HomeMy WebLinkAbout2015 Resolution No. 090•
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RESOLUTION NO. fil_
SERIES OF 2015
A RESOLUTION APPROVING THE ADOPTION OF THE "ENGLEWOOD LIGHT RAIL
NEXT STEPS STUDY" AS A SUPPLEMENTARY CITY PLAN DOCUMENT IN SUPPORT
OF THE ORIGINAL "ENGLEWOOD LIGHT RAIL CORRIDOR PLAN, AS WELL AS
ROADMAP ENGLEWOOD: THE 2003 ENGLEWOOD COMPREHENSIVE PLAN AND
ENGLEWOOD FORWARD: THE 2016 ENGLEWOOD COMPREHENSIVE PLAN''.
WHEREAS, the Englewood City Council authorized and Intergovernmental Agreement with
the Regional Transportation District (RTD) with the passage of Ordinance No. 28, Series of 2014;
and
WHEREAS, the Englewood City Council approved a consultant contract with Felsburg Holt
and Ullevig by the passage of a Motion on September 15, 2015; and
WHEREAS, the Englewood Light Rail Corridor Next Steps Study project was funded through
a station area planning grant from the Denver Regional Council of Governments (DRCOG); and
WHEREAS, the light rail system represents a major capital investment for both the federal
government and DRCOG; and
WHEREAS, DRCOG has established a policy to encourage station area intensification
including increased employment and housing in order to increase light rail ridership, decrease
highway congestion, and improve air quality; and
WHEREAS, a Public Hearing on this Plan was held by the Englewood City Council on
September 8, 2015 as required.
NOW, THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF
ENGLEWOOD, COLORADO, THAT:
Section 1. The City Council of the City of Englewood, Colorado, hereby approves the
adoption of the "Englewood Light Rail Corridor Next Steps Study", attached hereto, as a
Supplementary Planning Docwnent in Support of the original Englewood Light Rail Corridor
Plan, as well as Roadmap Englewood: The 2003 Englewood Comprehensive Plan, and
Englewood Forward: The 2016 Englewood Comprehensive Plan.
ADOPTED AND APPROVED this 21st day of September, 2015.
ATTEST:
I, Loucrishia A. Ellis, City Clerk for t!)e _fity of Englewood, Colorado, hereby certify the
above is a true copy of Resolution No. _'2Q, Seri ~ d" f!!!'
L ucrishia A. Ellis, City Clerk
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LIGHT RAIL CORRIDOR
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Prepared for:
City of Englewood
1000 Englewood Parkway
Englewood. CO 80110-2373
City of Sheridan
4101 S. Federal Boulevard
Sheridan . CO 80110 -5399
Prepared by:
Felsburg Holt & Ullevig
6300 S. Syracuse Way. Suite 600
Centennial. CO 80111
In Association With:
Arland LLC
Bachman PR
Design Workshop
Toole Design Group
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Table of Contents
Page
Executive Summary--------------------------------------------------------------------------------------------ES-1
Acknowledgements ------------------------------------------------------------------------------------------ES-18
1 . O I ntrod u cti on --------------------------------------------------------------------------------------------------1
1 .1
1 .2
1 .3
1.4
Study Location and Description -------------------------------------------------2
Vision----------------------------------------------------------------------------5
Objectives -----------------------------------------------------------------------5
Planning Context ----------------------------------------------------------------5
1,4.1 South Santa Fe Drive Corridor Improvements Study-------------------6
1,4.2 North Englewood Small Area Plan--------------------------------------6
1,4.3 CityCenter Englew ood : Redevelopment of the Cinderella City Mall --6
1,4.4 Englewood Industrial Urban Renewal Plan and the General
Ironworks Development Plan -------------------------------------------7
1,4.5 Southwest Light Rail Transit Line Major Investment Study-------------7
1,4.6 Englewood Civic Center Pedestrian Underpass Feasibility Study-----7
1,4.7 Englewood and Oxford Station Area Plans-----------------------------8
1,4.8 Roadmap Englew ood : The 2003 Englewood Comprehensive Plan
and Englewood Forward: 2015 Comprehensive Plan Update----------8
1,4.9 Englewood Master Bicycle Plan ----------------------------------------8
1,4.10 City of Sher idan Comprehensive Plan ----------------------------------8
1,4.11 Ready, Set. Action! An Urban Design Action Plan for the Englewood
Downtow n & Medical Districts ------------------------------------------9
1.4.12 Arapahoe County 2035 Transportation Plan----------------------------9
1,4.13 2035 Metro Vision Regional Transportation Plan -----------------------9
1,4.14 Complete Streets Too l box----------------------------------------------9
1,4.15 Englewood Master Bicycle Plan Route Development Study and
Implementation Program-----------------------------------------------10
1,4.16 Oxford Station Transit Oriented Deve lopment -Planned Unit
Development Site Plan-------------------------------------------------10
1,4.17 Englewood Light Rail Corridor Station Area Master Plan --------------10
1,4.18 Navajo Apartments TO D -PUD Site Plan------------------------------10
1,4.19 Sand Creek TOD -PU D Site Plan --------------------------------------10
1,4.20 WH Investors TOD -PUD Site Pl an ------------------------------------10
1,4.21 Englew ood Walk and Wheel Master Plan and Program ---------------11
2.0 Transportat ion System Conditions Assessment ---------------------------------------------12
2 .1 Ex isting Conditions --------------------------------------------------------------12
2.1 .1 Roadway -----------------------------------------------------------------12
2 .1.2 Transit-------------------------------------------------------------------19
2 .1.3 DRCOG Traffic Model --------------------------------------------------25
2.1.4 Bicycles and Pedestrians-----------------------------------------------32
2 .2 Deficiencies---------------------------------------------------------------------35
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2.2.1 Traffic Congestion------------------------------------------------------35
2.2.2 Alternative Modes Safety Concerns -----------------------------------37
2.2.3 Connecting Alternative Modes -----------------------------------------40
3.0 Real Estate Market Analysis and Feasibility------------------------------------------42
4.0
5.0
3.1 North Neighborhood -Bates Avenue/ Elati Street Area---------------------44
3.2 West Neighborhood -----------------------------------------------------------44
