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Archive of posts filed under the Infrastructure category.

It’s a huge weekend for US transit openings

Mid summer is prime time for big transit openings, and this weekend is a doozy. Three big projects around the US are opening today or tomorrow.

  
Left: Denver Union Station photo by Ryan Dravitz. Center: DC Silver Line photo by Fairfax County. Right: Tucson streetcar photo by Bill Morrow.

By now, probably everyone who reads DenverUrbanism knows the interior of Denver Union Station officially opens tomorrow.

Out east, that same day, Washington, DC’s new Metrorail Silver Line opens. The Silver Line expands America’s second busiest subway network by about 10%, although the new portions are above ground.

But Tucson beats both Denver and DC by one day. Their Sun Link streetcar opens today, at 9:00 am Mountain Time. It’s the first modern rail line in Tucson.

All these projects have been a long, difficult road. It’s great to see them starting to pay off.


FasTracks Progress: Union Station Transit Complex Opens!

It’s been a long, long time coming, but the $500 million Denver Union Station Transit Center is COMPLETE and will open for transit operations tomorrow! This is undoubtedly a game changer for downtown Denver and represents the realization of nearly three decades of planning efforts, if not more. Ryan D. covered the grand opening ceremonies in two posts (parts one and two) yesterday on DenverInfill.

The Denver Union Station Transit Center (any ideas for a nickname?) consists of three major transit components: light rail (open in 2011), bus (open now), and commuter rail (coming in 2016). Let’s take a look at each of those components and how they fit into one of the most expensive infrastructure investments since Denver International Airport.

RTD has produced (and agreed to share) this great image that gives a general overview as to how the three components fit together and where the different modes provide service to.

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The locations and facilities labeled in orange on the image above are now complete and will be open for the general public on Sunday, May 11, 2014. The Chestnut, Wewatta, and Union Station Pavilions provide the three main entrances to the underground bus station, complete with stairs, escalators, and elevators. The Platform 2 and Platform 4 Pavilions provide access from the Commuter Rail platform with stair and elevator access to the underground bus concourse (no escalators).

The light rail facility was relocated in 2011 and served as the first major component completed at Union Station as part of this massive project. This new station replaced the previous light rail platform which was located just south of Wewatta Street (right about where the Wewatta Pavilion is today). The 16th Street MallRide was also extended 2-3 blocks to serve the new light rail station at the same time.

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The underground bus station (which again….nickname?) is a sight to behold. A behemoth at 140 feet wide and 980 feet long, this 22-bay bus station has more than twice the capacity of Market Street’s 10 bays. The pedestrian concourse isn’t anything to sneeze at, coming in at 44 feet wide and 780 feet long. Every bus that services Market Street Station today will service Union Station, in addition to the free MetroRide. Buses from Greyhound as well as other private bus companies are a possibility in the future (no definitive plans as of yet). CDOT announced this week that its new inter-regional bus system—which will connect Fort Collins, Colorado Springs, and Glenwood Springs (and points in between) with downtown Denver—will serve the underground bus station. This new service starts sometime next year!

DenverUrbanism and DenverInfill have tackled the bus station through several previous posts, so I won’t bombard you with pictures here, but let’s take a look at some before-and-after pictures of the bus facility. Better yet, head on down and take a look for yourself. Honestly, I was wary when I heard about the yellow tile (can anyone say outdated and tacky?) but I think it turned out great. Combined with the seven skylights, it really helps brighten the facility up and makes it seem even larger (if that was possible).

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The final and the most visible and stunning piece of transit infrastructure at Union Station has to be the commuter rail platform. Denver is known for lots of things (300 sunny days each year, active lifestyles, marijuana, etc.) but stunning and modern architecture tends to not make most people’s lists. This canopy will serve as an iconic welcome to those who arrive in downtown Denver by transit, whether it be the coming commuter rail lines, bus, or light rail.

