By Kevin Flynn
Inside-Lane.com

With warmer weather to help it along, construction progress on the West Corridor light rail project is ramping up on all three areas into which it’s been divided.

The work may be most visible along the Sixth Avenue Freeway, where a dramatic steel arch bridge will be rolled out over the roadway during a full weekend closure in two weeks and a long curving bridge is winding its way over the Indiana Street interchange. Denver Transit Construction Group and its major subcontractors have almost all of the bridge structures underway.

RTD’s West Corridor is the first new FasTracks rail corridor to go to full construction.

Reprinted below is a report on construction progress given to the RTD board by General Manager Phil Washington on April 2:

CONSTRUCTION UPDATE – AREA 1 (Jeffco Government Center to Federal Center)
• Work on walls and drainage continues near I-70.
• Light rail bridge construction (pouring piers, footing work, and deck pours) is taking place on both sides of Indiana Street at 6th Avenue. Crews have stripped the wood forms from the north side of the bridge to expose the concrete setting of the bridge and begin the post-tensioning process between two spans of the bridge. The wood forms have been placed on the south side to begin pouring there.
• Crews continue working on the bridge over Colfax, they anticipate pouring the deck of the bridge within the next two weeks.
• Ulysses Street in Golden is closed from 6th Avenue north to Mt. Vernon Road to raise the street and install retaining walls. Improvements to the Lena Gulch on Ulysses at 6th Avenue will be winding down soon. Retaining wall construction could begin within the next few weeks.
• Work at the Jefferson County Government Center including excavation and retaining wall construction has begun. The current bike path has been detoured down Johnson Road to Jefferson County Parkway.
• Wall construction on the south side of 6th Avenue west of Simms/Union is near completion. Excavation and wall construction on the north side of 6th Avenue from Indiana to Colfax is on-going.
• Crews will begin removing trees and vegetation from the northwest corner of the Cold Springs park-n-Ride in preparation for the Simms/Union light rail tunnel.

CONSTRUCTION UPDATE – AREA 2 (East of the Federal Center to Sheridan)
• Work continues on the Wadsworth Bridge, crews are working on the formwork for the deck of the bridge.
• The post-tensioning of the cables on the arch of the 6th Avenue Bridge has been completed. Crews are currently stripping the formwork on the south side of the bridge, with the rollout of the bridge scheduled for April 23-25.
• Work on a drainage culvert on Collins Avenue north of 6th Avenue and east of Simms is near completion.
• Work continues on a drainage system on 13th Avenue from Zephyr to Carr Street. Crews are paving 13th Avenue between Wadsworth and Allison this week, local access is allowed. Weather pending, Allison is scheduled to be open next week.
• The encasement of the Rocky Mountain Ditch on 13th Avenue between Carr and Cody is ongoing. During this work, 13th Avenue will be closed from Carr – Dudley, local access will be allowed. Upon completion, crews will begin working on additional drainage improvements from Cody – Holland. 13th Avenue will remain closed to through traffic for this operation.
• Construction of the approach walls to the Wadsworth Bridge on the east side of Wadsworth is on-going and 13th Avenue between Wadsworth and Teller is now closed. Local access is allowed.
• Tree removal will begin on Monday, April 5 on the south side of 13th Avenue in the RTD right-of-way between Garrison and Dudley Street in preparation for the extension of the drainage system along 13th Avenue.

CONSTRUCTION UPDATE – AREA 3 (East of Sheridan to the Auraria Campus)
• Crews continue working on drainage improvements and drop structures in the Denver Parks Dry Gulch area.
• Relocation of utilities continues during the first phase of construction of the Federal Blvd. Bridge. Federal Boulevard has been phased down to two lanes in each direction, eliminating the left turn lane to Holden Place and left turns from Holden Place to Federal Boulevard. Traffic control is in place on Federal Boulevard between 10th Avenue- Howard Place. The pedestrian bridge over the gulch at Hazel Court is now open and the west side sidewalks of Federal have been closed down. Permanent fencing will be installed next week.
• Demolition of the properties west of Sheridan and south of the gulch are near completion.
• Work continues on the Sheridan Bridge.
• Crews have begun to weld rail for the trackway just west of I-25.
• Crews are grading the area and pouring sidewalks and bus bays in preparation of paving Knox Court. Knox Court should re-open by the third week of April.