3.3 CityCenter Englewood Area ---------------------------------------------------46
3.3.1 Near Term (5 -10 years) -----------------------------------------------46
3.3.2 Long Term (10 Years-Plus)---------------------------------------------46
3.4 South Neighborhood -Sheridan -Oxford Station Area-----------------------47
3.S Implementation -----------------------------------------------------------------48
E nv iron me nta I Overview ------------------------------------------------------------------------------4 9
4.1 Environmental Focus Study Areas---------------------------------------------49
4.2 Analysis Methods ---------------------------------------------------------------51
4.3 Parks and Recreational Resources --------------------------------------------51
4.3.1 Findings -----------------------------------------------------------------51
4.3.2 Next Steps --------------------------------------------------------------54
4.4 Historic Resources -------------------------------------------------------------55
441 Findings -----------------------------------------------------------------55
442 Next Steps --------------------------------------------------------------55
4.5 Hazardous Materials -----------------------------------------------------------56
4,5.1 Findings -----------------------------------------------------------------57
4.S.2 Next Steps --------------------------------------------------------------57
4.6 Waters of the US/Wetlands---------------------------------------------------57
4.6 .1 Findings -----------------------------------------------------------------58
4.6 .2 Next Steps--------------------------------------------------------------58
4.7 Threatened/Endangered Species and Migratory Birds-----------------------58
4,7.1 Findings -----------------------------------------------------------------58
4,7.2 Next Steps--------------------------------------------------------------60
4.8 Floodplains and Water Quality-------------------------------------------------60
4.8 .1 Findings -----------------------------------------------------------------61
4.8 .2 Water Quality-----------------------------------------------------------61
4.8.3 Next Steps --------------------------------------------------------------61
4.9 Other Resources ---------------------------------------------------------------62
Transportation Improvements Analysis ---------------------------------------------------------63
5 .1 A lternatives Development -----------------------------------------------------63
5.1.1 Previous ly Proposed Projects------------------------------------------63
5.1.2 Potential Complementary Transportation Improvements-------------68
5.2 Alternatives Evaluation---------------------------------------------------------70
5.3 Tier 1 Eva luation -Stu dy Vision------------------------------------------------72
5.4 Tier 2A -Eva l uation of the Floyd Avenue Exte n sion--------------------------77
5.5 Tier 2B -Evaluat ion of the Sheridan -Oxford Station Connection -----------80
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7 .0
8 .0
9.0
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5.6 Tier 2C -Evaluation of the Southwest Greenbelt Trail and Extension--------84
5-7 Tier 2D -Evaluation of Complementary Transportation Improvements -----88
5.8 Tier 3 -Alternative Refinement-----------------------------------------------101
5.8.1 Rail Trail (Big Dry Creek Trail Connection to Elati Street)-------------101
5.8.2 Bikeway Loop----------------------------------------------------------102
5.8.3 Southwest Greenbelt Trail and Extension ----------------------------103
5.8-4 CityCenter Englewood Station Platform Shelter ---------------------104
5.8.5 Englewood Parkway Extension and Bus Transfer/Piazza Redesign-104
5.8.6 CityCenter Englewood Bicycle/Pedestrian Bridge/Tunnel ---------105
Recommended Transportation Improvements -----------------------------------------------107
6 .1 Transportation Improvements ------------------------------------------------107
6 .2 Complementary Transportation Improvements------------------------------112
6 .2.1 Bicycle/Pedestrian Improvements -----------------------------------112
6 .2.2 Intersection/ Access Improvements ----------------------------------112
6.2.3 Other Improvements --------------------------------------------------113
Community En gag em ent -----------------------------------------------------------------------------114
7.1 Community Engagement Process--------------------------------------------114
7-2 Plan Purpose ------------------------------------------------------------------114
7-3 Communication Objectives ---------------------------------------------------114
7.3.1 Study Areas/ Audiences-----------------------------------------------115
7-4 Communication Tools/Tactics------------------------------------------------116
Action Plan ------------------------------------------------------------------------------------------------12 3
8 .1 Identification and Evaluation of Projects--------------------------------------123
8.2 Potential Funding Sources----------------------------------------------------127
8 .3 DRCOG RTP and TIP ----------------------------------------------------------135
8-4 General NEPA Requirements -------------------------------------------------135
8 .5 Preliminary and Final Engineering Design------------------------------------136
8 .6 Real Estate Implementation --------------------------------------------------136
8 .6 .1 CityCenter Englewood ------------------------------------------------137
8 .6.2 Sheridan -Oxford Station ---------------------------------------------139
8 .6.3 North Neighborhood --------------------------------------------------140
8 .6-4 West Neighborhood---------------------------------------------------141
8-7 Public Finance -----------------------------------------------------------------142
8,7.1 Special Authorities/ Tax Increment Financing-----------------------142
8,7.2 Improvement Districts-------------------------------------------------142
8,7.3 Retail Fees and Programs---------------------------------------------143
8-7-4 City of Englewood Tools----------------------------------------------144
8,7.5 Economic Development Incentives-----------------------------------145
Ref ere n ces ------------------------------------------------------------------------------------------------14 6
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List of Figures
Figure ES-1.
