Tag Archives: Denver

The good and bad of Denver’s new airport transit line

Denver RTD A-Line map.

Denver RTD A-Line map.

Next time you fly into Denver, you’ll be able to hop on a train from the airport to downtown. There’s a lot to celebrate about this new transit line, and much to criticize. There’s plenty of effusive praise for Denver’s transit ambitions without much critical pushback in the popular press.

A few thoughts on the good and bad of the line and RTD’s rapidly expanding system, starting with the not-so-good.

  • This line is part of Denver’s large FasTracks system expansion. While ambitious in scope, many of the routing decisions are odd network choices. There’s a lot of reverse branching, use of freeway rights of way, and other opportunistic decisions to ease construction, but which may be regretted later.
  • FasTracks centers on Denver Union Station. DUS is a remarkable urban redevelopment project, but a huge missed opportunity in terms of transit operational design.
    • Union Station is now a stub-end terminal for regional rail trains, limiting the station’s capacity and preventing future intercity or regional rail use of the station.
    • Light rail trains stop 1,000 feet away from the regional trail platforms. The distance is creatively connected with an underground bus concourse, but the transfer environment is less than ideal – particularly given the almost-blank slate to work with.
    • Real estate development projects advanced before any understanding of the transit right of way needs, and have now forever closed those avenues for expansion. The real estate framework for expanding Denver’s downtown matured before the framework for transit expansion.
  • Rail service to Denver’s airport is important, but commentators often place too much emphasis on serving airports instead of overall improvements to the transit network. This is less true for Denver, given the systematic transit expansion as a part of FasTracks (and the network benefits therein).

 

Critiques aside, there’s a lot to praise with the airport line.

  • Frequent, all-day, electrified main-line rail service – much of it built in a greenfield right of way.
    • For all of the benefits of main-line rail as a means to offer rapid transit service, it’s great to see a project execute on those benefits
    • Electrification offers great promise for frequent transit – taking advantage of performance benefits from using electric multiple unit trains with quick acceleration, instead of diesel-powered peak-only ‘commuter’ trains.
    • Development of new regional rail transit lines along greenfield right-of-way opens up all kinds of planning possibilities for other regions.
  • The project demonstrates the benefits of risk-sharing public-private partnership deals. With the contractor responsible for long-term operating costs, their design efforts focused on the most efficient way to meet the parameters of the contract (all-day, frequent rapid transit service). For those reasons, the team embraced the electric commuter rail concept, opting for:
    • Mainline rail vehicles to better handle interactions with adjacent freight rail corridors and meet regulatory requirements
    • International standard electrification (25kV AC) to reduce the costs of substations while still providing the necessary performance
    • off-the-shelf procurement of a proven design (Silverliner V vehicles) to avoid development costs.

 

Hump-day late-night link-dump

CC image from chethan shankar on flickr

CC image from chethan shankar on flickr

Stuff that’s been piling up in my open tabs…

Jarrett Walker takes a look at Seattle, and how the city’s geography of natural chokepoints and barriers aid the city’s transit usage, despite lacking an extensive rail transit system (though it’s getting bigger as we speak).

Transit planning is frustrating in such a place, but road planning is even more so.  Ultimately, Seattle’s chokepoints have the effect of reducing much of the complex problem of mode share to a critical decision about a strategic spot.  If you give transit an advantage through a chokepoint, you’ve given it a big advantage over a large area.

A follow-up post on the subject delves deeper into chokepoints.

For DC, there are a whole lot of factors that shape the balance (or lack thereof) of development between the western portion of the metro area and the eastern half – but these kinds of choke points are certainly part of the success in shaping that development around transit for Metro’s Potomac River crossings.

Free parking FAIL. This is out of date now, but the Mayor of Providence’s plan to offer free on-street parking as means of encouraging downtown shopping  backfired, big time.

Since there’s free parking all day at metered spaces, employees from the nearby courthouse and some from other government offices are taking parking spots early and are staying all day.

It’s leaving holiday shoppers out of the stores.

Not a good idea to try and offer the same things malls offer when you don’t have the means to do so.  Better to use price to encourage turnover and maximize usage, while marketing the advantages that urban shopping districts do have over malls.

Seventy Percent. Previously, I’ve looked at some details of transit plans elsewhere, and Denver’s FasTracks system, centering on a revamped Union Station is as interesting of a case study as any.  They’ve now released the 70% design documents for Union Station (large PDF – 15.3 mb).

Denver Union Station - Diagram of transit facilities, with underground bus concourse connecting light rail platforms (left) with commuter rail/inter city rail (right) and the historic station building.

Denver Union Station - Diagram of transit facilities, with underground bus concourse connecting light rail platforms (left) with commuter rail/inter city rail (right) and the historic station building.

Headquarters?  What is it!?! It’s a big building where Generals meet, but that’s not important right now.

Huh? Oh, that.   Northrup-Grumman is moving to town.   Ruth Samuelson handicaps the race for capturing the actual HQ building, and she’s not betting on DC:

So I guess being right in the thick of Washington D.C. could make a difference. But, realistically, people are betting against the city (this is again from the Sun story):

Washington, which has 1,000 Northrop jobs now, strikes him as out of the running. The potential threat of a terrorist attack is omnipresent in defense contractors’ minds, so he doubts one would choose to locate its leaders there. Maryland and Virginia benefit from being near the nation’s capital but at a potentially safer distance, though “there’s a clear pattern among the recent arrival of defense companies in Washington: They tend to favor Northern Virginia,” [Loren B. Thompson, a military analyst at the Lexington Institute] said.

Now, if we’re all blown into oblivion by a rogue nuclear weapon, is there really that much of a difference between having your HQ in Rosslyn or Crystal City, as opposed to NoMA or the Capitol Riverfront?