General
• Environmental inspections and abatement of acquired properties continue.
• Right-of-way acquisition for the project continues.

The steel arch light rail bridge over Sixth Avenue Freeway will be rolled over the roadway in two weeks. Inside Lane photo.

US 36 Corridor - The final span of the pedestrian bridge was set in January 2010 over U.S. 36 requiring an overnight closure of Westbound U.S. 36.

By Kevin Flynn
Inside-Lane.com
(Note: Inside Lane is back with live transportation news this week after the entire staff — one — returned from a vacation)

A new poll shows that metro Denver voters are almost evenly split on whether to approve a second sales tax hike for RTD’s FasTracks program, but that some of the counties with the most to gain from it are the most strongly opposed.

The poll done by The Kenney Group for the Coalition for Smart Transit – a non-profit partnership of business, civic, labor and environmental groups that is testing the waters for public support of FasTracks – found 50 percent of voters support and 48 percent oppose a second four-tenths of a cent tax sales tax increase to enable RTD to complete FasTracks on the original 2017 schedule. Three percent were undecided.

The results of the poll run counter to concerns expressed by some politicians in the north metro area that counties already served by RTD’s rail system would be reluctant to support a second four-tenths of a cent sales tax – double the existing tax voters approved in 2004.

It is in the north metro area, where the extra tax is needed to complete the FasTracks rapid transit corridors on the original schedule, that the poll shows the most opposition – specifically in Adams and Broomfield counties.

The poll showed only 30 percent of Broomfield voters support a tax increase, while 50 percent oppose it. In Adams County, 40 percent supported the increase while 60 percent opposed it.

But conversely, support was strong in areas already served by light rail. That seems to challenge the concerns expressed by north metro officials, including those in the North Area Transportation Alliance, that voters in parts of the metro area that already have rail transit would be reluctant to pay more tax to expand it elsewhere.

Actually, some political consultants believe that voters in areas already served by rail transit are more likely to support expansion because more of them use it, and expanding it gives them more options, including eventual rail transit to Denver International Airport, Boulder and the Fitzsimons Medical Campus in Aurora.

Even so, the poll doesn’t portend well for RTD. At a nearly even split metrowide, and with conventional wisdom holding that support generally slips in a contested campaign, RTD’s elected board of directors expects to decide next week whether to go to voters this fall with a tax increase question.

The Coalition for Smart Transit last week briefed board members on the poll. It was based on a phone survey between March 23 and 27 of 400 likely voters. It asked numerous questions on other TRTD and FasTracks issues and compared those results with similar polls in November 2007, January 2009 and April 2009.

The poll sample was distributed proportionately by population among the eight counties in the RTD area and was balanced to reflect gender and political party registration in each county. The poll has a margin of error of 4.9 percent plus or minus at a 95-percent confidence level.

Among those other issues, one of the biggest shifts was in the voters’ perception of the major concerns facing metro Denver. In the latest poll, unemployment is the biggest concern, by a substantial margin over any other. Thirty-two percent of respondents cited lack of jobs as the major issue facing the metro area. Economic conditions – a related concern – was a distant second at nine percent. Public transportation was third at six percent.

In the November 2007 survey, transportation was the top concern at 14 percent. The economy didn’t even rate a mention at that time.

The new poll also showed that despite RTD’s problems with FasTracks’ costs and the declining sales tax revenues that have ripped a $2.45 billion hole in the transit agency’s ability to build it by 2017, voters still have a strongly favorable impression of FasTracks. In fact, those holding a negative impression declined. In April of 2009, 73 percent had a favorable impression of FasTracks and 25 percent held a negative view.