Figure ES-2 .
Figure ES-3.
Figure ES-5 .
Figure 2-1.
Figure 2-2 .
Figure 2-3 .
Figure 2-4.
Figure 2-5 .
Figure 2-6.
Figure 2-7-
Figure 2-8 .
Figure 2-9.
Figure 2-10.
Figure 2-11.
Figure 2-12 .
Figure 2-13 .
Figure 2-14 .
Figure 3-1 .
Figure 4-1 .
Figure 5-1.
Figure 5-2.
Figure 5-3 .
Figure 5-4.
Figure 5-5 .
Figure 6-1.
Package of Recommended Transportation Improvements -Bikeway Loop
and Rail Trail------------------------------------------------------------------ES-3
Package of Recommended Transportation Improvements -CityCenter
Englewood Station Area -----------------------------------------------------ES-4
Package of Recommended Transportation Improvements -Sheridan -
Oxford Station Area ----------------------------------------------------------ES-5
Focus Areas ----------------------------------------------------------------ES-10
Through Lanes -----------------------------------------------------------------13
Exi sting Intersection Configurations -------------------------------------------14
Speed Lim its--------------------------------------------------------------------15
Existing Daily Traffic Volumes and Truck Data--------------------------------17
Exis ting Peak Hour Intersection Turning Movement Counts and Levels of
Service--------------------------------------------------------------------------18
Existing Transit Routes ----------------------------------------------------------21
Average Daily Ridership at Study Area Bus Stops-----------------------------24
Estimated Ex isting and Future Households and Employment by Traffic
Analysis Zone-------------------------------------------------------------------26
2035 Daily Traffic Projections--------------------------------------------------29
Estimated Existing and Future Transit Trips and Home-based Work Transit
Trips by Traffic Analysis Zone--------------------------------------------------30
Bicycle Routes and Facilities---------------------------------------------------34
Two-Hour AM and PM Ex isting Bicycle Movements--------------------------36
Potential Bicycle and Pedestrian Conflict Areas ------------------------------38
Major Barriers to Bicycle and Pedestrian Movement --------------------------41
FOCUS Areas --------------------------------------------------------------------43
Environmental Focus Study Areas---------------------------------------------50
Previously Proposed Projects--------------------------------------------------64
Previously Proposed Projects and Complementary Transportation
Improvements -CityCenter Englewood Station Area-------------------------65
Previously Proposed Projects and Complementary Transportation
Improvements -Sheridan -Oxford Station Area------------------------------66
Previously Proposed Projects and Complementary Transportation
Improvements -South of Oxford Avenue -------------------------------------67
Transportation Improvements Analysis Process ------------------------------71
Package of Recommended Transportation Improvements -Bikeway Loop
and Rail Trail-------------------------------------------------------------------109
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Figure 6-2. Package of Recommended Transportation Improvements -CityCenter
Englewood Station Area ------------------------------------------------------110
Figure 6-3. Package of Recommended Transportation Improvements -Sheridan -
Oxford Station Area ------------------------------------------------------------111
List of Tables
Table 2-1 .
Table 2-2 .
Table 2-3.
Table 2-4.
Table 2-5.
Table 2-6.
Table 2-7 .
Table 2-8 .
Table 2-9.
Table 4-1 .
Table 4-2 .
Table 4-3.
Table 4-4.
Table 4-5.
Table 4-6.
Table 5-1 .
Table 5-2 .
Table 5-3.
Table 5-4.
Table 5-5 .
Table 5-6.
Table 5-7
Table 6-1.
Table 8-1.
Table 8-2 .
Table 8-3.
