See the end of this page for details of expansion plans and projects.

Most platforms are marked
where doors are spotted:

Northbound H-Line train at I-25-Broadway. This train consists of an SD-160 car and an SD-100 car:

RTD Light Rail predates low floor technology, so it uses high floor vehicles with steps to a low loading platform. Wheelchair/stroller access has been provided by a high-level platform and bridge located at the front of the train behind the operator's cab. RTD Light Rail does provide a good example of some ways that the ROW can be implemented:

• fenced-in surface ROW and elevated sections
• downtown streets in reserved lanes
• ROW paralleling railway ROW and expressways

Additionally, RTD Light Rail is an excellent example of interlining that provides a higher frequency of service and multiple destination choices for the majority of its riders.

The obvious difference (at this time) is the paint details. SD-160 were ordered for the southeast expansion that opened in 2006 and have the newer paint with the wide blue stripe.

The other difference is the SD-100 cars have bi-fold doors while the SD-160 cars have sliding plug doors.

SD-100 interior:

SD-160 interior is similar

Fare collection:

LRT operation is divided into circular fare zones around downtown, though current LRT lines extend southeast and southwest from downtown. A "Local" fare allows travel within two adjacent zones, an "Express" fare allows travel within three adjacent zones and a "Regional" fare allows travel within all four zones.

Fares may be purchased from vending machines on platforms:

Single direction fares allow travel away from issuing station for a duration of approximately 80 minutes and may be used to board a bus at a Light Rail station.

Starting January 1, 2011:
Local fare is US$2.25, an Express fare is US$4.00 and a Regional fare is US$5.00.

Return fare tickets allow travel to and from the issuing station until the end of the day's service, but may not be used for transferring to a bus. Return fares are double the cost of single fares.

10-ride Ticketbooks are available: "Local" costs US$20, "Express" costs US$36, and "Regional" costs US$45

Monthly passes are also available: "Local" costs US$79, "Express" costs US$140, and "Regional" costs US$176

There is also a 12 month "ValuPass" for the price of 11 monthly passes. The full price must be paid up front, but may be started at any time during the year.

Rear of ticket:

Random fare inspections take place. Being caught without a valid fare can result in a fine of up to US$100 plus court costs.

Due to interlining, providing a description of a trip on each line would repeat many portions. The descriptions will be broken up into corridors:

• Central Corridor: the original line from 30th-Downing to I-25-Broadway; opened October 8, 1994

• Southwest Corridor: the extension from I-25-Broadway to Littleton-Mineral; opened July 14, 2000

• Central Platt Valley Spur: the branch off the Central Corridor between Colfax at Auria and 10th-Osage; opened April 5, 2002

• Southeast Corridor: the extension from I-25-Broadway to Lincoln; opened November 17, 2006

• I-225 Corridor: the branch off the Southeast Corridor in the median of I-225 to Nine Mile; opened November 17, 2006

The 16th Street Mall is closed to automobile traffic; Only pedestrians, horse carts, and MallRide buses are permitted. IN this photo, a MallRide bus passes the LRT at 16th-Stout stop:


MallRide buses are special CNG-Hybrid vehicles with three sets of doors down each side. There is no fare for this service.

The trip from 30th-Downing to I-25-Broadway (8.5 km) takes approximately 23 minutes. Only the D-Line route travels this entire corridor. All lines travel on this corridor between 10th-Osage and I-25-Broadway, while the F- and H-Lines use it as far north as the downtown loop on California and Stout.

The trip starts at 30th-Downing with a stub-end station with side platforms. The west platform is shared by buses and the east platform is a street sidewalk. This station has parking for 27 vehicles, and bike rack space for 10 and bike lockers for 8.

During most of the day, LRT departures from 30th-Downing are scheduled to be shortly after the next LRT arrives. When a train departs 30th-Downing, it curves to the right to head down Welton Street in reserved lanes. Within a block, the two tracks merge into a single track where it travels in the reserved east lane of Welton Street.

D-Line trains at 30th-Downing. The train on the left is preparing for departure and has been spotted so its south end is positioned for the accessible ramp at its front door. The train on the right has just arrived and is spotted with its north end door at the north accessible ramp

D-Line at 29th-Welton

Northbound D-Line arriving at 27th-Welton

Along the single-track section on Welton Street, there are three stops. The first is 29th-Welton which has a sheltered platform on the west side of the track (between the track and the traffic on Welton).

The next stop is 27th-Welton, which is perhaps the most frugal station on the entire system. There is a platform on the west side of the track, but it is only used for accessible entry and has no shelter.

The last of the single-track stops is 25th-Welton and has a similar design as the 29th-Welton stop. South of this station, at 24th Street, the track splits back into two tracks.

The next station, 20th-Welton has a centre island platform. Between this station and Theatre District-Convention Center, the line splits with opposite directions one block apart from each other.

