RTD C LINE

By Steve Bulota

The C line operates between Union Station and Mineral Ave. Monday thru Friday.  It encompasses the     Central   Platte Valley Spur, which it shares with the E line. It joins the original Central Corridor at the Colfax Avenue Viaduct . 

 Service began on April 5, 2002.  Initially, C trains operated seven days a week, but ran to Mineral Ave. only  during peak hours and sporting events.  At all other times, C service operated to I-25/Broadway.  On May 3, 2003, C trains began operating to Mineral Ave. at all times.  With the opening of the Southeast Corridor on November 17, 2006, regular weekend C service was discontinued except for certain sporting events, when trains operate from two hours before the event until one hour after the event has concluded.   

Put-in trains commence loading passengers at 10^th at Osage. 

The C line normally operates two-car trains except before, during and after sporting events, when three-car trains are used.   

Let’s board a southbound C train at Union Station.  Prior to being retrofitted, 100-series cars were marked “Mineral” and   the flip sign displayed a C on an orange background.  The electronic signs will alternately display, “C Line,” and, “Mineral.”   

Union Station/Lower Downtown (LoDo)/Coors Field/16^th St. Mall  Two tracks with both center and outside platforms.  Doors open on both sides on both tracks.  Four-car trains can be accommodated.  16^th Street Free MallRide shuttle buses pull up right next to the outside boarding area on the east side.  Although the light rail station has a lengthy name, it is announced as, and trains are marked simply, “Union Station”.  Tickets purchased from machines are marked, “LoDo”.  Coors Field, the home of National League’s Colorado Rockies baseball team since 1995, is only three blocks away at 20^th and Blake Streets.  The center boarding area has two canopies while the outside northbound boarding area includes a full-length canopy.  Both tracks are embedded in concrete along the entire length of the station and remain so until the line joins the Consolidated Freight Corridor. The light rail station is behind Union Station between 16^th and 17^th Streets, and is accessed on foot from Wewatta and 16^th Streets or via an existing underpass from the depot.  This tunnel passes beneath the active Amtrak station tracks and platform, and light rail passengers emerge onto a covered walkway.  The station access stairs are the same ones which once led to Track 9 while Amtrak trains use Tracks 1 and 2.  There is room between the light rail station and the Amtrak platform for future lines coming in from the north, and although several older platforms have been removed at track level, the platform stairways leading to the underpass are still in place.  ADA accessibility to and from the underpass is provided by a concrete ramp to the light rail station and by elevator to the depot.   

Union Station is Denver’s historic railroad depot, on the National Register of Historic Landmarks, and is planned to become the major transportation hub downtown.  RTD acquired the building and surrounding property from private owners in 2000 for $50 million, with the city of Denver pitching in to cover the cost.  Located at 17^th and Wynkoop Streets, it was originally built in 1881 in the Romanesque style, replacing several separate railroad stations.  After a fire damaged the original station, it was rebuilt in 1894.  Increased passenger traffic resulted in the construction of the present waiting room in 1914.  The original wings on either side were retained and today feature restaurants.  This imposing waiting room was built in the neoclassical Beaux Arts style similar to New York’s Grand Central Terminal.  At one time, Union Station was owned and served by six different railroads, both standard and narrow gauge:  The Chicago, Burlington & Quincy; Colorado & Southern; Denver & Rio Grande Western; Union Pacific; Chicago, Rock Island and Pacific; and Atchison, Topeka and Santa Fe.  At one time, as many as 80 daily trains served Union Station.  Today, only Amtrak’s California Zephyr makes two daily departures, and during the winter months, a special Ski Train makes one daily trip to Winter Park.  

The light rail tracks extend two blocks past the station and end at bumper posts just before 19^th Street.  Only a single reverse crossover switch is included.  Northbound trains continue onto the layup track after discharging passengers, then reverse direction while switching to the southbound track. 

Leaving Union Station, the line turns northwest onto 16^th Street, crossing Wewatta Street at the same time, and follows 16^th Street for one block to Delgany Street and the Millennium Bridge, where it turns southwest and runs parallel to the Consolidated Rail freight line.  Our train passes a southbound-northbound crossover switch, crosses over 15^th Street, crosses Cherry Creek and unlike the original line it passes beneath Speer Blvd. instead of crossing it at grade.  Moffat Station, a railroad depot used before Union Station was built, can be seen to the right at 15^th Street where the overhead wire changes over to catenary.  The southbound track splits into two tracks just past the Speer Blvd. viaduct before the Pepsi Center/Six Flags Elitch Gardens station.  Our train takes the center track.  