Weekday Study Area Transit Routes------------------------------------------20
Average Weekday Ridership at Study Area Light Rail Stations---------------22
Study Area Light Rail Stations Mode of Access (2010) ------------------------22
Top Study Area Bus Stops by Total Daily Boardings and Alightings ---------23
DRCOG Households by Traffic Analysis Zone---------------------------------25
DRCOG Employment by Traffic Analysis Zone--------------------------------27
DRCOG Transit Total Trip Share by Traffic Analysis Zone --------------------31
DRCOG Transit Home-based Work Trip Share by Traffic Analysis Zone-----32
Bicycle/Pedestrian Crash Hot Spots ------------------------------------------39
Environmental Focus Study Areas---------------------------------------------49
Park and Recreational Resources----------------------------------------------52
Number of Parcels w ith Structures 45 Years Old or Greater------------------55
Potential Wetlands and Waters of the US within the Focus Study Areas----58
Threatened /Endangered Species Located in Arapahoe County-------------59
FEMA Designated Floodplains in the Study Area -----------------------------61
Tier 1 Evaluation ----------------------------------------------------------------73
Tier 2A Evaluation -Floyd Avenue Extension ---------------------------------78
Tier 2B Evaluation -Sheridan -Oxford Station Connection ------------------82
Tier 2C Evaluation -South w est Greenbelt Trail and Extension---------------85
Tier 2D Evaluation -Potential Complementary Transportation
Im prove men ts ------------------------------------------------------------------89
Rail Trail -Alternative Refinements Summary -------------------------------101
Bikeway Loop -Alternative Refinements Summary-------------------------102
Summary of Opinions of Probable Cost --------------------------------------108
Composite Rating of Projects-------------------------------------------------125
Summary of Potential Funding Sources--------------------------------------127
Summary of Potential Funding Sources for Recommended Transportation
Improvements -----------------------------------------------------------------131
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List of Appendices
Appendix A FHWA Planning and Environmental Linkage s (PEL) Questionna ire
Appendix B Real Estate Feas ibility Study and Implementation Plan
Appendix C Environmental Overview Summary Data
Appendix D Conceptual Plan s and Opinion s of Probable Cost
Appendix E Agency Coordination and Public Outreach Documentation
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List of Acronyms
ADA
ASTM
ATD
BFE
BID
COOT
CDPHE
CERCLIS
CLOMR
CMAO
CML
American s w ith Disabilities Act
American Society for Testing and Materials
All Traffic Data
base flood elevation
business improvement district
Colorado Department of Transportation
Colorado Department of Public Health and Environment
Comprehensive Environmental Response . Compensation . and Liability Information
System
Conditional Letter of Map Revision
Congestion Mitigation and Air Quality
Consolidated Mainline
CORRACTS Corrective Action
cu
CWA
DOA
DOT Act
DRCOG
DU
ESA
ESTIP
FASTER
FEMA
FHWA
FIRM
FRA
University of Colorado
Clean Water Act
downtown development authority
US Department of Transportation Act
Denver Regional Council of Governments
University of Denver
Endangered Species Act
Enhanced Sales Tax Incentive Program
Funding Advancements for Surface Transportation and Economic Recovery Act of
2009
Federal Emergency Management Agency
Federal Highway Administration
Flood Insurance Rate Map
Federal Railroad Administration
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FTA
GID
GIS
HUD
IPAC
LF
LID
LOMR
LOS
LOG
LRT
LUST
LWCF
MBTA
NEPA
NESAP
NHPA
NPL
NRHP
NWI
PEL
PID
PIF
PMJM
PUD
RAMP
RCRA
REC
Federal Tran si t Administration
general improvement district
geographic information sys tem
US Department of Hou si ng and Urban Development
Information, Plann ing , and Conservation System
landfill
local improvement district
Letter of Map Revision
level of service
large -quantity generator
Light-Rail Transit
leaking underground storage tank
Land and Water Conservation Fund
Migratory Bird Treaty Act
National Environmental Policy Act
North Englew ood Small Area Plan
National Historic Preservation Act
National Priorities List
National Register of Historic Places
National Wetlands Inventory
Planning and Environmental Linkages
public improvement district
public improvement fee
Preble's Meadow Jumping Mouse
Planned Unit Development
Responsible Acceleration of Maintenance and Partnerships
Resource Conservation and Recovery Act
recognized environmental condition
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RSF
RTD
RTP
SB40
SHPO
SIB
sov
SOG
SWF
TAP
TAZ
TDM
TIGER
TIP
TOD
ULC
URA
US#
USACE
USC
USFWS
USGS
VCUP
wocc
wus
retail sales fee
Regional Transportation District
Regional Transportation Plan
Senate Bill 40
State Historic Preservation Officer
State Infrastructure Bank
single-occupant vehicle
small-quantity hazardous waste generator
solid waste disposal facility
Transportation Alternatives Program
traffic analysis zone
Travel Demand Management
Transportation Investment Generating Economic Recovery
Transportation Improvement Program
Transit Oriented Development
Urban Land Conservancy
urban renewal authority
US Highway Number
US Army Corps of Engineers
United States Code
US Fish and Wildlife Service
US Geological Survey
Voluntary Clean Up
Water Quality Control Commission
Waters of the United States
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Executive Summary
Why was the Next Steps Study conducted?
