Corridor: Colorado Springs–Denver Commuter Line

Pilot Study for Hydrogen-Ready, Shared-Freight Commuter Service

The Colorado Springs–Denver rail corridor represents the pilot study for establishing a hydrogen-ready, shared-freight commuter service in the Front Range. This 70-mile route demonstrates how underutilized freight lines can support high-value passenger mobility without the heavy capital costs of new electrified track construction.

1. Route Focus: Colorado Springs–Denver

The proposed corridor connects two of Colorado’s fastest-growing urban centers — Colorado Springs (El Paso County) and Denver (Denver County) — through the Castle Rock–Douglas County growth belt. The line closely follows the existing Union Pacific (UP) right-of-way, paralleling Interstate 25, which currently experiences some of the state’s most congested highway conditions.

This corridor has been evaluated in multiple regional plans, including studies by the Pikes Peak Area Council of Governments (PPACG) and the Denver Regional Council of Governments (DRCOG), as a critical missing link for sustainable intercity commuting. The use of existing UP infrastructure transforms this from a billion-dollar new-build to a practical, scalable mobility project.

2. Length & Timing

The full end-to-end route spans approximately 70 miles (113 km), linking Colorado Springs Depot to Denver Union Station.

  • Projected travel time: 85–90 minutes

  • Average speed: 50–55 mph (including stops)

  • Top operational speed: 79 mph (FRA-compliant for non-electrified corridors)

  • 3 AM + 3 PM service schedule for commuter market

This travel time is competitive with peak-hour highway driving, which often exceeds 100 minutes between the two cities due to I-25 congestion. A 3 AM + 3 PM service schedule offers clear time targeting for the commuter market — morning inbound and evening return trips.

3. Stations

Proposed stations along the route are selected for both operational feasibility and commuter density.

Station Function Key Features
Colorado Springs Depot Southern Terminus Access to downtown business district; connection to Mountain Metro Transit.
Castle Rock Midpoint Commuter Hub Park-and-ride facilities, serving Douglas County residents and regional workers.
Lone Tree (Sky Ridge Area) Northern Suburban Hub Connection to RTD Light Rail; proximity to employment centers and Sky Ridge Medical campus.
Denver Union Station Northern Terminus Integration with RTD rail network, bus services, and intercity Amtrak routes.

Each station design prioritizes minimal infrastructure additions — using modular platforms, lightweight shelters, and shared parking zones — to reduce both cost and construction impact.

4. Ridership Potential (Census LEHD / OnTheMap)

Preliminary Origin–Destination (O–D) analysis using the U.S. Census LEHD OnTheMap database shows significant daily commuter flow between the corridor counties:

  • El Paso County → Denver County: ~7,000 daily commuters

  • Douglas County (Castle Rock & Lone Tree) serves as an intermediate hub with an additional ~12,000 daily trips toward Denver and the Tech Center region

  • Combined, the potential ridership market exceeds 15,000–18,000 daily one-way trips within the corridor

  • If even 10–15% mode shift from car to rail were achieved, this would equate to 1,500–2,000 daily rail boardings

Such ridership would remove approximately 1,200–1,500 cars from I-25 during peak hours — delivering measurable reductions in congestion and emissions.

5. Track & Operations

The proposed commuter service would operate over Union Pacific’s Joint Line, a corridor of moderate freight activity south of Denver. Freight density on this segment is lower than in urban UP corridors, making shared use technically and operationally feasible under negotiated time windows.

Key operational considerations:

  • Track type: Standard gauge, mostly single track with passing sidings

  • Signal system: Centralized Traffic Control (CTC) under UP dispatch

  • Track class: FRA Class 4 (79 mph maximum)

  • Upgrades needed: siding extensions, limited curve realignment, station sidings, and modernized signaling interfaces

  • Ownership model: Access agreements and dispatch coordination with Union Pacific, potentially under a state or regional authority framework

A track access negotiation with UP is the most critical partnership element. UP maintains high safety and liability standards for shared corridors, but precedent exists — Amtrak, Front Range Passenger Rail, and Metra Chicago all successfully share rights-of-way through time separation and trackage fee structures.

6. Economic and Strategic Rationale

  • Low Capital Requirement: By reusing existing freight infrastructure, upfront costs are reduced by 60–70% compared to new electrified lines

  • Regional Integration: Links two major labor markets, supporting state economic growth

  • Scalable Model: The Colorado Springs–Denver pilot provides a template for future corridors such as Fort Collins–Denver or Sacramento–San Francisco (on UP’s western network)

  • Environmental Gains: By replacing thousands of single-occupancy vehicle trips, the corridor contributes directly to state and federal clean transportation targets

7. Map Placeholder

• Primary alignment: UP Joint Line (Colorado Springs – Castle Rock – Denver)
• Key stations labeled
• Integration markers with RTD network in Denver and local transit in Colorado Springs

Summary

The Colorado Springs–Denver commuter corridor is a data-backed, economically viable concept for near-term regional rail implementation. By integrating federal data sources, shared-use rail principles, and targeted station design, it demonstrates that the Front Range can achieve modern, sustainable passenger mobility without constructing entirely new infrastructure.

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