Pepsi Center/Six Flags Elitch Gardens Three tracks with two center platforms plus an outside northbound platform.  Doors open on both sides on the northbound track and only to the left on both southbound tracks even though the center track has ADA strips on both sides.  Southbound trains normally use the center track.  The outer third track permits expanded service during sporting events.  The northbound and center track rails are embedded in concrete.  There are no canopies on the boarding area between the two southbound tracks except for a small canopy over the ADA ramp.  The northbound ADA ramp extends straight ahead while the southbound ramp on the boarding area between the northbound and center tracks doubles back. The ADA ramp on the boarding area shared by the two southbound tracks extends straight ahead, and a walkway leads back to the boarding area.  This boarding area is shorter and narrower than the other one, and the walkway from the ADA ramp is right against the center track with a railing directly across from the ADA ramp on the opposite boarding area.  This prevents passenger entry or exit from a train on the center track unless the train only pulls up as far as the end of the railing.  As its name suggests, this station serves both venues flanking the line on either side and the entrance is at the northern end.  It is reached on foot directly from the Pepsi Center and by an ADA accessible-by-elevator pedestrian bridge from Six Flags Elitch Gardens.  The Pepsi Center is the home of the NBA’s Denver Nuggets and the NHL’s Colorado Avalanche.  It opened in October of 1999, replacing McNichols Sports Arena.  Six Flags Elitch Gardens moved to their new South Platte River Valley location in 1995 from their former site at 38^th Ave. and Tennyson St.  Thanks to this spur line; Denver has revived a once-popular feature on many street railway systems in this country – trolley or light rail service to an amusement park.  The Denver Tramway Company once offered streetcar service to Lakeside Amusement Park as well as Elitch Gardens at their former location.  Six Flags sold their interest in Elitch Gardens in 2006 and the park has reverted to its former name; however, the station is still announced as, Pepsi Center-Six Flags Elitch Gardens. 

The two southbound tracks merge after leaving the station.  A southbound to northbound crossover switch follows.  Beyond the switch, the line curves to the south in a gentle arc along the South Platte River, still parallel to the Consolidated Freight corridor.  It leaves the freight corridor and turns sharply east just before the Invesco Field station. 

Invesco Field at Mile High  Two tracks, embedded in concrete, with both center and wide outside platforms to facilitate loading and unloading of football fans.  Doors open on both sides in both directions.  The ADA ramps are on the outside boarding areas and both double back.  The center boarding area has two canopies and the outer southbound boarding area has one, as do both ADA ramps.  There is an open plaza beyond the outer southbound boarding area.  It features twin flagpoles and five decorative footballs.  Unlike any other station in the system, the platforms are physically fenced off and have turnstiles for crowd control.  Invesco Field is the home of the NFL’s Denver Broncos.  Located adjacent to the site of the old Mile High Stadium which it replaced, Invesco Field opened in August of 2001 and is west of the station, a short walk under I-25 and via footbridge across the South Platte River.  Demolition of Mile High Stadium was completed in 2002 and interestingly enough, its steel was recycled into track rails for the Southeast Corridor. 

The line turns southeast, passes beneath the Auraria Parkway viaduct and aligns with 5^th St., crossing Walnut Street at a gate-protected grade crossing.  Our train passes a reverse crossover switch on the straightaway parallel to 5^th St, at which point the catenary changes back to overhead wire.  Just before the Auraria West Campus station, the line turns east, aligning with the Burnham Freight Yard lead track, and crosses 5^th Street at another gate-protected grade crossing.  The proposed West Corridor would branch off in this vicinity. 

Auraria West Campus  Two tracks, center platform plus an outside northbound platform.  Doors open only to the left on southbound trains and on both sides on northbound trains.  This station serves the western side of the Auraria campus and is so named to distinguish it from the Colfax-Auraria station on the original line.  It begins immediately past the grade crossing at 5^th St.  The center boarding area has one canopy near the southern end.  The northbound ADA ramp is on the outer boarding area.  It ramps slightly downward away from the edge, then turns right and ramps straight back.  The southbound ramp doubles back.   