This Next Steps Study documents the results of a coordinated planning effort between the cities
of Englewood and Sheridan to improve community-wide access to the Southwest Light-Rail
Transit (LRT) Corridor Englewood (CityCenter Englewood) and Oxford -City of Sheridan
(Sheridan -Oxford) stations. to encourage transit supportive development within the corridor.
and to stimulate private investment. The cities of Englewood and Sheridan initiated the study to :
► Analyze existing and future challenges and opportunities for multi-modal (bicycle,
pedestrian , transit. and vehicle) connectivity to the LRT Corridor within the study area
(using the year 2035 as a planning horizon),
► Evaluate further the previously proposed multi-modal tran sportation infrastructure
projects recommended in the Englewood Light Raif Corridor Station Area Master Plan and
projects identified by the cities of Englewood and Sheridan staff.
► Identify potential complementary transportation improvements that enhance connectivity
to the LRT stations , in addition to those previously recommended .
► Conduct a real estate development and marketing/implementation strategy for the four
areas in the city of Englewood adjacent to the LRT stations, and
► Prepare an action plan that prioritizes and identifies implementation strategies for the
recommended transportation infrastructure projects.
What is the purpose of the improvements?
The purpose of the transportation improvements is to enhance multi-modal connections
(bicycle, pedestrian , transit. and vehicle) to the CityCenter Englewood and Sheridan -Oxford LRT
stations in a manner that enhances adjacent existing and planned land uses.
How was the community engaged in the Next Steps Study?
Open and transparent community engagement and public participation were key elements in
the process of developing the Next Steps Study . The goal of community engagement and
outreach was to increase public awareness of the study. includ ing study goals and objectives,
and to promote community participation in the study process. Public input was solicited
throughout the entire study process (Chapter 7.0). Community engagement included open
discussion through small group meetings. stakeholder interviews. neighborhood walk-abouts. an
agency staff technical meeting, city council briefings, a developer forum , written comments,
surveys. and well-publicized public meetings. Public meetings were held on November 12. 2014;
February 11. 2015: and June 20. 2015 .
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How was the package of Recommended Transportat ion Improvements ident ifi ed ?
Tler2A ·
EYlWiAtlon of th<>
~A.,.nue
E>!tenslon
TionB-
Evaluallon of the
Sherldan-o.ford
lATStatlon
Connectlot)
TioraC •
£valuation of the
Southwost
GteenbeltTral\
Extension
Tier 3 •
Transportation
Improvement
Refinement
nerz.o .
EValuallonofthe
Complemenwy
Tran~tlon
lmpn,wments
A three-tier evaluation
process ident ified a
recommended set of
transportation
improvements (Chapter 5.0 ).
Tier 1 of the evaluation
process assessed if the
planned alt ernatives and
proposed complementary
transportation
improvements met the
project vision . Alternatives
were then advanced from
the Tier 1 eva l uation to the
Tier 2 evaluation . Each
transportation improvement
was evaluated based on
criteria relevant to that
Package of Recommended Transportation Improvements
particular improvement. The
evaluation includes:
► Tier 2A: Evaluation of the Floyd Avenue Extension
• Above or below grade separation of Floyd Avenue with the LRT tracks. Consolidated
Mainline Railroad (CMU railroad tracks. US 85 (Santa Fe Drive). and the South Platte
River
► Tier 2B : Evaluation of the Sheridan -Oxford St at ion Pedestrian Tunnel/Bridge
• Alignment of the above or below grade separat ion with the LRT tracks. CML railroad
tracks. US 85 (Santa Fe Drive)
► T ier 2C: Evaluation of the Southwest Greenbelt Trail
• Alignment of the extension from Huron Street to the Rail Trail
► Tier 2D : Evaluation of the Potential Complementary Transp o rtation Improvements
T ier 3 focused on refinement of the alternatives based on f eedback from the ci t ies of Englewood
and Sheridan . the public. and elected officials .
What improvements are included in the package of Recommended Transportation
Improvements?
Figure ES-1 , Figure ES-2. and Figure ES-3 show the following transportati o n improvements
included in the package Recommended Transportat ion Improve ments.