Now, after a year of being buffeted by negative news about the program, FasTracks fared better with 77 percent having a favorable impression and 21 percent holding a negative one.

Confidence in RTD’s ability to complete FasTracks also has grown over the last year, as the agency has taken on more reviews and alternative approaches to completing it. Voter confidence in RTD completing the program grew from 59 percent to 62 percent, while those expressing no confidence declined from 38 percent to 33 percent.

The new light rail bridge that will span Sixth Avenue is being assembled on the Denver Federal Center grounds. Lakewood Edge photo.

When FasTracks rolls out the bridge that will span West 6th Avenue on the west side of the Federal Center, it will do so literally, closing down a stretch of the heavily traveled highway for two days.

And the Regional Transportation District plans to make the snail’s pace placement of the bridge a spectator event.

The huge span will be wheeled from its fabrication site south of the highway about 9 a.m. Saturday, April 24, and grandstands will be in place so the public can watch the slow-motion haul first-hand. The plans for the rollout are contained in a memo to RTD’s Board of Directors obtained by the Edge.

The transportation agency plans to make a major production of the move and will set up a public viewing area at the Office Liquidators lot on the north side of the 6th Avenue Frontage Road at Quail Street. The plans call for bleacher seating and the agency will distribute maps to the public about a week before the bridge starts its move.

The bridge will move somewhat faster, about 25 feet per hour, a journey that will take an estimated 30 hours to reach its destination, according to RTD. It will be moved via two eight-axle, 35-foot transport platforms.

But the traffic impacts of the roll-out are no joking matter: All lanes of West 6th Avenue will shut down between Kipling Street and the Simms/Union exits for the entire weekend, from Friday evening until Monday morning, according to the memo. Major congestion can be expected along the detours – Kipling north to West Colfax Avenue then west to Simms and south back to West 6th for westbound traffic; and Union Boulevard south to West Alameda Avenue, then Kipling north to the highway for eastbound traffic.

Folks headed to or from the mountains and foothills can take Interstate 70 westbound to avoid the detours.

The bridge “launch”, as the memo calls it, might be a slow haul, but the sight should be impressive. The bridge is 286 feet long, 43 feet wide and is 65 feet tall from crown to base. Its structural steel components weigh a total of 1.2 million pounds. The high-strength steel is “weathered”, turning brown as a “protective oxide coating” forms, eliminating the need for painting according to a fact sheet distributed with the FastTracks memo.

The bridge is a “clear span” design with no center pier in the freeway median to hold up the span. Instead 44 cables strung from the arch to the base provide support with an estimated breaking strength of 688,000 pounds. There are 1,950 feet of 23/8-inch cable criss-crossing the bridge.

The clear-span design will be wide enough from side pier to side pier to allow future widening of the freeway, the Simms-Union interchange ramps that pass beneath the bridge and the frontage road on the north side of West 6th Avenue.

Read more Lakewood news at Lakewood Edge.

New York's MTA operates DesignLine buses. MTA photo.

You’re going to be seeing a new style of shuttle bus on the 16th Street Mall come next spring.

Faced with the need to replace the current fleet of mall shuttles as well as having to add to their numbers because of the FasTracks program’s extension of the mall for three more blocks, RTD has approved a contract with a Charlotte, N.C., bus manufacturer for two prototypes and an option for up to 57 more if they work out.

The $1.3 million contract is with DesignLine USA. It produces several types of buses including all-electric, hybrid electric with diesel or compressed natural gas, and tradition diesel or natural gas-powered buses.

The pictures in this article are representative of DesignLine’s off-the shelf vehicles and do not show what RTD’s vehicles will end up looking like after they are customized for the unique needs of free shuttle service on the mile-long mall. But the mall vehicles will be 45 feet in length and have right-hand drive, similar to the current shuttles. The new buses will have the same low-floor entry of the current ones, and have at least three doors for quick boarding and exit.

DesignLine manufactures several types of buses off-the-shelf, but RTD's design must be customized for the particular needs of the mall.