Leaving Auraria West, the line turns south and remains adjacent to the yard lead to W. Colfax Ave., where it joins the D, F and H lines at a three-way at-grade junction and crosses Curtis St. at an existing gate-protected grade crossing.  An additional signal and gate were installed east of the light rail tracks.  A normally-unused turnout branches off to the left, permitting southbound trains to go downtown.  Our C train continues straight ahead beneath the Colfax Ave. viaduct to the next stop, 10^th & Osage. 

10^th & Osage Two tracks, center platform. This station is approached on foot from the east; doors open only to the left. The southbound track rails have exposed ties. The Buckhorn Exchange, Denver’s original steakhouse dating from 1893, is located on the northeast corner of 10^th Ave. and Osage St., a mere stone’s throw from the station. There are no bus transfers and no parking is available. There is a canopy at each end with circular herald boards, and the southbound ADA ramp extends straight back with the walkway folding back to the boarding area.

South of this station, our train passes access switches to the Mariposa storage yard and maintenance facility directly adjacent to and east of the line, as well as the only physical track connection to the outside world – a single crossover switch from the adjacent industrial freight track. It is used primarily for delivery of new equipment. The Mariposa facility was remodeled after the Elati yard and maintenance facility opened. Heavy repairs are performed at Mariposa now. After passing beneath 6^th Ave., our train climbs a ramp onto a concrete flyover and crosses over Santa Fe Drive and Kalamath Street as well as 1^st and 3^rd Avenues. After descending from the flyover, our train passes a gate-protected grade crossing at Bayaud Ave., then crosses over Alameda Ave. This east-west artery was depressed many years ago, and three railroad overpasses accommodated the numerous freight tracks at this location. The easternmost bridge, the widest of the three, is no longer used, and light rail trains utilize the middle bridge.

Alameda  Two tracks, center platform. Doors open only to the left. The southbound ADA ramp extends straight ahead and the walkway leads back to the boarding area. southbound track rails have exposed ties. The station is south of Alameda Ave. and parallel to Cherokee St., and has the same layout as 10^th & Osage. Transfers are available to the #3 Alameda Ave. and #52 buses. The Park’n’Ride lot at this station has been expanded several times.

Just after leaving Alameda Ave, the freight tracks of the Burlington Northern Santa Fe Railroad, formerly the Atchison, Topeka and Santa Fe along with the Denver and Rio Grande Railroads, align with the light rail line and run adjacent on the west side of it. At the same time, the southbound track splits into two tracks. Our train takes the newer outer track and passes beneath I-25, where the two original tracks spread apart north of the single crossover switch just before the Broadway station.

I-25 & Broadway  Three tracks with platforms between each track. Originally built as a two-track station, it was expanded in 2003 to accommodate additional trains branching off onto the Southeast Corridor immediately to the south. Each track was assigned a number when the Southeast Corridor opened. The third track and additional platform were added west of the existing facility, and southbound trains began using the new track on February 2, 2004. southbound C and D trains normally use the new outer third track, or Track 3 while E, F and H trains use the original southbound track or Track 2, now in the middle. The northbound track is used by all trains and is now designated as Track 1. Doors open only to the left. The southbound ADA ramp on the center loading area doubles back. Each ADA ramp has its own canopy. The new southbound track has exposed ties while the current middle track is now embedded in concrete after having exposed ties when the line first opened. This station is approached on foot from the east and is situated just to the north of the former Gates Rubber Company factory. It was the original southern terminus of the line for all trains, and later for C/Orange and D/Green trains marked "I-25/Broadway" until all trains were through routed to Mineral Ave. in May of 2003. Some AM rush hour trains from Mineral Ave. bypass this station. Although train destination signs and station herald boards say I-25/Broadway, recorded announcements refer to this station as simply, Broadway. This is a major transfer station, with numerous bus transfers available along with 1,004 parking spaces. A long canopy extends along almost the entire length of the station on the outside of the northbound track, instead of the center boarding area. It has a circular roof with herald boards towards the northern end, not in the exact center. A former Denver Tramways streetcar, minus its trucks and sporting an "Englewood" sign, served as a waiting room just south of the station on the east side for a number of years. It was removed during construction of the Southeast Corridor and not put back.