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Figure ES-1. Package of Recommended Transportation Improvements -Bikeway Loop and Rail Trail
LEGEND
CE Light Rail Stations --Railroads ~? City Boundaries
"""-Rtvers Recre1t10nal RHourcH
Proposed Transportation Improvements
Blkeway Loop
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Figure ES-2. Package of Recommended Transportation Improvements -CityCenter Englewood Station Area
0
CE Ugh1 Rall l .. tion• -lutlfoMI• (? City Bounderi.s
Pn viou1,ly Pro pose d Trans po rta ti on Improvements
Olk.way Loop
-Rall Trail
-Englewood City Cent., Station Blcyde/Pede1trian Bridge
Englewood City Cent., LAT Station Piatfom, Shelter
Potential Comple mentary I mprov eme nt s
11 111 11 Englewood City Center Station Pede1tri9n Bridge Of' Tunnel
Floyd An~ (Sherman to Elati) Bicyc .. /Pede1trian
Dartmouth Avenue (Inca 10 Federal) Bikeway
Little Dry Cl"ffk Trail Connection Bicycle/Pedeatrtan lmprovementa
-Dartmouth Av.nu• (South P1atta Rlwer Or to Zuni AcceH) () ~;:;r::::~:::.7n'!:::,:1eraecOon
Hamilton Bridge Bicycla/Pe0&1trtan
Plec. or Fto,ct Avanu.
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Figure ES-3 . Package of Recommended Transportation Improvements -Sheridan -Oxford Station Area
CE Ught Rall Stations -Railroad• Q City BoundariH
"""-' Rtvere Recreational Rnoun:::H
Proposed Transportation Improvements
Bikeway Loop
-RailTrall
-Southwest Greenbelt Extension
Potential Complementary Improvements
1111111 Windermere Street Shared Use Path
Tufts Avenue (Navajo to Rail Trail) Bicycle/Pedestrian
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► Rail Tra i l (Big Dry Cr e ek Trail Connection to Elati Street)
• Constructing a 10 -foot-w ide multi -use bicycle /pedestrian trail adjacent to the
South w e st LRT Corridor from the Big Dry Creek Trail to Elati Street w ith bicycle/
pedestrian b r idges over Oxfo rd Avenue , Hampden A venue, and Dartmouth Avenue ..
► Dartmouth Avenue , Clarkson Street. and Oxford Avenue Bike w ay Loop
• Dartmouth Avenue Bik eway
o Installing a one -way couplet of buffer separated shared parking and b icycle lane
along Dartmouth Avenue from Inca Street to Clarkson Street.
• Clarkson Street Bike way
o Installing a bicycle bouleva rd along Clarkson Street from Dartmouth Avenue to
Oxford Avenue w ith shared lane markings , w ayfinding signs for bicyclists, and
street t re atments to give bicy clists priority , to slow traffic , and to improve bicycle
and pedestrian safety .
• Oxford Avenue Bikeway
o Installing a b icycle boulevard along Oxford Avenue from Cla rk son Street to
Broadway wi th shared lane markings, wayfinding signs for bicyclists , and street
treatments to gi v e bicyclists priority, to slow traffic, and to improve bicycle and
pedestrian safety.
o Installing a one-way couplet along Oxford Avenue from Broad w ay to Navajo
Street at the sidew alk level separated from the parking lanes.
o Installing a 10 -ft multi -use trail on the north side of Ox ford Avenue from Navajo
Street to Irving Street.
o Installing a bicycle boulevard along Ox ford Avenue from Irving Street to Lo w ell
Boulevard with shared lane marking s, w ayfinding signs for bicyclists , and street
treatments to give b icycli sts priority, to slow traffic, and to improve bicycle and
pedestrian safety.
► Southwest Greenbelt T rail Improv ements and Ex tension
• Reconstructing an existing 8-foot-wide asphalt trail in Rotolo Park from Cherokee
Street to Huron Street w ith a 10-foot-wide multi-use trail and constructing a new
10-foot-wide multi-use trail from Huron Street to the Rail Trail.
► CityCenter Englew ood Station Platform Shelter
• Reconstructing the CityCenter Englew ood Station Platform Shelter with a w eather
shelter.
► CityCenter Englewood LRT Station Bicycle/Pedestrian Bridge
• Constructing a 12 -foot-wide pedestrian grade-s eparated crossing of the LRT tracks,
CML railroad tracks, and US 85 (Santa Fe Drive) with an elevator and a staircase to the
CityCenter Englewood LRT Station platform.
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► Floyd Avenue Bike Lanes (CityCenter Englewood LRT Station to Sherman Street)
• Restriping to include 5 -foot bike lanes in both directions. requiring the removal of the
center turn lane from the CityCenter Englewood LRT Station to Elati Street. and a road
diet from four lanes to two lanes with a possible center turn lane from Elati Street to
Sherman Street or a similar type of treatment.
► Dartmouth Avenue Bikeway (Little Dry Creek Trail to Federal Boulevard)
• Extending the construction of a bi-directional. 6 to 8-foot wide bikew ay along
Dartmouth Avenue from the Little Dry Creek Trail to Federal Boulevard .
► Windermere Shared Use Path Extension (Batting Cages at Cornerstone Park Entrance to
Englewood Canine Corral Entrance)
• Replacing the e xisting sidewa lk with an extension of the e xis ting 8-foot shared use
path along the east side of Windermere Street (Belleview Avenue to the Batting
Cages at Cornerstone Park entrance) north to the Englewood Canine Corral entrance,
providing connectivity to the Big Dry Creek Trail.