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Union Station is big. It’s expensive. It’s important. It serves as the hub of the $6+ billion, decade-long infrastructure investment that is FasTracks. It will serve as the heart of transit throughout metro Denver. It will change how tens of thousands of people access downtown Denver on a daily basis. Get down there and take a look. Wander around. We all paid for it, and after decades of planning and years of construction, we can finally cash in on this investment.


Union Station Transit District: 133 Years in Progress

A beacon of preservation stands tall amid all of the construction and rumbling noise of Lower Downtown: Denver Union Station. On the eve of the grand opening of the Union Station Transit Center, let’s take a look back at the history of Denver’s venerable train station.

The first train arrived in Denver on June 24, 1870 with only one “station” for the Denver Pacific Railroad. This train’s arrival was no small feat and was certainly not assured. Thanks to visionaries and the deep pockets of early Denver promoters and businessmen such as John Evans, David Moffat, Walter Cheesman and William Byers, a spur railroad line had been quickly constructed to connect Denver to Cheyenne. The Union Pacific Railroad had bypassed Denver completely by agreeing to build the transcontinental railroad through southern Wyoming rather than through Colorado’s more treacherous mountainscape. So significant was the arrival of this first train in 1870 that the city named one of its streets in the far-away eastern edge of town after the first conductor who was aboard that train—Billy Ogden.

As more railroads came to Denver over the decade, each built its own depot separate from the other. However, Union Station was constructed following national trends of combining these disparate rail stations into one. Originally opened in 1881, the station served as the gateway to Denver for those coming to the city by train. There have been three incarnations of the station. The original structure was a stunning example of Second Empire design and was a monument to Victorian-era architecture. Unfortunately, much of this building burned down in 1894 when a fire sparked inside a restroom. The stone walls remained. This edifice was reused and rebuilt with a much lower roofline (removing much of the ornate design) and a stone clocktower. Today, we see the remnants of the original building through the east and west wings, but the large Beaux-Arts lobby section of the current building was completed in 1914 as an expansion of space to accommodate the huge influx of visitors and train-travelers to Denver. As the summer months approach, Denver will be celebrating the centennial of this section and the reborn grandeur of what remains as Union Station.

1881 Union Station with original clocktower and ornate roofline. Photo courtesy of History Colorado (F50.839)

1881 Union Station with original clocktower and ornate roofline. Photo courtesy of History Colorado (F50.839)

1894 Union Station after fire with new clocktower and simplified roofline. Photo courtesy of History Colorado (F50.883).

1894 Union Station after fire with new clocktower and simplified roofline. Photo courtesy of History Colorado (F50.883).

Union Station was a prominent transportation center through the 1950s but was eclipsed in use by the growing popularity of air travel and the move toward a more auto-dependent society. What is perhaps most miraculous is that Denver never demolished its old train station during the spate of urban renewal efforts that ruled over the city during the middle and late 20th century. During the Peña administration, voters of the city rejected efforts to turn Union Station into the city’s convention center complex. That scenario from 1985 was the last big threat to the survival of the station area as we know it today. It did reflect just how vexing the “problem” of Union Station had become. What should a city do with its underutilized and empty former train station? It turns out, for Denver at least, the answer resided in what the station had historically been used for—train travel.

Through a monumental planning effort, the City and County of Denver, RTD, and numerous public and private partners (as well as Denver voters who rejected the convention center idea in 1985 and Metro Denver voters who approved FasTracks in 2004), have achieved a truly magnificent milestone in the preservation and adaptive reuse of Union Station as both a hotel and public transit space. Large numbers of people will once again walk through the station’s grand atrium in order to access transportation, including trains! For a big part of the 20th century, Denver was demolishing historic buildings and creating an infrastructure that catered to the automobile by building more roads and parking lots to appease consumer demand. All of that is changing and new choices are being promoted with the continued preservation efforts in the Lower Downtown Denver Historic District and the soon-to-be-reopened Union Station.

