Just east of Boulder, an inactive rail line owned by the Regional Transportation District (RTD), an organization known for its yet-to-be-fulfilled promise of passenger rail to Boulder, presents a new opportunity. While this particular line doesn’t extend towards Longmont or Denver, the intended routes for the Northwest Rail Line, it stretches eastward to Erie, a location currently outside RTD’s plans for rail service.
However, this dormant rail line might be repurposed. The Boulder County Commission recently gave the green light to a plan to develop a bicycle and pedestrian trail connecting the rapidly growing town of Erie and Boulder. The RTD-owned land is currently the leading candidate to host this new path, addressing a critical need for safer connectivity in the region.
“Currently, there’s no secure route between Erie and Boulder,” stated Tonya Luebbert, regional trails planner for Boulder County, in a recent interview. “Our aim is to establish that safe connection for non-vehicular traffic.”
RTD Land Ownership: A Legacy of Expansion Plans
Why does RTD possess this specific land parcel? Dating back to the late 2000s, RTD made a significant investment, purchasing land from Union Pacific for $185 million. This acquisition was intended to facilitate the construction of three crucial rail lines: the A, G, and N lines. The N line’s land acquisition extended 33 miles, originating from Denver, progressing through Thornton (the current N Line terminus), and continuing towards Erie and ultimately, the eastern periphery of Boulder.
RTD still harbors aspirations to extend the N Line up to State Highway 7. Following the indefinite postponement of the Northwest Rail Line project in the 2010s, RTD even explored the feasibility of extending the N Line into both Longmont and Boulder via Erie.
However, these extension concepts were quickly abandoned.
The Boulder extension was deemed unsuitable due to potential environmental concerns, particularly the risk of damage to wetlands and open spaces. The Longmont extension underwent more detailed scrutiny, but it too was eventually shelved. Estimates projected a ridership of fewer than 1,000 passengers daily, making it economically unviable at the time.
Currently, transportation officials at RTD, alongside state and local government bodies, concur that the Front Range rail project holds greater promise for delivering passenger rail services to both Boulder and Longmont.
This shift in focus has left the remaining segment of the old Union Pacific line, known as the “Boulder Industrial Lead” or “Boulder Branch,” largely unused. Past attempts to revitalize the line, such as a proposed Wild West-themed train experience in the early 2010s, were unsuccessful due to insurance and logistical hurdles.
From Forgotten Rail Line to Potential Trail: A Community Asset
Today, the rail line appears neglected. Yet, Boulder County planners have recognized its potential for years.
Initial discussions between the county and RTD about repurposing the land began in 2011, according to an RTD spokesperson. County planners initially named the project the “RTD Rail Trail” but later rebranded it as the “BERT” – Boulder Erie Regional Trail.
“The initial name caused some confusion within the community,” Luebbert explained. “We received numerous inquiries questioning whether it would be a passenger rail line, not a recreational trail.”
Public response to the trail proposal has been overwhelmingly positive. An online survey encompassing over 450 residents living near the rail line revealed that 93 percent of respondents indicated they would utilize the trail. While recreation was the primary intended use for most, a significant 30 percent stated they would use it for commuting purposes, highlighting the potential for alternative transportation in the region.
“This area could greatly benefit from additional east-west trails that are separated from busy roads,” commented Freddy Blume, a Boulder County cyclist. Blume, who has experienced multiple collisions with vehicles on roads, emphasized the need for safer cycling infrastructure. He now primarily cycles for fitness, seeking safer routes away from vehicular traffic.
The County Commission’s approval empowers county staff to actively pursue federal and state grants to fund more detailed planning and, ultimately, the construction phase of the Boulder Erie Regional Trail. Luebbert estimates the total project cost to be around $30 million.
The design process is anticipated to span several years. Planners will conduct in-depth analyses of potential environmental impacts on wetlands and wildlife habitats, and also evaluate alternative trail routes beyond the RTD-owned rail line. The project may also be implemented in phases, contingent on funding availability.
“The project timeline largely depends on securing funding and the timing of when those funds become accessible,” Luebbert noted. She also expressed concerns about the future of federal funding for bicycle and pedestrian projects under the current administration, adding an element of uncertainty to the project’s financial outlook.
RTD’s Conditional Support: Keeping Rail Options Open
Across the nation, thousands of miles of former rail lines have been successfully transformed into recreational trails, according to the Rails to Trails Conservancy. However, considering Colorado’s ambitious plans for expanding passenger rail networks, advocates argue that RTD should preserve the option of utilizing its property for future train service.
“Eliminating a potential commuter corridor now, without considering future transportation needs, would be a detrimental decision,” asserted Jack Wheeler-Barajas, president of the Colorado Rail Passenger Association.
Erie’s rapid population growth could eventually reach a threshold that justifies a passenger rail connection to Boulder, Wheeler-Barajas pointed out. He cited an example where a former rail line between Palmer Lake and Fountain was converted into a trail decades ago. This conversion now necessitates Front Range passenger rail planners to seek alternative, potentially more complex, routes for future rail expansion in that area.
“That particular rail line can never be restored for rail service,” he stated definitively. “It’s an irreversible loss.”
In contrast, the Rio Grande Trail between Aspen and Glenwood Springs serves as a model of “rail-banking.” This approach ensures that the corridor could be reinstated for rail service if future demand warrants it. Similarly, in Denver, state planners are proceeding with the sale of a former railyard south of downtown Denver but are strategically retaining access easements to key portions of the property for potential future transportation uses.
RTD spokesperson Marta Sipeki indicated that the agency is agreeable to Boulder County’s preliminary plans for utilizing the land for a trail. However, RTD is not prepared to permanently relinquish ownership of the corridor to the county.
“Any agreement will be structured to ensure RTD retains the right to terminate the license agreement at any point in the future,” Sipeki stated in an email.
The proposed trail would primarily be situated adjacent to the existing tracks, Luebbert clarified. These tracks would remain in place, as RTD requires them to be preserved. County documents also reveal that RTD is stipulating a “revert clause” in any agreement. This clause would mandate that the county restore the property to its original condition should RTD decide to reactivate train operations on the line in the future.
“The intrinsic value of this land lies in its designation as a rail corridor; the rail component remains paramount,” Sipeki emphasized, highlighting RTD’s long-term perspective on the land’s potential.