► Tufts Avenue Bicycle and Pedestrian Improvements (Navajo Street to Rail Trail)
• Extending the sidewalk along the south side of Tufts Avenue to connect with the
future Rail Trail where Tufts Avenue turns north into Windermere Street.
• Painting bike sharrows and installing "Share the Road" signs .
• Installing crosswalks where Tufts Avenue turns north into Windermere Street
(including Americans with Disabilities Act IADA]-compliant ramps), where Windermere
street continues south from Tufts Avenue, and where Navajo Street continues north
from Tufts Avenue.
► Little Dry Creek Trail Connection Bicycle/Pedestrian Improvements (Along the frontage
road west of US 85 to Little Dry Creek Trail. Mary Carter Greenway [South Platte Traill , and
w est across the South Platte River)
• Adding and improving bicycle/pedestrian facilities along the frontage road west of
US 85 to Little Dry Creek.
• Establishing additional connections westward from the CityCenter Englewood LRT
Station Bicycle/Pedestrian Bridge
► US 85 / Dartmouth Avenue Intersection Improvements
• Providing a fourth northbound and southbound through-lane in coordination with
CDOT along US 85 to the next largest intersections (US 85/Hampden Avenue and
US 85/Evans Avenue).
► US 85 / Oxford Avenue Intersection Improvements
• Providing a fourth northbound and southbound through-lane along US 85 in
coordination with CDOT to the next largest intersections (US 85/Hampden Avenue
and US 85/Belleview Avenue) .
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► Oxford Avenue / Navajo Street Intersection Improvements
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• Improving bus circulation in coordination w ith RTD to the Sheridan -Oxford Avenue
station
► US 285 / Shoshone Street Right-In/ Right-Out
• Working with CDOT to construct a right-in/ right-out to /from US 285 and Shoshone
Street to provide easier vehicular access to areas west of US 85 and north of US 285 .
► Dartmouth Avenue Intersection Improvements (South Platte River Drive to Zuni Street)
• Providing intersection and access control improvements along Dartmouth Avenue
from South Platte River Drive to Zuni Street as the street grid is reestablished
(Dartmouth Avenue /Shoshone Street Dartmouth Avenue /Ouivas Street etcJ
► Sheridan -Oxford Station park-n-Ride / Shared Use Parking
• Redeveloping a nearby parcel into either a RTD park-n-Ride facility or working with a
developer /landowner to construct a shared use parking structure as part of a mi xed-
use redevelopment where a portion of parking would be dedicated to RTD riders
using the Sheridan -Oxford Station .
► Hamilton Place or Floyd Avenue Bridge Bicycle and Pedestrian Improvements
• Widening the Hamilton Place Bridge to accommodate 8-foot sidewalks and 5-foot
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bike lanes on each side or providing a separate adjacent bicycle/pedestrian only •
bridge and/or providing a separate Floyd Avenue Br idge over the South Platte River .
How will the proposed improvements be pr ioritized and potentially funded for implementation ?
Ex perience has shown that an articulate and thoughtful action plan will he l p increase t he
probability of funding success in the current economic environment. Good information.
collaboration , broad support. and readiness to proceed to construction are all keys to successful
project prioritization . With this understanding . the study team developed a project prioritization
process and Action Plan (Chapter 8.o) that is easy to use, obj ective. and easy to replicate.
The primary intent of this plan is to identify and prioritize projects so that the leadership of the
City of Englewood and the City of Sheridan can have a basis for consideration and ultimate
selection and funding of projects. To simplify the prioritization process. the approach was more
qualitative than quantitative. although there is rich information available through this Next Steps
Study to assist with a quantitative evaluation . It is designed to provide decis ion-makers with key
information required to effectively understand pot ential projects. their benefits. and their
readiness to encumber transportation funds . Key objectives of this Action Plan are to pursue
opportunities in advance of project requests. identify a variety of potential funding sources. and
to take advantage of unanticipated funding that might become available.
The short-term transportation improvement priorities (withi n five years) are:
► Rail Trail (Big Dry Creek Trail Connection to Sheridan -Oxford Station)
► Dartmouth Avenue Separated Bikeway (Inca Street to Clarkson Street)
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► Clarkson Street (Dartmouth Avenue to Oxford Avenue) and Oxford Avenue (Clarkson
Street to Broadway) Bicycle Boulevard
► Oxford Avenue (Irving Street to Lowell Boulevard) Bicycle Boulevard
► Floyd Avenue Bike Lanes (CityCenter Englewood Station to Sherman Street)
Additional near-term (within 3 years) recommendations for real estate implementation for the
CityCenter Englewood Station area , Sheridan -Oxford Station area , North Neighborhood, and
West Neighborhood are included in Chapter 8.o .
What is the potential for development in the Study Area?
