In June 1908, when automobiles were a novelty and most roads were unpaved, electric trains shuttled passengers between downtown Boulder and Denver and everywhere in between. Fast, clean and efficient, the popular Boulder-Denver Interurban Railroad connected the cities in 55 minutes and ran 16 times per day.
Forest Crossen, the late railroad historian, first came to Boulder on the interurban and later stated, “It was a lovely Sunday morning, and we came up through Superior and Marshall and then across the University campus. I thought it the most delightful trip I had ever taken.”
Electric trains in and out of Boulder, along with a big chunk of the city’s history, ended in 1926 — nearly a century ago! Even the old stone depot, as jokingly predicted in the 1930s, was put on wheels and moved to more than one location.
The Denver-to-Boulder route that Crossen had taken paralleled today’s South Broadway, passed through the University of Colorado campus, ran down the hill behind today’s Boulder High School football field, crossed Broadway at Marine Street, crossed Boulder Creek on 11th Street (today’s pedestrian bridge), and then curved east onto one lane of today’s Canyon Boulevard.
For the first nine years, one-, two- and three-coach trains turned north on 12th Street (now Broadway) and ran east along Pearl Street. The interurbans stopped at the Boulder County Courthouse, as well as at any corner where passengers wanted to get on or off.
After 1917, when Pearl Street was paved, the interurbans were rerouted to the Union Pacific Depot — at the end of a former cul-de-sac on 14th Street. The railroad tracks to the south of the depot later became one lane of today’s Canyon Boulevard. (The other lane was Water Street, a frontage road.)
In addition to the interurbans, other trains that stopped at the depot included big steam-powered passenger and freight trains, as well as those known as McKeen trains that ran on gasoline and later diesel.
Interurbans heading southeast from Boulder followed already existing railroad tracks to Louisville and Broomfield on their way to Denver. The southwest interurban route (that Crossen had taken between Denver and Boulder) had a branch from Marshall to Eldorado Springs. On a map, the route (including the portions that extended to the east and west) resembled a diamond-shaped kite, and the line often was referred to as the “kite route.”
A coal-fired power plant in Lafayette supplied the electricity for the interurbans’ overhead lines. Each 55-foot coach in the one- to three-coach trains cost $9,000 and had a lavatory and electric dome lights. One reporter compared the comfort of the interurban to the luxury of a Pullman passenger train.
In the 1920s, the growing popularity of automobiles gradually cut down on the number of passengers, marking the beginning of the end for these electric trains. In 1926, the Denver-Boulder Interurban line was replaced by a bus line that eventually became the Denver-Boulder Bus Company. The Regional Transportation District (RTD) purchased the company in 1975.
Even though steam (and, later, diesel) passenger trains stopped at the Union Pacific Depot — and continued to do so until 1951 — some people in Boulder in the 1930s believed that the depot had outlived its usefulness. Boulder County Commissioner E.B. Hill, obviously a man with a sense of humor, was quoted by the Daily Camera as stating, “The Boulder depot is to be placed on a truck and moved around to suit the wishes of people who cannot agree upon the location.”
In 1952, the old train depot became a bus station and housed the Travel Center. Even so, freight trains carrying mail continued to back into downtown Boulder until 1957. The tracks west of Broadway were removed in 1959 and those to the east in 1960. The former railroad grade, along with Water Street, became Canyon Boulevard.
In 1973, the City of Boulder decided to create an intersection at 14th Street and Canyon Boulevard. The then-83-year-old depot was on the verge of demolition. To save the building, the Boulder Jaycees stepped in, cut it in half and moved both halves by truck, to the then still-rural former Pow Wow grounds northeast of Pearl and 28th streets (in the vicinity of today’s Whole Foods and Barnes & Noble stores.) There, the building was used as a community meeting space.
The depot was put on wheels again in 2008. This time, it was remodeled into a restaurant and is located north of Pearl and along still-existing railroad tracks. The prophecy of the 1930s commissioner to move the depot to fit the whims of the people had come true.
But what of the electric trains? Has their time come again, or are they relegated to the past?
My mother was born in 1916 and remembered coming by train from Nebraska to Boulder to see her grandmother. They took the Interurban from Denver. I think it is very funny that the City HAD to open 14th and get rid of the Depot. Then a few years ago RTD as absolutely HAD to close 14th to private cars.
“But what of the electric trains? Has their time come again, or are they relegated to the past? ”
Great question! We don’t know. But we do know the big diesel trains that we take for granted are great for long-haul freight and terrible for passengers. All trains in Europe and Asia are electric, which are much lighter, cheaper, quicker, and quieter.
Adding e-rail into our transportation system now would be fantastic, but the combination of negative factors is too much; I do not see how it can happen.
In terms of utility and demand, these should have been back a while ago.
Maybe if a private rail company lobbies hard enough for it (infrastructure, like far too many other vital aspects of modern human civilization and life, does not have any priority to our elected officials, unless wealthy individuals or companies invest in buying congresspeople to push to change things); I guess we will see if any do.
So glad San Francisco had far more insight than Boulder when it came to their electric trains. As a former resident, I often took the trolleys which ran between and through most of the neighborhoods. It would be a much worse city without them. Less efficient and charming and less full of its distinctive character. If Boulder wants to become a more interesting and vital city, big commercial development isn’t the key; it should figure out how to find its way around the “combination of negative factors” that forever plague this city. That doesn’t mean just greenlighting every big development project that comes to city council, and then wash your hands of any oversight or accountability.
Boulder also had electric streetcars/trolleys that ran between 1899 and 1931 — connected Chautauqua Park and the Newlands neighborhood with downtown. The power house was at 1629 12th Street (now Broadway). Perhaps a topic for another history story.
yes!
As a rail fan, I very much enjoyed this article. Thanks!
I appreciate your kind words.
It might be hard to find, but there’s a great book all about this called “The Kite Line.” Maybe 20 years old and out of print.
Actually, the book is 40 years old… “The Kite Route: Story of the Denver & Interurban Railroad,” by Jones & Holley. The website “bookfinder.com” lists several copies for $20+. I found it a valuable reference.
Well of course 40 years ago. Time and memory have become somewhat fluid to me. My Philadelphia years (70-86) sometimes feel closer to me than my return to Boulder. I think I bought the book at the old Stagehouse Bookstore near 11th and Pearl.