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Colorado agencies outline 'joint service' starter rail plan with Broomfield stop targeted for 2029
Summary
State and regional rail partners told Broomfield Council a joint service starter line — combining RTD commuter‑rail peak proposals with the Front Range Passenger Rail district vision — is being negotiated with BNSF; models list a Broomfield station (100 & 116th) and initial cost estimates range from RTD's $650M peak‑study figure to a March 1 report of about $885M, with operating costs estimated at $12–16M annually.
A multi‑agency rail briefing at the Broomfield study session laid out a joint approach to deliver near‑term passenger rail service on the Northwest Corridor with a planned Broomfield stop. Brandon Schafer, special adviser for passenger rail and transit for the State of Colorado, was joined by Patrick Stanley (RTD), Chrissy Bright (Front Range Passenger Rail district) and Mo Sullivan (CDOT) to describe work that draws from multiple studies and new state fee revenue streams.
Patrick Stanley summarized RTD’s Northwest Rail Peak Service Study (concluded Sept. 2024), which modeled a 3‑trips‑in‑the‑peak commuter pattern between Longmont and Denver operating on BNSF freight tracks, found a reasonable Denver‑Longmont travel time of about 65 minutes and estimated capital needs of approximately $650M with annual operating costs of roughly $12–16M. The peak study identified two potential Broomfield stations (Flatiron and a site near 100 & 116th) and projected long‑range daily boardings for the corridor.
Chrissy Bright explained that the Front Range Passenger Rail (FRPR) district is pursuing an inner‑city, longer‑distance service that would ultimately link Fort Collins to Pueblo, and that FRPR’s project is governed by statutory authority created in earlier legislation (transcript reference: "Senate Bill 21238" in discussion). Because multiple prior plans exist, presenters said a 'joint service' hybrid was developed — directed by Senate Bill 184 — to pool existing Fast Tracks funds, a new rental‑car congestion mitigation fee (SB184) and an oil‑and‑gas fee (SB230) to finance an initial starter service without asking for a new sales tax immediately.
Presenters said access‑agreement negotiations with BNSF began recently; the access agreement will identify the capital projects the host railroad requires, the schedule, and the access fees and will be used to firm up verified costs. Brandon Schafer said the March 1 planning report estimated an $885M initiation cost but that negotiations with BNSF are intended to produce verified capital figures to return to governing boards in Q1 2026 for appropriation decisions.
Councilors raised several concerns: equity and optics (why some jurisdictions that have not paid RTD sales tax would receive service), the project’s final capital and operating costs, the risk that federal funding could be reduced (panel: limited federal funding currently; most early dollars are state fee revenues), and whether board approvals or a public vote could be required to expand frequency. Presenters said no eminent‑domain actions are currently anticipated; Amtrak was described as a likely operator because of indemnification structures; and SB184 includes accountability language requiring six‑monthly reports to the governor/legislature if service has not commenced by 01/01/2029.
Panelists stressed the access agreement and subsequent board appropriations will determine whether the starter service — initially planned as three round trips per day — can begin by the statutory start date of January 1, 2029. Council members asked for continued engagement and asked staff to track progress so the city can weigh in with RTD and other partner boards when the financial plan is presented.
