary extends from Wyoming to the New Mexico border, spanning portions or all the 13 counties near I-25. The District is governed by a board of directors comprised of 24 individuals and is supported by a team of full-time staff.
The District has the authority to levy taxes through ballot measures to fund the construction and operation of the service. Once ongoing funding is secured and the new train system is up and running, the District will manage the passenger rail service.
Intercity passenger rail is a train service that connects cities across the state, typically stopping every 20-30 miles to pick up and drop off passengers. Intercity rail is different from a commuter service like RTD, which operates within one metropolitan area to connect suburban towns to an urban core.
Intercity passenger rail enables people to travel between cities and states, typically stopping at major markets every 20-30 miles to pick up and drop off passengers. Because intercity rail stops less often, trains can reach higher speeds. Commuter rail, like RTD's FasTracks program, operates within a given metropolitan area, connecting residential neighborhoods with business centers and other points of interest, typically stopping every two to four miles.
Public opinion polling and transportation modeling completed in 2024 demonstrate significant voter support and public interest in intercity passenger rail. The Service Development Plan (SDP) is updating the ridership projections to make a business case for the new service. Ridership is expected to grow as people become familiar with traveling by train and service becomes more frequent.
Trains can carry passengers quickly and efficiently and are less likely to be impacted by factors that cause road delays. Trains don’t get stuck in traffic and can run in most weather conditions. Trains can move more people than buses and offer a better travel experience with amenities like wi-fi, food service and restrooms. FRPR also can travel faster than buses, with top speeds of 79 mph between stops.
Building and maintaining rail infrastructure and stations provides jobs for engineers, construction workers, and technicians. Once operational, FRPR will employ people to operate trains, manage stations, and maintain equipment. Stations often serve as hubs for economic activity, attracting businesses, restaurants, and retail establishments to station areas. Jobs in hospitality, retail, and other service industries present new job opportunities. Additionally, by providing efficient and affordable transportation options, FRPR can improve accessibility to employment opportunities for employees and offer local businesses additional workforce availability through a new mobility option.
While intercity passenger rail won’t stop in every community, communities across the Front Range will benefit from additional transportation connectivity. Across the US, intercity and regional bus services (like Bustang) are routed to serve passenger rail stations. For others, a short drive to a station is worth parking a car to enjoy the longer distance trip by train.
Local advocacy is crucial to FRPR’s success. There are many ways to help!
• Volunteer to share information about FRPR at local events
• Write an opinion letter or letter to the editor
• Share FRPR social media posts
• Appear in promotional materials
• Add an organization’s logo to the FRPR Supporters wall
• Share the excitement with your friends and family
• Organize a FRPR briefing or presentation
Ready to roll up your sleeves? Have any other ideas for ways to help? Email info@frprdistrict.com.
Trains can carry passengers quickly and efficiently and are less likely to be impacted by factors that cause road delays. Trains don’t get stuck in traffic and can run in most weather conditions. Trains can move more people than buses and offer a better travel experience with amenities like wi-fi, food service and restrooms. FRPR also can travel faster than buses, with top speeds of 79 mph between stops.
As is common across the U.S., FRPR is planning a passenger rail service that operates on existing railroad tracks shared with freight trains. FRPR is not pursuing a high-speed rail system due to the cost, impact to communities, and longer start-up time associated with building this type of train system.
The Service Development Plan (SDP) technical team coordinates closely with host railroad partners. FRPR will operate on predominantly existing track (additional tracks will be required for the proposed service to mitigate conflicts between freight and passenger rail) with a reliable and agreed upon schedule between the District and host railroad operators.
FRPR service is being planned from Fort Collins to Pueblo. From Denver to the north, the chosen route follows BNSF Railway's Front Range Subdivision to Fort Collins. South of Denver, the route follows the Consolidated Mainline, jointly used by BNSF Railway and Union Pacific Railroad. Primary stations have been identified for the major employment and population centers along the corridor in Fort Collins, Loveland, Longmont, Boulder, Denver Union Station, South Metro, Castle Rock, Colorado Springs, and Pueblo. Additional stations may be considered through the joint service effort.
FRPR is evaluating different operating speeds to be competitive with car travel. The service will be consistent with other passenger operations across the U.S. that operate at top speeds of 79mph.
Trip times are based upon train speeds, number of stops, time spent at stations and coordinating track use with railroads. Preliminary analyses suggest that the trip from Fort Collins to Denver will take approximately 1 hour 30 minutes, and 2 hours 30 minutes from Denver to Pueblo. These times may change as we work with the host railroads on project development.
FRPR is focused on providing travel times competitive with car travel. As a new transportation backbone, FRPR opens opportunities for improved connections to bike lanes, sidewalks, transit, and rideshare options. Riders will have the opportunity to choose their preferred first and last mile mode.