The Census is coming. And Maurice Henderson wants you to fill it out.  Do it.  Doooo it.

US v. Canada. While this particular hockey fan is basking in the glory of a thrilling, 6-5 overtime victory for the US over Canada in the World Junior ice hockey championships (with the game winner scored by John Carlson, a prospect for the Washington Caps), TNR’s Avenue blog looks at the economic and metropolitan implications of re-shaping the NHL into more of a rivalry between countries and between cities.  Taking the same passion you see from national team competitions and channeling it into club competitions – perhaps taking a page from soccer’s rivalries and sense of place?

Biosphere. BLDGBLOG takes a look at the abandoned and deteriorating Biosphere 2 project in Arizona.

Around the horn

Minneapolis

Back in my hometown, yesterday marked the first day of revenue service for the Northstar commuter rail line between Big Lake and downtown Minneapolis.  This is Minneapolis’ first heavy rail commuter line, which will look for a quick expansion to the originally planned terminus of St. Cloud, MN.

Yonah Freemark offers his assessment at The Transport Politic.

The $320 million would have been better spent on promoting transit that can be used round-the-clock by people who have a choice not to use cars — something that’s made virtually impossible by the design of Northstar’s schedule and stations. With several other peak-period-only commuter lines under consideration, however, Metro Transit will likely spend more on projects such as this before it decides to pull back.

One note – that capital cost number also includes the money to extend the Hiawatha Light Rail line from the previous downtown terminus at the Warehouse District to the new terminus at the new Target Field.  When all is said and done, that will be a great transit hub for the city, and considering that the project’s cost includes this LRT extension, the numbers look more favorable.

Service can always be increased at later dates.  Given the line’s terminus at the Minnesota Twins’ new stadium, I’m sure we’ll see ballgame service in the relatively near future.  Commenters also note that Minneapolis has a much stronger downtown employment core than other cities with new, struggling commuter lines.

MinnPost‘s excellent article (as per usual) from Steve Berg also notes the history of rail in the area:

“As far as I can tell, the Twin Cities probably had the largest commuter rail network in the U.S. to totally disappear,” said Aaron Isaacs, Minnesota’s foremost railroad historian. During the peak of local railroading in the late 19th and early 20th centuries, as many as 15 commuter lines spread outward from the two downtowns, most of them from St. Paul’s Union Depot or Minneapolis’ Great Northern and Milwaukee Road stations. By the mid 1880s, three competing railroads offered trains over three different routes every hour between the two downtowns, Isaacs said, 74 trains in all.

Commuter trains also ran on a dozen suburban routes:

• From downtown St. Paul to White Bear Lake, Lake Elmo, Stillwater, St. Paul Park, South St. Paul, Inver Grove, North St. Paul, St. Anthony Park, New Brighton, Inver Grove and Taylors Falls.

• From downtown Minneapolis to Mendota, Wayzata, Hutchinson, St. Louis Park, Hopkins, Excelsior, Edina, Savage, Lakeville and Northfield.

At one point, four companies competed for passengers between both downtowns and Lake Minnetonka. Special trains to the State Fair and Fourth of July celebrations were also offered.

By the 1890s, electrified interurban streetcars began displacing the steam-powered commuter trains. Still the trains lasted through World War I and into the late 1920s before the Great Depression spelled their demise. A few stragglers lingered into the 1940s, Isaacs said, notably the gas-electric powered Dan Patch trains between Minneapolis and Northfield and the Luce Line trains between Minneapolis, Wayzata and Hutchinson. But by 1948, commuter trains were all gone.

Welcome back to the fold, Minneapolis. With all that old right of way sitting around, there should be more commuter lines in your future.

Denver

The crown jewel of Denver’s ambitious FasTracks project will be a revitalized and repurposed Union Station.

Denver Union Station

Denver Union Station - Photo by Author

Recently, they’ve released the 60% design for the transit hub and redevelopment project.  A PDF of the presentation is available here.  The project will link LRT platforms and Commuter Rail platforms via a 2 block long underground tunnel that will also serve as the regional bus concourse.

DenverUnionStation1

General Development Plan

Transit Infrastructure

Transit Infrastructure

Transit Architecture

Transit Architecture

It’s a cool document, well worth a look to see what a city with a developing transit system (not just line-by-line on a piecemeal basis) is thinking of for a hub.

Los Angeles

Out in LA, they’ve opened up the Gold Line extension into East LA.  Jarrett Walker notes many of the line’s shortcomings, and how they’ll inevitably be blamed on the “planners.”  Why is this line not a subway?

Ah, those nasty cruel “transportation planners”!  Sorry, but the answer to “why” is not “the planners decided …” unless your main goal as a journalist is to instill feelings of ignorant helplessness in your readers. Planners and political leaders made these decisions for a reason, and that reason is the real answer to the question.

Us planners can never seem to do anything right in the minds of some, however, and Jarret put out another post talking about the nexus of planning ideals and political realities:

In the end, I completely understand the frustrations surrounding this project, and agree that it probably will not really begin to show results until it’s flows through downtown as part of the Regional Connector plan.  It may be that the political pressure to put some kind of rail transit into East Los Angeles led to a project that will turn out to be premature and inadequate.  I wouldn’t be surprised to see a rapid transit subway extension proposed into this same area, perhaps under Chavez, in the next few decades.

Still, understanding how difficult rail transit development is in Los Angeles, I do think MTA and their partners in city and county government deserve a few days of good feeling for having gotten something done.

Nothing’s ever easy. It’s worth remembering that. The warts of the two newly opened projects show that here.  Even Denver’s Union Station has had to scale things back, with FasTracks facing some financial problems and the Station’s plans scrapping underground Light Rail and Commuter Rail platforms in favor of cheaper alignments.