Denver RTD

30^th & Downing: Two tracks and two side platforms. Doors open only to the platforms. This station is parallel and adjacent to Downing St. on the west side between Welton St. and California St. California St. becomes 30^th Ave. east of Downing St. while Welton St. becomes 29^th Ave. There are four ADA ramps, two at each end, and all four double back. The northbound boarding area has no canopies. The southbound boarding area has one canopy at the southern end, covering the ADA ramp there. Trains entering this station will pull up to the northern end first, where the tracks come to a dead end at bumper posts, to discharge passengers. There is no layup track. After the operator changes ends, the train pulls up to the southern end to take on passengers. Buses pull up to the west side of the station; transfers are available to routes 7, 28, 38, and 43. Limited parking is available at the small Park ‘n’ Ride lot inside the bus turnaround loop.

From this terminus, our train proceeds south for a short distance, then crosses and makes a 45-degree turn onto Welton St., running along the southeast side. At 29^th St., the two tracks merge just before the 29^th & Welton station. We are in the Five Points section of Denver, heading southwest straight toward downtown. The single track runs in a recessed lane, with curbs on either side. A concrete safety island extends between the street and the track along each of the five blocks of single-track operation. Rails are embedded in concrete and the trackway is marked with diamonds at beginning of each block. Traffic signals along Welton St. include neon "No Right Turn" signs which illuminate to indicate an approaching train. Welton St. itself carries one-way traffic from southwest to northeast.

29^th & Welton  Single track with the platform on the island between the track and the curb. Doors open only to the right. A single canopy with a circular herald board and an ADA access ramp are located at each end. The southbound ADA ramp extends straight ahead. Mosaics adorn the ramp exteriors. This station was designed to accommodate a second track to be built when needed; hence the location of the platform.

27^th & Welton  Single track with the sidewalk serving as a platform. Doors open only to the left except for those needing ADA assistance. This station was added in December 1995 by popular demand from merchants in that vicinity and is clearly an afterthought. It has no canopies and a pair of straight ADA ramps on the safety island ramping down in the same direction, with a commemorative plaque mounted to the railing of the southbound ramp. No route map is present. Signage is limited to "27^th and Welton" strip signs fastened to lampposts with "To Downtown" and "To 30^th Ave." supplemental signs.

25^th & Welton  Single track, same layout as 29^th & Welton except for the different mosaics on the ADA ramps. Doors open only to the right. A commemorative plaque is featured on one of the ADA ramp railings.

At 24^th St., the single track splits into two tracks. Just before the 20^th & Welton station, the tracks swing across Welton St.
 

20^th & Welton Two tracks, center platform. Doors open only to the left. The southbound ADA ramp extends straight ahead. The station itself is on the northwest side of Welton St., between Broadway and 20^th St. Except for the two tracks, the canopy arrangement is the same as 25^th St. and 29^th St.

We are now at Broadway, the east/west dividing point in Denver’s street numbering system. Welton St. runs northeast-southwest while Broadway and Downing St. run north-south. Metro Denver’s streets are laid out in a north-south rectangular grid while downtown Denver’s streets are laid out in a diagonal grid in relation to the rest of the metro area. This is because Denver was originally founded on the banks of the South Platte River, which flows southwest-northeast at the point of the first settlement. The first streets were laid out in parallel to the river. As the city grew and expanded, a north-south grid was adopted. The original diagonal grid was retained and is confined mainly to the area north of Colfax Ave. and west of Downing St. All diagonal streets end at Downing St. except for Market St. and Blake St., and become numbered east-west avenues. Numbered streets downtown run diagonally southeast-northwest while named streets run northeast-southwest. With few exceptions, avenues (both named and numbered) and roads run east-west while streets and boulevards run north-south.

After leaving the 20^th-Welton station, our train turns right onto 19^th St., crosses Broadway, and continues along 19^th St. before turning left onto Stout St, running in the opposite direction of vehicular traffic. The northbound track is left behind at California St., where there is a wye turnout. The loop track is used by F and H trains from Lincoln Ave. and Nine Mile respectively, as well as by some peak hour D trains headed back to Mineral Ave. joins the southbound track at this point. We are now on the loop portion downtown. The following stations are located just before each intersection. They feature one ADA ramp at the forward end which doubles back plus a single canopy with a raised circular center and herald boards on the ends and in the center. Canopies at these stations are longer than the center canopies at other stations and do not extend over the ADA ramp. Tracks on the downtown loop are situated on the right side of the street relative to the train’s forward direction except for the single block along 14^th St. ADA strips were replaced in 2006 and lengthened to accommodate four-car trains. Boarding at all downtown loop stations is done from the sidewalk, and train doors open only to the right.