Southbound trains use the west lane of Stout (this street is one-way northbound for traffic), and northbound trains use the east lane of California (this street is one-way southbound for traffic).

There are two stops on each of these streets. The north-most pair is at 18th Street, 18th-Calfiornia and 18th-Stout.

The next pair to the south are at 16th Street, 16th-California and 16th-Stout. All of these four stations use the sidewalk to the right of the train for loading and unloading.

Only the D-Line goes up to 30th-Downing, while the F- and H-Lines share the one-way street loop with the D-Line.

Between intersections, the track is raised slightly above the road surface. Trains use signals at intersections that display white horizontal bar (stop) and vertical bar (proceed) aspects. These separate signal aspects prevent confusion with motorists' red-yellow-green aspects. The design of having LRTs running opposite to one-way traffic was chosen as studies have shown that it increases safety by making motorists more aware of LRT movements.

Southbound D-Line arriving from Stout St.

Originally, Stout and California had LRT stops at 14th Avenue. In the early 2000s, the Convention Center was built over the off-street ROW of the LRT, and a new station replacing those two openend on December 6, 2004. Originally named Convention Center-Performing Arts, this station is covered by the convention center building and was renamed Theatre District-Convention Center in 2009.

This station has a centre island platform plus a west side platform, so southbound trains open both doors. There is an east side platform that is normally not used, but it has the accessible ramp for northbound trains.

Northbound H-Line at Theatre District-Convention Center
Platform on the left is only used for the ramp

H-Line trains at Colfax at Auraria

From here, LRTs run on a ROW that is on the north side of Colfax Avenue, stopping at Colfax at Auraria Station which has side platforms. The LRT ROW remains at grade as Colfax Avenue climbs to a bridge over the South Platte River, a railway ROW, and I-25.

As the LRT curves to the south, there is a full wye connection with the Central Platte Valley spur used by the C- and E-Lines. Tracks exist for connection from downtown to the spur, but are not used for revenue service.

From here, the D-Line is parallels a railway right of way. At this point, the railway ROW is on the west side of the LRT ROW. In the few places where roads cross at grade, a single set of railway crossing signals and gates are provided for both the LRT and the railway.

Crossing at Bayaud Avenue

From here, the D-Line is parallels a railway right of way. At this point, the railway ROW is on the west side of the LRT ROW. In the few places where roads cross at grade, a single set of railway crossing signals and gates are provided for both the LRT and the railway.

The first station along this part of the route is 10th-Osage which has a centre and east side platform - northbound trains open both sides. This is the most northern station shared by five lines.

Continuing south from 10th-Osage, the line moves slightly east and climbs a flyover to take it over W 3rd Avenue, Kalamath Street, W 1st Avenue, and Santa Fe Drive. This flyover is almost a kilometre in length.

The next station is Alemeda and it has the same platform arrangement as 10th-Osage. This station has parking for 302 vehicles, and bike rack space for 12 and bike lockers for 8.

Northbound E-Line at Alameda

At I-25-Broadway, a northbound E-Line train is on track 1

The next station, I-25-Broadway, is the most southern station shared by five lines. To accommodate the split, the southbound track branches into two tracks just north of the station.

The I-25-Broadway station has three tracks, two island platforms, and one platform on the east side of track 1. Track 1 is for all northbound trains, track 2 is for the southeast lines (E, F, and H) and track 3 is for the southwest lines (C and D).

This station has parking for 1248 vehicles, and bike rack space for 18 and bike lockers for 30.

Southwest Corridor

The C- and D-Lines continue south and the southeast lines branch off just south of the station. This junction has a full wye connection including connecting tracks between the Southwest and Southeast branches that are not used in revenue service. The ROW continues to follow the railway to its west side with some occasional short elevated sections. The trip from I-25-Broadway to Littleton-Mineral (13.98 km) takes approximately 16 minutes.

The next stop is Evans which has an island platform. At this location, there is one railway track on the east side of the LRT that serves a few industries. The pedestrian exit of the Evans station crosses this track with signals and gates.

This station has parking for 99 vehicles, and bike rack space for 10 and bike lockers for 8.

Pedestrian railway crossing at Evans

Northbound D-Line train arriving at Oxford-City of Sheridan

The next station is Englewood and it has an island platform and an east side platform, so northbound trains usually open doors on both sides. This station has parking for 910 vehicles, and bike rack space for 24 and bike lockers for 32.

The following station is Oxford-City of Sheridan. It has an island platform.

Continuing south, the LRT ROW shifts from the east side of the railway to the west side about half way to the next station. The line climbs a tall overpass to accomplish this:

At Littleton-Downtown, there is an island platform and a west side platform allowing southbound trains to open both doors. This station has parking for 361 vehicles (261 at the station, and 100 south of Powers on Rio Grande), and bike rack space for 28 and bike lockers for 12.