The mall run is brutal on the buses, which need to accelerate and stop at each corner while carrying dozens of people at a time during peak hours.

The mall will be extended three more blocks north beyond Union Station as part of the FasTracks program, which will construct a new light rail station near the Millennium Bridge. The added length alone requires that RTD add several more shuttles to the fleet in order to maintain the same frequency of service – every 75 seconds during peak service periods.

RTD currently has 36 mall shuttle buses, and the fleet was recently refurbished to extend their service life for six more years. The project, done in-house by RTD personnel, finished at 25 percent under budget.

DesignLine makes airport shuttle buses such as this one. DesignLine photo.

RTD Route 31X bus leaves Market Street Station via 16th Street. RTD is planning to switch to smart card fare collection on bus and light rail services. Inside Lane photo.

By Kevin Flynn
Inside-Lane.com

RTD is moving closer to collecting bus and light rail fares through pre-paid smart cards with a $15.35 million contract to ACS Transport Solutions Inc. to provide the cards, readers, base data processing equipment and wireless communications.

The cards will be used by monthly pass holders as well as those who use the annual Eco Pass, and will provide RTD with the capability to market various niche fares, such as daily or weekly passes.

On the back end, the smart cards will give RTD the kind of tracking data is has long wanted to be able to properly price its fare programs, especially the annual Eco Pass, in which employers participate to provide annual transit passes to their work force. The data collection system will allow RTD to determine how and where holders use the passes. Currently, when pass holders board a bus, the driver pushes a button on the fare box to register what type of pass it is, but there is no ability to record who the user is.

On light rail, the new system ACS will provide comes with fare validators that will require the riders to tap their cards and deduct their fares. The wireless component of the system will transmit that information to central data processors. Fare inspectors will use new hand-held devices capable of reading riders’ cards to check whether they tapped the validators before boarding.

Numerous transit agencies use smart-card technology for fare collections. ACS recently installed its system in the Houston METRO transit district.

RTD believes that by using these cards rather than monthly or other passes, it eventually will be able to improve the bus boarding process, minimize the dwell time of buses at each stop and decrease the need to handle cash.

ACS’s proposal was slightly higher than the other bidder, Scheidt & Bachmann. But price was not the heaviest-weighted factor, at just 20 percent. RTD made the technical specifications worth 30 percent of the scoring. The qualifications and experience of the bidder were worth a combined 20 percent, project management plan was worth another 20 percent, and the resumes and experience of the actual key personnel the bidder would put on the Denver contract were worth 10 percent.

RTD has allocated $17.1 million in federal stimulus funds through the American Recovery and Reinvestment Act toward this contact and another project to replace all the bus fare boxes in its fleet. The fare box replacement is estimated to cost $10.5 million, or up to $13.3 million if RTD includes several optional items in the procurement.

ACS Transport Solutions is a Columbia, Md., subsidiary of Affiliated Computer Services, a Xerox owned company.

According to an RTD staff memo, the ACS contract includes:
• The acquisition and installation of “on-board smart media processors” – smart card readers – for all of the approximately 1,100 buses in RTD’s fixed route fleet, both RTD and contractor operated;
• All mobile communications needed for the smart card readers to communicate and transmit data between the buses and the central data processing function, including communications/data processing equipment, for installation in all bus garages both RTD and contractor operated;
• The acquisition and installation of smart media validators – smart card readers – at light rail platforms;
• All communications needed for the light rail validators to transmit data between light rail stations and the central data processing function;
• Hand-held smart media validators for light rail fare inspectors to use to monitor riders’ proper utilization of the prepaid smart fare media on light rail vehicles;
• The development and implementation of all back-office data reporting, accumulation, storage and analysis tools;
• Initial program rollout including initial program development – privacy policy, community outreach and customer education programs, etc. – program administration and distribution of approximately 200,000 smart cards and decals to participants in RTD’s Eco Pass, Neighborhood Eco Pass and College Pass programs, included in the first year of this project;
• Call center operations, customer service and education, and ongoing administrative services for the smart card program for the first several years of operation;
• All training and software support;
• Options for the acquisition of additional equipment as RTD services expand, for example, additional light rail validators for the FasTracks West Corridor now under construction and other FasTracks corridors as they are opened.