From this point to Broadway, the D line shares trackage with the F and H lines.

18^th & Stout  Boarding is from the northwest sidewalk. This is the terminus for trains marked "18^th Street". Trains looping back to the south stop at both 18^th St. stations. Layup time on such trains is minimal, similar to subway trains stopping at South Ferry in New York.

16^th & Stout  Identical to 18^th & Stout. 16^th St. itself is a pedestrian mall at this point. A transfer is available to the 16^th Street Free MallRide. As a result, this is one of the busiest stations on the line. Consisting of free shuttle buses running along the entire length of the mall, this service was inaugurated in October 1982 with the opening of the mall itself. Shuttle buses originally ran from the Civic Center at Broadway to Market St. In September 2001, shuttle service was extended to Union Station in anticipation of the new Central Platte Valley Spur; however, passengers could only travel as far as Wynkoop St. until the C line opened. Just before 14^th St, our train passes the southern loop turnout that permits trains from 30^th Ave. to loop northward. The former 14^th & Stout station was located here.

After crossing 14^th St., both tracks are side by side once again. We have now left the loop portion. Initially, the line proceeded straight down Stout St. from 14^th Street to Speer Blvd., passing between Currigan Exhibition Hall and the Colorado Convention Center. In 2002, Currigan Hall was demolished to allow expansion of the Convention Center. In the process, Stout St. was rerouted along with the light rail tracks. Just past 14^th Street, the tracks curve westward, leaving the original alignment, and literally run through the new Convention Center parking garage.

Convention Center/Performing Arts  Two tracks with a center platform along with one side platform for southbound boarding. Doors open on both sides. The southern end features an ADA ramp shared by both tracks while the northern end has separate ADA on the outside of each track. This station opened on November 28, 2004 and replaced both original 14^th Street stations (see Abandoned Stations). It is physically located inside the Convention Center parking garage, is accessed from 14^th Street and was built to accommodate four-car trains.

The tracks then curve to the southwest, running adjacent to Champa Street and pass a diamond crossover, then curve eastward before emerging from the garage and rejoining the original alignment. Our train then crosses Speer Blvd. and Cherry Creek and aligns with W. Colfax Ave. (US 40), Denver’s main east-west artery, on the north side.

Colfax at Auraria  Two tracks, offset outside platforms with a low fence between the tracks. Doors open only to the right. The southbound ADA ramp extends straight ahead and the boarding area extends back around a gentle curve. This station is parallel to W. Colfax Ave. and serves the Auraria Campus which includes Metropolitan State College, the Community College of Denver, and the University of Colorado at Denver. Because of the offset boarding areas, the ADA ramps are closer together than at other stations. Each boarding area features a single canopy with a raised circular center. Herald boards are on the circular center. A transfer is available to the #16 Colfax Ave. and #30 Dartmouth buses. Some peak hour trains turn back to 18^th St. from this station.

Leaving Colfax at Auraria, we continue west for several blocks to 7^th Street before descending at the point where Colfax Ave. rises onto a concrete viaduct. Beneath the viaduct, our train passes a signal-protected grade crossing where it joins the C and E lines at a 3-way at-grade junction. D trains continue straight, then turn sharply left beneath the viaduct. A normally-unused turnout branches off to the right and permits trains from downtown to go to Union Station.

The Central Platte Valley Spur is discussed separately later in this article.

From here, the C, D, E, F and H lines share the same tracks on a private ROW to Broadway. Just south of the junction, the overhead wire changes over to catenary. Our train passes a gate-protected grade crossing at 13^th Ave. Industrial freight tracks from the Burnham Freight Yard run alongside the light rail line as far south as Alameda Ave.

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.

Running time from 30^th/Downing to Mineral Ave. is approximately 40 minutes, give or take 5 minutes. Some leeway in the schedule is permitted on the single-track portion along Welton St.