This part of the line is built along a railway corridor that has its tracks immediately to the east of the LRT line. Both the LRT and railway lines are in a cutting, but the railway line is slightly deeper than LRT line, creating a separation between the two.

The original Littleton D&RGW depot, originally built in 1875, is now located at the site of this station. This building remained in its original location until 1984 when it was relocated to Crestline Avenue and Rio Grande Street and renovated. In 1998 it was moved to its current location for use at the new light rail station.

The final station on the line is Littleton-Mineral. This station has side platforms. Southbound arrivals unload on the west track, then pull beyond the station to change directions and return on the east track.

The two tracks merge into a single track south of the station to cross over Mineral on a single track bridge. The single track splits into two tail tracks south of Mineral for train storage.

This station has parking for 1227 vehicles, and bike rack space for 10 and bike lockers for 30.

ACCESSIBILITY

RTD cars are not low floor, but platforms are low.

Central Platt Valley Spur

On April 5, 2002 the Central Platte Valley spur was opened branching off the D-Line's route just north of 10th-Osage station. This spur follows the railway right of way to Union station and is 2.9 km in length. The trip between Union station and 10th-Osage takes approximately 8 minutes.

The C-Line began operation on that day, covering the same stations as the D-Line from Littleton/Mineral to 10th-Osage. The E-Line began operation using this branch on November 17, 2006.

Southbound E-Line at Auraria West Campus

Heading north from 10th-Osage, the line proceeds straight through the junction where the D-, F-, and H-Lines head downtown. As this part of the line is close to a railway ROW, all road crossings are of the railway level crossing type with lights and gates.

Once clear of the underpass at Colfax Avenue, the line curves to the west and reaches Auraria West Campus station. This station has both an island platform and a north-side platform (serving northbound trains).

After leaving Auraria West Campus, the line makes a sharp turn to the north again. The connection with the West Corridor (see below) will be built at this location and the Auraria West Campus station will be relocated to just north of here when that line opens in 2013.

The next station is INVESCO Field at Mile High, serving the stadium. It has an island platform and both side platforms, so trains in both directions may open doors on both sides.

The next station is Pepsi Center-Six Flags Elitch Gardens where there are three tracks through the station with two island platforms and a narrow east-side platform.

Under normal operation, the west track is not used. Northbound trains use the east track, and southbound trains use the centre track.

The final station is Union Station: Lower Downtown (LoDo)-Coors Field- 16th Street Mall, and it has island and two side platforms.

As part of the Denver Union Station redevelopment project, this station will be relocated in the summer of 2011 to be adjacent to the rail platforms.

Southeast Corridor

On November 17, 2006 the Southeast and I-225 Corridors opened, adding 30.6 km of line and 13 new stations. Four new lines were added to the network, including the G-Line that ran between two suburbs without entering the downtown area. This line was discontinued on May 3, 2009 but will be reinstated when the I-225 corridor extension is built (see Expansion section below).

Travel time from I-25-Broadway to Lincoln (24.5 km) is about 27 minutes.

A northbound F-Line train arrives at I-25-Broadway approaching the wheelchair/stroller platform where the front door will be spotted:

As the line curves to the east immediately south of I-25-Broadway, it climbs to an elevated structure that curves to the southeast as the ROW parallels I-25 on its west side.

A southbound H-Line train is on track 2 at I-25-Broadway

The line returns to grade level as it approaches Louisiana-Pearl station. This station has an island platform that is under cover of the intersection of two roads.

Louisiana-Pearl is the only station on the southwest corridor to have no parking facilities.

The line continues at grade to the University of Denver station with its island and west side platforms. Southbound trains open doors on both sides. The west side platform is shared with buses.

This station has parking for 540 vehicles, and bike rack space for 10 and bike lockers for 12.

About half way to the next station, the line passes through a short tunnel section. After the tunnel, the line remains in a cut to Colorado station.

This station has side platforms and parking for 363 vehicles, and bike rack space for 8 and bike lockers for 24.

The next station is Yale. It is at grade with a centre and a west side platform. This station has parking for 129 vehicles, and bike rack space for 10 and bike lockers for 27.

After that, Southmoor station is the most southern station before the H-Line branches to the east on the I-225 Corridor.

This station has a centre platform and no exit to the east side of I-25. Exit is via a tunnel under I-25 to the west side. This station has parking for 788 vehicles, and bike rack space for 16 and bike lockers for 12.

South of Southmoor, the southbound track descends into a cut to provide a wye connection with the I-225 Corridor, avoiding grade crossings with the wye connection for the northbound track.

The next station is Belleview with a centre and a west side platform. The west side platform is shared with buses. This station has parking for 59 vehicles, and bike rack space for 12 and bike lockers for 12.

Most of the stations south of Belleview have a single centre platform and a distinctive pedestrian bridges to cross to the east side of I-25.