FRPR will consider existing, proven rail technologies that can operate within a freight corridor. For an initial service, this could be a diesel locomotive pulling passenger cars, a technology that produces fewer emissions per passenger mile traveled than cars. As technologies such as diesel-electric, hybrid, dual mode, and battery-electric locomotive platforms develop, there will be opportunities to transition to more efficient and lower emissions-producing equipment.
The District is continually seeking public input on the amenities passengers would like to see on the train, including bicycle storage, wi-fi, restrooms, seating options and food and beverage services. The District will develop specific services and policies based upon public input and best practices.
Passenger rail systems around the country have different operators. These vary from Amtrak, host railroads (BNSF Railway or Union Pacific), or private operators. In coordination with host railroads and technical experts, the District will identify an operator for the service.
The Service Development Plan (SDP) will identify ridership expectations, fare strategies and assumptions, and other financial strategies to determine costs per rider. The District is committed to providing a cost-effective passenger rail travel option and understands the sensitivity to ticket costs. Details of the service, including the potential costs of tickets, will be determined following SDP analyses.
Potential noise impacts will be evaluated during the environmental process following SDP analyses. Quiet zones can be established at existing at-grade crossings to reduce train horn noise impacts. Passenger locomotives and cars can be quieter than freight trains and noise does not last as long.
Rail and highway grade crossings would be designed to meet or exceed federal and state standards. This will be evaluated in future environmental review processes.
Cities and jurisdictions may pursue grade-separating or closing at-grade crossings with the host railroads and Quiet Zones with the FRA.
In 2020, the FRPR Alternatives Analysis determined that a passenger rail system is achievable and widely desired across the Front Range. Previous planning efforts indicated a preference for the westernmost proposed alignment that runs along the BNSF Railway right-of-way through Castle Rock, Littleton, Denver, Boulder, Longmont and Loveland, ending on the west side of Fort Collins. The Federal Railroad Administration's (FRA) decision-making process will help identify the preferred route, service and investment options.
Colorado has also had significant achievements advancing passenger rail in just the past year:
Acceptance into FRA’s Corridor Identification and Development Program (CIDP).
A demonstration train from Denver to Longmont, the first time passenger rail has used the intended tracks since the 1960s.
New funding sources for passenger rail through SB24-184 and SB24-230 (fees on rental cars and oil and gas extraction.
Discussions with RTD, the District and CDOT to plan potential pilot service.
Securing a federal Consolidated Rail Infrastructure and Safety Improvements (CRISI) Program grant for safety, efficiency and rail reliability improvements in the corridor.
Coordinating with host railroads for operations analysis and project development.
The project team has reached many planning milestones that inform service planning, including:
Evaluating other intercity passenger rail services across the U.S. to benchmark FRPR (such as the Capitol Corridor in Northern California and the Amtrak Hiawatha between Milwaukee and Chicago).
Ridership trends and modeling to establish Denver as a primary destination, demonstrate the attractiveness of the service for trips to/from stations throughout the corridor and demonstrate different travel patterns north and south of Denver that inform the service plan assumptions.
Revenue assumptions to evaluate FRPR’s revenue potential and align revenue with the range charged across the peer system benchmarks.
Collaboration with host railroads to perform operations analysis, evaluate existing freight operations, understand the impacts of introducing passenger rail service and planning infrastructure investments.
Coordination with local jurisdictions for station area siting.
Through the Corridor Identification and Development Program (CIDP), Colorado is working with the Federal Railroad Administration (FRA) on the preliminary Service Development Plan (SDP). After the SDP is complete, the project will enter the National Environmental Policy Act (NEPA) process, which initiates a comprehensive review of impacts on the environment and communities along the rail corridor. NEPA is a required decision-making planning process for projects that use federal funding. After NEPA is complete, final engineering and railroad agreements will be completed and infrastructure improvements will be constructed (e.g., track upgrades, safety measures like Positive Train Control, freight sidings, and station platforms). Following construction, opening day service can begin. The service may be geographically phased so that initial train service begins sooner.
The Corridor Identification and Development Program (CIDP), established by the Bipartisan Infrastructure Law, is a program designed to build and fund intercity passenger rail projects across the U.S.
In December 2023, the Federal Railroad Administration (FRA) announced that FRPR was accepted into CIDP, giving it a strong position for future funding with up to 80-90% federal support for 10-20% local contribution.
Thanks to Colorado's early coordination with the FRA, FRPR is starting the three-step process at step two, showing Colorado's advantage over other states.
The second step in CIDP is completing a Service Development Plan (SDP), followed by the final step, which is completing the National Environmental Policy Act (NEPA) process.
The Service Development Plan (SDP) evaluates route, service, and investment options, station locations, operations, and financial opportunities, developing an implementation plan for the initial train service. A data-driven plan, the SDP demonstrates the proposed train service's operational and financial feasibility and value.
The SDP will help to determine:
On which route will the train run?
Where would trains stop?
How often would trains run?
What infrastructure upgrades and financial support are needed?
What amenities are future customers interested in?
How can the train connect to sidewalks, bike lanes, and local bus and light rail systems?