An electric-powered heavy-rail commuter train heads south along the FasTracks North Metro Corridor in this computer simulation. Courtesy RTD.

By Kevin Flynn
Inside-Lane.com

The North Metro commuter rail corridor through the heart of Adams County will be proposed as a single-track line but with five strategically placed double-tracked segments that will allow RTD to slash costs while retaining the capability for 15-minute service on this FasTracks corridor.

The refinement to the corridor, the second-most expensive and third-longest rail line in the FasTracks rapid transit program, is contained in the Final Environmental Impact Statement, which will be voted on Tuesday night by the RTD board for public release and comment.

The 18-mile corridor serves Denver, Commerce City, Northglenn and Thornton, between Denver Union Station and 162nd Avenue, north of CO 7 and Colorado Boulevard.

The North Metro Corridor’s cost has been reduced from a high of $1.065 billion two years ago to the current working estimate of $909.8 million – a nearly 15 percent drop due in great part to RTD’s review of every corridor from the bottom up. New General Manager Phil Washington ordered the zero-based budgeting review to determine the least-cost way of getting all the corridors built while still serving all of the communities along them.

In the case of North Metro, planners found that they could build a system that mostly uses a single track for both northbound and southbound trains if they included five two-track passing segments and coordinated the schedules, allowing trains in opposing directions to pass without delays. Two of the double-track segments are at the north and south ends, and three are in the middle of the line. They are from south of 72nd Avenue to around 74th Avenue, from north of Thornton Parkway to just north of 104th Avenue, and from south of 124th Avenue to before the York Street crossing south of 136th Avenue.

The preferred alignment recommended for North Metro Corridor on the Final Environmental Impact Statement, showing location of passing tracks. Courtesy RTD.

The final study also pins down the few remaining open questions in the draft released in November – the alignment from the Denver city line into Commerce City and the location of the Denver station at the Coliseum-Stock Show area. The new map shows the station site north of Interstate 70 near the National Western Events Center. The other site had been proposed south of I-70 at the west end of the Coliseum parking lot.

The alignment question was a key to resolving cost and operational issues with the Union Pacific and Burlington Northern Santa Fe railroads. Initially, the North Metro Corridor was to parallel one or the other freight lines out of Union Station until it reached the point where Union Pacific’s Boulder Branch diverges from the main line. That is just north of the Commerce City refinery area and Interstate 270 in a busy location called Sand Creek Junction. The UP and BNSF lines cross there directly under the I-270 overpass, and getting RTD’s commuter trains through the pinch point would have required a lot of expensive structures.

Instead, the final study selects a long-considered overland route of new trackage, paralleling the BNSF out of Union Station until just north of Riverside Cemetery on Brighton Boulevard. There, North Metro turns north up to the O’Brian Canal, and follows the canal to 70th Avenue, where it meets up with the UP Boulder Branch and uses that existing alignment the rest of the way.

RTD bought the UP’s Boulder Branch last year, including the segment beyond the end of the North Metro project and on into Boulder.

Simulation shows a Gold Line heavy-rail electrified commuter train passing over 38th Avenue in Denver. Courtesy RTD.

By Kevin Flynn
Inside-Lane.com

RTD has reached a total $143.8 million agreement with the Burlington Northern Santa Fe Railway that will move progress forward on two FasTracks corridors to Arvada/Wheat Ridge and Westminster.

The comprehensive agreement includes $102.7 million for the outright purchase of railroad right-of-way for the Gold Line and several miles of the Northwest Rail FasTracks corridors; a lump sum of $36.9 million in relocation funding for BNSF to move and replace its facilities that are in the way of RTD’s projects; up to $4 million in direct reimbursements of BNSF’s other costs for additional construction or relocation that may occur incidental to the projects, and $200,000 for title insurance, closing costs and escrow fees.