(Thanks to Michael Vincent, star-intern and CSU student at the History Colorado Center for his assistance in researching and writing this blog entry).


FasTracks Progress – free MetroRide!

RTD has a very busy few weeks ahead of it! First off, Denver Union Station Transit Center opens to the public for a special preview on May 9 with full service on May 11. RTD has lots of information on its website – be sure to take a look if your travels take you through Market Street Station, as your route will change!

Also, May 12 also introduces a brand new service to downtown Denver – the free MetroRide! The buses will travel from Denver Union Station along 18th/19th and Broadway/Lincoln (depending on the direction as those streets are one ways) to Civic Center Station. It’s a FREE service to help supplement the MallRide and its insane (at times) crowds. These buses will run every 5-10 minutes during peak periods (6-9 AM and 3-6 PM).

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There are 12 brand new, branded articulated buses to kick off the new MetroRide service. They still have the new bus smell! These buses will run only the MetroRide route and as you can see in the pictures below, they closely resemble the other articulated buses in RTD’s fleet. The MetroRide buses, however, have three doors and are low-floor to help speed up getting on and off the bus.

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There are multiple shelters and bus bulbs along the route to mark where the MetroRide will stop. Keep in mind, however, not every stop has one of these white shelters (Property owner objections and utility complications, mainly). They will all have a sign of some sort – no surprise stops are coming as part of this project. RTD constructed a series of bus bulbs along 18th Street to help speed up the loading and unloading of passengers. The bike lanes were even incorporated into the design and construction! This service will go a long ways towards helping ease the crowding on the MallRide while providing additional transportation options in downtown Denver.

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Check out the map below for stop locations and RTD’s MetroRide website for more information. See you all on the free MetroRide May 12!

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East Rail Line Progress: 38th/Blake Station

For those who haven’t been near the 38th/Blake Station area, there’s a TON of construction going on. Serving as the first station outside of downtown, the 38th/Blake Station looks to transform the eastern edge of the River North, Five Points, and Cole neighborhoods. For many, it’ll be a very welcome breath of fresh air into the neighborhood.

Crews have been hard at work on the platform structure, giving a clear indication as to how the coming commuter rail lines (East, Gold, North Metro, and Northwest) will be different that our current light rail network (Central, Southwest, Southeast, West, and I-225). The trains will have level boarding (yay!) meaning the platforms are much taller. Also, the platforms are longer to accommodate the beefier commuter rail vehicles. Other differences will become evident as construction nears completion over the next two years.

The platform is set and as you can see in the pictures below, the pattern is evident on the southern face. Nothing fancy, but it helps crack into the design monotony that can plague transit stations. The platform will also feature landscaping, canopies, and lighting (obviously much closer to completion in 2016).

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Crews are busy at work setting the pedestrian bridge that will span both the East Rail Line and the Union Pacific tracks. The platforms on both ends of the bridge are set and crews have recently returned to the site, most likely meaning that the structure will soon be set. The bridge will allow passengers to walk from the rail platform north to the future Park-n-Ride lot which will be located at 39th and Wynkoop Streets.

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The bridge across 38th Street was set last year (and covered in a previous blog post). This bridge will allow passengers coming off or heading to the pedestrian bridge can cross 38th Street to access the platform.

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The station has some examples of unsanctioned public art (otherwise known as graffiti). Crews are usually pretty good about getting these covered up relatively quickly, but some of this graffiti has been on display for quite a while.

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A gas regulator was relocated as part of the station construction. The old regulator was located closer to 38th Street and had to moved prior to station construction to allow work to continue.

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Lots of work on Blake Street remains as crews work to install utility hookups. The pedestrian/bicycle experience around this station should be dramatically improved once the corridor opens in 2016.

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Once the station opens and we are all tired of wandering around a revitalized neighborhood, we can all take a rest on Denver’s first transit-oriented swing, located at 36th and Blake.

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