How should construction and initial service be phased to best support the success of the system?
A completed SDP makes the FRPR District eligible for millions of dollars in federal funding, crucial for bringing safe, efficient, and reliable passenger rail to the Front Range. The Colorado Department of Transportation (CDOT) and the District are working on the SDP together.
The Alternatives Analysis (AA) considers different service options to build out FRPR service. The Federal Railroad Administration (FRA) requires a vision for FRPR’s full build out – “full build” is the level of service that the corridor aims to reach by year 2045. The five service options, discussed with host railroads, vary between 6-12 daily round trips, and 79 – 90 mph maximum allowable speeds. Alternative 3 (10 round trips at 79 mph maximum speed) is the recommended alternative to carry forward in the Service Development Plan. This alternative is the right service frequency given projected ridership. A maximum speed higher than 79mph only reduces travel time by four minutes.
An official implementation plan has not yet been finalized. State and local partners are working together to advance Joint Service between Denver and Fort Collins and the project team is developing an implementation plan as part of the SDP. Using a process and funding sources established by the Colorado Legislature through Senate Bills 24-184 and 24-230 and potential contributions from local partners, the state can introduce a near-term, proof of concept service that is a collaborative effort among CDOT, RTD, CTIO, CTE and the District. It is being designed as a passenger rail service that can stand alone or be expanded if additional funding becomes available. Joint Service will be included in the SDP's Implementation Plan toward the full build vision for the corridor.
Intercity passenger rail services are most successful when they connect with other transportation options. FRPR is planning for connectivity with existing transit infrastructure in Colorado, including with RTD as well as other local transit agencies along the Front Range. The District welcomes partnership with local communities to develop new transit connections. Connections with Amtrak's California Zephyr are possible at Denver Union Station. A Southwest Chief Thru-Car Service could connect to Colorado Springs, Pueblo, and La Junta.
FRPR will serve as a transportation backbone linking communities across the Front Range. Intercity passenger rail systems are successful when they have strong connectivity to transit services. FRPR is committed to working with local and state transit providers so future riders can access their nearest passenger rail station by way of bus or other forms of transportation.
The initial FRPR system is envisioned to stop at nine primary markets along the Front Range: Fort Collins, Loveland, Longmont, Boulder, Denver Union Station, Littleton , Castle Rock, Colorado Springs, and Pueblo. These primary markets are key activity and destination centers with current and projected population and employment centers that will drive ridership. The District will assess future expansion and adaptation as the system matures.
Public engagement is ongoing throughout the Service Development Plan (SDP) process and will include community events, public meetings, webinars, opportunities for interactive digital engagement, stakeholder coalition meetings, and interviews. Engagement will be tailored to integrate the diversity of community members and stakeholder interests, and to prioritize identifying community needs related to passenger rail service. State and federal law require that all communities affected by a project are provided with an opportunity to participate. Visit the SDP page for the latest information.
The Service Development Plan (SDP) will determine infrastructure and operating requirements for the service. Following this analysis, capital and operating costs will be determined. Preliminary analyses show that capital costs for implementing a six daily round-trip service is anticipated to cost between $3 and $3.5 billion.
The District intends to leverage federal funding from the Bipartisan Infrastructure Law to advance planning, engineering, and construction activities. In addition, a new locally driven funding source will be needed to make the service happen. Over the next few years, the District anticipates putting a measure on the ballot asking voters within the district to approve a new tax to fund the construction, operation, and maintenance of the system.
Local matching funds can be secured from a variety of sources. A voter-supported sales tax and new fee proposals generated through the Colorado legislature are anticipated to be the primary sources of local matching funds.
Passenger rail will bring economic and quality of life improvements to the entire district, benefiting passengers and non-passengers alike. By reducing the number of cars on I-25, FRPR will help mitigate highway congestion, contribute to better air quality, and offer a safer and faster travel option. While intercity passenger rail won’t stop in every community, communities across the Front Range will be served through local transit connections to stations. For others, a short drive to a station is worth parking a car to enjoy the longer distance trip by train.
Representatives from several local governments serve on the District’s Board of Directors. The District is also collaborating with local governments in station planning and development. The Service Development Plan (SDP) convenes local government staffers and leaders through geographic-specific outreach meetings.
FRPR is advancing a pragmatic passenger rail service that operates on existing freight tracks. This minimizes the ask of taxpayers and enables rail service to begin sooner than later. As part of this commitment to good governance, the District is working with RTD and state leaders to leverage existing taxpayer funding. Working together, Colorado can secure federal funding and advance overdue implementation of passenger rail.
Mountain Rail and FRPR will share tracks and potentially platforms at Denver Union Station. The service schedules will complement each other’s operation. This effort will be coordinated between CDOT, the District and RTD.
The Service Development Plan (SDP) is working to inform and engage all communities interested along the Front Range, including Tribes. Government-to-government consultation with Tribes is also a possibility. The SDP is providing an opportunity to collect this feedback and understand potential issues to be considered during the NEPA process.