Just as importantly, the negotiations included a Joint Corridor Use Agreement that will govern how RTD and BNSF will conduct their respective activities along the shared corridors, where BNSF will continue to serve its freight customers.

The purchase and agreement will come to the elected RTD board on Tuesday for its review and a vote. RTD has been negotiating these issues with BNSF for several years.

RTD simulation shows the Gold Line heavy-rail commuter train stopped at the Olde Town Arvada Station. Courtesy RTD.

The property to be acquired by RTD includes BNSF-owned right-of-way out of Denver Union Station and up through Utah Junction east of Pecos Street around 56th Avenue, where various BNSF and Union Pacific railroad branches diverge; the BNSF Golden Subdivision, which leaves Utah Junction to the west – sometimes called “The Beer Line” because of the freight service in and out of the Coors Brewery; and land along the BNSF Boulder Subdivision from Utah Junction to around 72nd Avenue and Lowell Boulevard in Westminster.

RTD would also purchase BNSF property beyond the currently planned end-of-line station at Ward Road in Wheat Ridge that would allow RTD to extend the commuter line into Golden in the future.

That last segment to Westminster is property on which RTD plans to get a starter segment of the Northwest Rail Corridor built under a larger privatization plan, called Eagle P3, for the Gold Line and the East Corridor commuter rail to Denver International Airport.

The name Eagle P3 is derived from its elements – East Corridor Gold Line Public Private Partnership. It is a key project delivery mechanism through which RTD plans to lower its upfront need for construction capital. The private sector partner brings its own equity to the table and the transit agency spreads out its own costs over a 40-year opearting contract for payments to the concessionaire. RTD would maintain control over all aspects affecting the public including fares, schedule, maintenance and the like – similar to how it controls those aspects of bus service currently provided by private companies

RTD will soon receive proposals from two private consortiums competing for an agreement of 40 years to privately finance, design, build, operate and maintain the Arvada/Wheat Ridge and DIA lines. The package would include construction and operation of a commuter rail maintenance facility on Fox Street north of 48th Avenue and the south Westminster segment of Northwest Rail.

The short segment of Northwest Rail would be electrified, like the Gold Line and East Corridor, although the eventual length of Northwest Rail – FasTracks’ longest at 41 miles to Broomfield, Louisville, Boulder and Longmont – would be served by self-propelled diesel-powered passenger cars.

A Gold Line commuter train heads west along Ridge Road toward Ward Road in Wheat Ridge in this simulation. Courtesy RTD.

FasTracks commuter trains would stop under a partial canopy right behind Union Station. The existing light rail tracks are to be moved 800 feet north. Rendering courtesy of RTD.

By Kevin Flynn
Inside-Lane.com

A federal judge in Denver has denied a request from a rail transit advocacy group to stop RTD’s construction work at Denver Union Station while the group appeals to have the design study redone.

Judge John Kane turned down the motions for a temporary restraining order and preliminary injunction filed by the Colorado Rail Passenger Association, or Colorail, which has sued RTD, the city-formed redevelopment entity Denver Union Station Project Authority and the Federal Transit Administration.

The renovation of Union Station is a key to the FasTracks regional rapid transit rail program, and RTD is under pressure to keep construction on schedule to hold down costs.

The FTA in fall 2008 approved the Environmental Impact Statement for the FasTracks renovations to Union Station. It included several design decisions Colorail believes are harmful to the future of transit from the station area, including the separation of existing light rail platforms from the future heavy rail commuter train platforms, and the permanent dead-ending of the potential for intercity tracks right behind the station.

You can read about Colorail’s position here.

RTD takes the position that the environmental process produced the most feasible outcome and that the final configuration of these transit elements was necessary to allow the project to go forward.

Colorail has appealed the FTA’s approval of the environmental study, and sought to stop early site work that began a few weeks ago and will intensify soon with excavation for an underground bus station north of Union Station.