The first of these stations is Orchard station, though like Belleview station this station has a west side platform in addition to the centre platform. This station has parking for 48 vehicles, and bike rack space for 6.

This part of the line also has several stretches of elevated structure to take the line over roads intersecting with I-25.

The next station is Arapahoe at Village Center. This station has parking for 817 vehicles in a multi-level structure, and bike rack space for 22 and bike lockers for 10. The parking garage and bus connections are on the east side of I-25 connected to the LRT station by a bridge.

Next is Dry Creek station, with parking for 235 vehicles, and bike rack space for 6.

A southbound E-Line train stops at Dry Creek station

County Line station is right across the street from the Park Meadows Mall. There is a secured pedestrian access bridge connecting the station to the mall. A ticket must be obtained, free of charge, for access to the bridge.

This station has parking for 388 vehicles, and bike rack space for 8 and bike lockers for 16.

The southern-most station on this line (and the entire system) is Lincoln. This station has parking for 1734 vehicles, and bike rack space for 8 and bike lockers for 16.

On November 17, 2006 the I-225 Corridor opened along with the Southeast Corridor. This corridor is approximately 6 km long and branches off the Southeast Corridor with a full wye connections with flyovers between the Southmoor and Belleview stations. Travel time on this corridor, about 6.0 km, is about 8 minutes between Southmoor and Nine Mile station.

This branch is located in the median of I-225 heading up into Aurora. The interchange is fairly elaborate, as a full wye exists with grade-separated crossings along with the highway interchange where I-225 ends with its junction with I-25.

The first station on this line is Dayton with a centre platform and bridge access to parking and drop-off facilities on the western side of I-225. This station has parking for 250 vehicles, and bike rack space for 16 and bike lockers for 8.

Looking northeast from Yosemite, an H-Line is on its way downtown after departing Dayton, visible in the distance. This branch is in the median of I-225

The final station on this branch is Nine Mile. This station also has a centre platform, and trains are turned back using tail tracks beyond the station. This station has parking for 1225 vehicles, and bike rack space for 16 and bike lockers for 28.

There are a number of expansion plans and projects underway in Denver under a larger group of projects called FasTracks that includes new commuter rail and express bus services. Here are the LRT projects under FasTracks:

Some re-alignment of railway lines for the West Corridor.
The railway tracks on the west side of the LRT line from 10th-Osage to Auria West must be moved further west and pass under an LRT flyover

West Corridor

The West Corridor is a 19.3 km light rail transit corridor now under construction. It will run between Denver Union Station in downtown Denver and the Jefferson County Government Center in Golden. The West Corridor will serve Denver, Lakewood, the Denver Federal Center, Golden and Jefferson County by 2013. Pages are available for Information About the Project and on Project History.

This line will connect with the Central Platt Valley spur on the north-south alignment that is west of the current Auria West Campus station. This station will be relocated to just north of this connection in order for it to be served by trains on this new line (see full map).

Looking east towards Federal Boulevard where construction is underway on the West Corridor

Central Corridor Extension

The Central Corridor Extension, as part of FasTracks, would connect the existing downtown light rail service with the planned 38th/Blake Station on the East Corridor alignment. The East Corridor is a commuter rail project to provide train service from Union station to the Denver International Airport.

The recommended alternative for the Central Corridor Extension includes in-traffic rail transit operations. Service would be provided by a fleet of single light rail vehicles that complete round trip service between Downtown Denver and the 38th/Blake Station.

The recommended alternative for the Central Corridor Extension includes two new stops at 33rd/Downing and 35th/Downing.

Once funding has been secured for this, it will move to final design and construction.

I-225 Corridor

The I-225 Corridor is a 16.8 km light rail transit extension proposed to travel through the City of Aurora and one small section of the City and County of Denver.

The I-225 Corridor will connect the existing Southeast Light Rail's Nine Mile Station with the planned East Corridor's Peoria/Smith Station and will include eight stations.

The final environmental assessment is was completed in the fall of 2009 and this project will be underway once final funding has been approved.

When this extension opens, service on the G-line to Lincoln (previously from Nine Mile) will be returned.

 

Southeast Corridor Extension

This is in the environmental assessment stage, but proposes to add a 3.6 km extension to the southern-most part of the LRT network, adding three additional stations.

Two kiss-n-Ride stations at Sky Ridge Medical Center and Lone Tree City Center are proposed, along with a new end-of line station at RidgeGate with a 2000 space park-n-Ride facility.

Southwest Corridor Extension

The Southwest Corridor Extension will make the Southwest line even more successful by adding 4.0 km of additional light rail and 1,000 space park-n-Ride at the end-of line station at C-470/Lucent Boulevard.

The Southwest Corridor Extension will make the Southwest line even more successful than it is today.

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This page last updated February 18, 2011