After leaving the I-25/Broadway station, the E, F and H lines turn off to the left at grade. There is a connection that permits southbound C and D trains on the middle track to continue on to Mineral Ave, if needed. Short turn trains continue south to a new layup track before reversing direction. Track work south of the station was altered during construction of the Southeast Corridor. The original layup track was removed and relocated further south. It is accessed from the middle track at Broadway. Short turn trains switch to this track after leaving Broadway. The two new tracks merge with the southbound track just north of Mississippi Ave. Our train proceeds south past the Gates plant, crossing over Mississippi Ave. first and then Iowa Ave. It then ramps up and crosses over an industrial siding via flyover just to the north of the Evans station. At this point, the tracks are now adjacent to Santa Fe Drive (US 85), with the BNSF tracks in between. The industrial siding continues south, running adjacent to the light rail line on the east side and ending just beyond the Evans station. It used to continue to the site of the now-demolished General Iron Works facility at 601 W. Bates Ave. Ground was broken for the $35 million, 125,000 square foot Elati maintenance facility for LRVs at this site on July 30, 2002. It was dedicated on June 17, 2004 and began functioning as the main facility in January of 2005. It can accommodate 18 cars inside while 100 cars can be stored outdoors. Normal maintenance and light repairs are carried out at the Elati facility while the original Mariposa facility is used for heavy repairs.

Evans Two tracks, center platform. Doors open only to the left. This station is immediately south of the Evans Ave. viaduct and parallel to Delaware Street. It has one canopy in the middle of the boarding area with herald boards at each end and one above each ADA ramp. The southbound ADA ramp doubles back. The station entrance is at the northern end, with a pedestrian walkway providing access from the east. A unique feature at this station is a gate-protected pedestrian crossing at the industrial siding. Ties are exposed on both tracks except where the walkway crosses the northbound track. Both ADA ramps are encased in brown brick, as are all lamp and fence posts. Transfers are available to the #21 Evans Ave. and 58 Ltd buses. Parking is available for 98 cars.

 Bates To be built.

After leaving Evans Ave., our train passes the Elati maintenance facility and crosses over Dartmouth Ave. and Little Dry Creek before entering the Englewood station. The former ATSF Englewood depot can be seen off to the left, at the corner of Dartmouth Ave. and Inca St.

Englewood  Two tracks, center platform. Doors open only to the left. The southbound ADA ramp doubles back. southbound track rails have exposed ties. This station is directly adjacent to the new Englewood Civic Center north of Hampden Ave. (US 285). Its unique angular green painted canopies are arranged in the same manner as Evans Ave. and feature a raised center and bold "ENGLEWOOD lettering similar to that on the original ATSF Englewood depot. Both end canopies feature "Northbound" and "Southbound" signs at the appropriate track. Cinderella City, the largest shopping mall west of the Mississippi River when it first opened, formerly occupied this redeveloped site. The boarding area is accessed from the east in several ways: via arch bridge from the bus transfer area directly below (passengers have a choice of stairs or elevator); via ADA ramp from the Park’n’Ride lot north and east of the station; or directly from the Civic Center parking lot. A combined total of 910 parking spaces are available. Bus transfers are available to the 0 Broadway, 12 Downing, 27 Yale, and 51 local routes; 36X and 59X express routes, and regional route U.

Our train crosses over Hampden Ave. and proceeds in a straight line to the Oxford Ave. station, passing a crossover switch midway between stations. This is the shortest distance between stations on the Southwest Corridor, about 0.9 miles.

Oxford  Two tracks, center platform. Doors open only to the left. The southbound ADA ramp doubles back. This station is located immediately north of Oxford Ave. and has the same canopy arrangement as Evans Ave. The station entrance is at the northern end, and a ramp provides passenger access from the east. Except for a concrete crosswalk across the northbound track, the ties are exposed on both tracks. There is no parking available at this station; however, customers may park at Red & Jerry’s across Santa Fe Drive. A transfer is available to the #51 bus.