Kane said what while injunctions are meant to preserve the status quo, since Colorail waited until construction started before filing to halt it, “it is by no means clear given the passage of time and Plaintiff’s failure to act until construction started whether the injunction sought actually preserves, rather than disturbs, the status quo.”

Read Judge Kane’s order here.

“Preparation and construction activities at the site have commenced, and Plaintiff has been aware for months that this was the case,” Kane wrote. “Plaintiff filed its appeal of the Federal Transit Administration’s final Record of Decision approving the plan nearly one year ago, on May 18, 2009. The Decision itself was issued and made public on October 17, 2008. Briefing on the merits of Plaintiff’s appeal is nearly complete, and would have already been completed had Plaintiff, itself, not sought three separate extensions of time to file its briefs. Under these circumstances, does calling a halt to all activities onsite preserve or disturb the status quo?”

While it lost its attempt to stop the work, Colorail’s appeal of the FTA’s approval is still active. Ira Schreiber, president of Colorail, said the effort isn’t over.

“Only a battle, not the war, but a loss nevertheless,” he told Inside Lane.

The basket tied-handle arch bridge carrying the West Corridor light rail will cross over the Sixth Avenue Freeway right above the path of a former freight rail spur that until 1988 crossed the freeway at grade with a signalized crossing. Courtesy RTD.

By Kevin Flynn
Inside-Lane.com

“Roll Out the Barrel” is a polka standard, but Roll Out the Light Rail Bridge is anything but standard in construction.

Late next month, the weekend of April 23-26, metro residents will get to see a first-of-its-kind construction method in the United States.

The signature steel-arch bridge for RTD’s West Corridor light rail over the Sixth Avenue Freeway will be rolled into place, literally, over the highway from its temporary perch on a platform at the Denver Federal Center. This innovative construction method promises to save time and money for the traveling public and taxpayers.

The bridge is called a basket tied-handle arch; it resembles the curved handle of a wicker basket with the two sides angling in toward each other and meeting or “tied” at the top of the arch.

This temporary platform on the Denver Federal Center serves as a stage to build the arch; it will be launched over Sixth Avenue in April to connect with the pier at right rear, on the north side. Courtesy RTD.

The late Dennis Cole, who was RTD’s project manager for the West Corridor construction, once described it as “like the Egyptians built the pyramids.”

The installation will require a full closure of Sixth Avenue between Kipling Street and Simms-Union for the weekend of April 23-26. The Colorado Department of Transportation, RTD, West Corridor contractor Denver Transit Construction Group and bridge-building subcontractor Edward Kraemer & Sons collaborated to get the installation ready for a weekend after the height of ski season travel and before the start of the heavy summer driving season, to minimize the impact on traffic.

But the unusual method of installation also minimizes the need for recurring lane closures that would have been required under more standard construction methods with workers out in the middle of and over the freeway for months.

The bridge superstructure has been going up piece by piece on the south side of the freeway on the Denver Federal Center. The U.S. General Services Administration, which operates the center, and Lakewood officials worked closely with RTD to get the transit agency to adopt this signature bridge style.

RTD's initial design for the bridge was a traditional Warren truss-type span. Lakewood and the GSA lobbied for the arch style. Courtesy RTD.

But the city and the GSA, with plans to develop the federal center into a mixed-use commercial area, wanted something more memorable than that. Together they ran estimates showing that the basket tied-handle arch would be less expensive. RTD was persuaded and the swap was done.

“The entire steel arch structure is fabricated from weathering steel and the arches incline inwards toward each other to form a ‘basket-handled tied arch’ style of bridge,” RTD says in its latest West Corridor newsletter. “The tensioned cables are 2 3/8” inch diameter galvanized steel and are arranged in a crossed-cable pattern that provide an important piece of the structural integrity as well as being visually attractive.”

After it is connected to the side span already in place over the north frontage road, Kraemer’s crews will begin installing the concrete decking.

RTD photo shows Kraemer's construction reaching the apex of the arch.