The 2026 Colorado legislative session was dominated by money; passing a balanced budget and a frenzy of legislative activity on how to get more of it from Colorado taxpayers in the future. In addition to clawing back $300 million in prior TABOR refunds (HB 26-1419), and a ballot measure to take billions in future TABOR refunds over the next 10 years (SB 26-135), was a relatively unnoticed measure to redefine the geographical limits of the Front Range Rail special taxing district (SB 26-172). While not a tax increase itself, the bill paved the way for a .5% sales tax ballot initiative in November for Governor Polis’ passenger rail vanity project.
Tax hike gerrymandering
In 2021, the legislature created the Front Range Rail District with the purpose of running a passenger rail system along the Front Range from Wyoming to New Mexico. It was back in the news recently as a result of a well-publicized contest to name the train: Colorado Connector, or “CoCo”. Who says the people of Colorado don’t have a sense of humor? SB-172 redefined the boundaries of the District, deleting the conservative areas of Douglas, Weld, Huerfano, and Las Animas counties and unincorporated areas in Arapahoe and Jefferson counties in order to have a better chance for a successful tax ask at the ballot in November. Think of gerrymandering in order to win a tax increase.
The current proposal is not to provide service from Wyoming to New Mexico as envisioned, but to fund a starter service with three round trips a day from Denver to Fort Collins. For this, the cost would be “only” $333 million. Of course, this is only a guess as the District itself admits in its documents that costs will change upon finalization of the design. When have projected costs ever gone down?
To get this $333 million from what the District and Governor Polis claim are from “existing resources,” it plans to take $156 million from the Regional Transportation District (RTD) which is struggling with its own $215 million budget deficit (requiring layoffs and service reductions) and $176 million from CDOT which can’t seem to fix our broken roads. None of this $333 million will go toward the daily cost of operating the service.
Operating costs are currently estimated to run around $30 million/year which is to be split three ways from the aforementioned near-bankrupt RTD, and the non-road building CDOT and the Front Range Rail District, which is where the voters come in.
Looming boondoggle
When FasTracks was proposed in 2004, it was sold on the basis that it would relieve highway congestion since 71% of the commuters in the RTD taxing district would take light rail to Denver’s central business district. The percentage of commuters using light rail as of last year was not 71% but 3%. For Front Range Rail, there is no pretense that it will be used for a massive number of daily commuters and exactly who is going to take advantage of this service is unclear.
CDOT has estimated that this initial service may operate in trains with a capacity of 200 seats for a total of 445,000 annual passengers. That presumes that each train is filled to capacity for each of the 6 segments ,for every one of the 365 days per year. If RTD light rail is a guide, to estimate that this service would be 25% filled would be generous.
At this 25% ridership level, with an annual operating cost of $30,000,000, it results in a cost per passenger of $270/trip…one way.
With the ongoing effort to create a progressive income tax, the legislature’s attempted destruction of TABOR, and numerous citizens’ initiatives already approved or in the signature gathering phase, it is shaping up to be a very long ballot this November. We are going to have to pay close attention to this Front Range Rail one.
David Kerber previously served on both the Greenwood Village City Council and Planning and Zoning Commission, focusing on transportation and land use issues.