South of Oxford Ave. at Tufts Ave, the tracks ramp up onto the Tufts flyover, crossing over and trading places with the BNSF freight tracks. In other words, the light rail line is now west of the freight tracks. A freight spur branches off before the flyover and remains on the west side of the light rail line. At the same time, Santa Fe Drive swings away from the tracks, and Rio Grande Street takes its place. The retaining walls of the flyover’s approach ramps feature an outline of the Rocky Mountains, highlighted by a two-tone beige and maroon paint scheme. The abutment walls were painted blue in 2002 and artwork entitled "Universal Travel" was installed to mask protruding pipes that were added after a torrential downpour in August of 2000 caused damage to the bridge. The abutments buckled outward, and concrete was pumped in through threaded pipes to strengthen the structure. South of the flyover, both the light rail and freight tracks cross Big Dry Creek on new bridges while the freight spur utilizes the original bridge once used by the BNSF tracks. This spur splits and merges from one track to two to one across Belleview Ave. and to two again before ending at Crestline Ave.

The light rail and BNSF freight tracks cross over Belleview Ave., then descend at Berry Ave. into an open cut known as the Littleton Depression. Completed in 1988, this cut extends southwesterly through downtown Littleton to Ridge Rd. Thanks to a 1981 referendum, it was built wide enough to accommodate a transit line in addition to the freight tracks. The original red wooden ATSF Littleton depot, now an art gallery, is visible to the left at Powers Ave.

Littleton/Downtown  Two tracks, center platform with an additional outside platform on the southbound side. Doors open on both sides. The southbound ADA ramp and canopy are on the outer boarding area. This station is in the open cut at the intersection of Alamo and Prince Streets near Arapahoe Community College, and is elevated several feet higher than the BNSF freight tracks. Its canopies are laid out in the same manner as the Evans and Oxford stations except for the southbound ADA canopy mentioned above. The southbound track rails are embedded in concrete along the entire length of the station. Parking is available for 261 cars. The former Denver & Rio Grande Railroad’s Littleton train depot, complete with original "Littleton" signs (one of which includes distances to Denver and Ogden, UT), is cleverly incorporated as a station house, blending past and present together. Built of Castle Rock sandstone, the remodeled depot features a waiting area with vintage photographs and an espresso bar. It was physically moved from its former location at Powers Ave. (and directly across from the ATSF depot), now an overflow parking lot with 100 spaces. A concrete ramp provides ADA accessibility from the parking lot to the boarding area, and a mural depicting Littleton through the seasons adorns the retaining wall along the ramp below the depot. Station appointments and ADA ramps are encased in the same sandstone as the depot, and both ramps double back. Transfers are available to local bus routes 29, 36, 59, 60, 66 and 67, and limited routes 29 Ltd. and 36 Ltd.

The light rail tracks descend south of the station until they are level with the BNSF tracks. Near Prince St., our train passes a reverse crossover switch. At Ridge Rd., it emerges from the open cut and realigns with Santa Fe Drive, running adjacent to it to Littleton/Mineral. There is an additional crossover switch just before the station. On rare occasions, southbound trains will be switched over to the northbound track at this point.

Littleton/Mineral  Two tracks, two side platforms. Doors open only to the platforms. This is the southern terminus of the line, and is located just north of Mineral Ave. Trains operating to this station are marked "Mineral" while station signs, maps, and announcements refer to it as "Littleton/Mineral". The station entrance is at the southern end and is accessed either by ramp from the north sidewalk along Mineral Ave. or by footbridge across Santa Fe Drive from the 1,227-space Park ‘n’ Ride lot. Except for a concrete crosswalk from the pedestrian bridge, both tracks have exposed ties. The southbound area has only a small canopy above the ADA ramp which doubles back. All passengers must leave the train at this point. Frequently the operator will allow passengers to exit via the front set of doors onto the ADA ramp to speed unloading from southbound trains. Like I-25/Broadway, this is a major bus transfer station. The two tracks merge just south of the station before Mineral Ave., and the southbound track crosses over Mineral Ave. on the bridge once used by the western BNSF freight track before it was shifted eastward. There is room for a second light rail bridge that will most likely be added when the line is extended further south to Lucent Technologies Boulevard. RTD currently owns additional ROW as far south as C-470, one mile away. The single track splits into two tracks once again past the bridge and the two tracks continue for several hundred yards before ending at bumper posts. Trains are laid up at this point.

From this point, all lines share the same tracks as far as Broadway, where the E, F and H lines branch off onto the Southeast Corridor.  The C line shares trackage with the D line all the way to Mineral Ave.  Running time from Union Station to Mineral Ave. is 26 minutes, according to RTD’s printed schedule.