The project team conducted a market study to determine the market potential for various types
of land uses (including retail. residential. entertainment. and office/ employment) for four
particular focus areas in the Englewood and Sheridan areas , defined as:
► Focus Area 1: North Neighborhood -Bates/ Elati Area
► Focus Area 2 : West Neighborhood -Area west of Englewood Station
► Focus Area T CityCenter Englewood Neighborhood -Area east of Englewood Station
► Focus Area 4: South Neighborhood -Area east and south of Oxford Station Area
• These areas are shown on Figure ES-5 .
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Overall. the market study revealed that although the Englewood and Sheridan communities are
landlocked and have remained fairly stable from a demographic standpoint over the last few
decades, the overall projected significant growth of the Denver metro area over the next 20 to
25 years presents notable opportunities for redevelopment that would benefit from and
leverage a number of the transportation improvements outlined in the Next Steps Study. The
Denver metro area is projected to grow from around 3 million residents in 2015 to around
4 million in 2040 , as the area continues to attract in-migration from around the country given its
overall good quality of life. Furthermore, the metro area is projected to add around 36,000 new
positions on average each year over the next ten years, as new companies continue to migrate
to the region and existing companies continue to expand. While Downtown Denver and the heart
of the city, as well as the outlying suburbs that have room available for expansion , will
experience a good deal of this overall economic growth in terms of new development. the
position of Englewood and Sheridan as "inner ring" suburbs enjoying relative proximity to a
variety of key destinations in the metro area presents the opportunity for redevelopment and
economic growth in the focus areas examined as part of the Next Steps Study. The Englewood
area enjoys access to Downtown Denver and the Denver Tech Center area and is within minutes
of some of the most desirable areas in the city, including Washington Park and other highly
successful neighborhoods in south Denver. As the areas just to the north of Englewood continue
to redevelop and attract increased levels of wealth, the proximity of the areas examined in the
Next Steps Study to this part of Denver presents opportunities for economic growth .
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Figure ES-4. Focus Areas
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The following summarizes the key takeaways from the market study and feasibility analysis for
each of the four focus areas examined in the NSS .
North Neighborhood (Bates/ Elati Area)
The North Neighborhood focus area primarily includes the Winslow Crane property, located just
to the north of Dartmouth Street and east of the RTD southwest line, and stretches north toward
Bates Avenue. The area has the potential to tie into the existing grid system of streets to the east
in Englewood and . therefore. connect more directly to the Broadway corridor. The area is
located fairly close to a number of neighborhoods in south Den ver th at are redeveloping with
new residential and infill projects and enjoys good access. via the Santa Fe corridor and the RTD
rail line. to Downtown Denver. While the lack of visibility to the Santa Fe corridor is less favorable
for redevelopment. the fact that most of the area is controlled by one landowner (Winslow
Crane) makes ex ecuting redevelopment in this area much easier. Overall. the urban framework is
favorable for redevelopment.
From a market perspective. while the area lacks visibility to the Santa Fe corridor and has been
perceived to date as more of a gritty industrial area, a redevelopment of the Winslow Crane
parcel and adjacent parcels to the east could yield a successful mixed use development over
the near term (the next five to ten years) centered on the following components:
Residential: Several hundred residential units. including a mixture of for-sale units (townhomes)
and for-rent units (apartments).
Retail: Local-serving retail. including retail uses (coffee shop. bank. hair salon. etc .) that would
serve the everyday uses of residents in the study area . The lack of visibility to the Santa Fe
corridor limits the demand for retail beyond a small amount of local-serving retail uses.
Office : Given the orientation of the study area . the North Neighborhood would absorb only small
quantities of office uses over the long term (limited to under 20.000 square feet in aggregate)
oriented to sma ller format office tenants (including medical office and small professional
offices).
West Neighborhood /'Area west of Englewood Station)
The site constraints of properties in the West Neighborhood limit the potential for
redevelopment over the near term . and larger sca le redevelopment of this area . to the west of
Santa Fe and between Dartmouth and Hampden. would require a more coordinated
implementation strategy from the cities of Englewood and Sheridan over the longer term. Larger
scale industrial uses dominate this area. particularly west of the South Platte River . The West
Neighborhood also lacks a good deal of infrastructure (including utilities and street facilities) that
would be necessary to execute redevelopments in the area . The properties located to the west
of the river lack visibility and direct access to the Santa Fe corridor and the LRT line and.
therefore. are more removed from the drivers of redevelopment that are moving south from the
City of Denver. The very fragmented pattern of ownership of parcels in the area presents
perhaps the largest challenge to redevelopment of this area. coupled with the fact that many of
the industrial users and existing tenants in the area have a limited desire to relocate their existing
operations .
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From a market perspective. the West Neighborhood has the potential to support the following
mi x of land uses, primarily over the longer term:
Retail : The areas directly along Santa Fe could support a small amount of retail geared to take
advantage of the adjacency to the Santa Fe corridor (including limited uses such as a coffee
shop. drive-through uses , and other inline retail), over the near term. Over the longer term. the
West Neighborhood is unlikely to develop as a larger scale retail destination, given the recent
development of the River Point area in Sheridan .
Res ident ial: Over the near term, demand may exist for a few hundred residential units (either
apartment or townhome) in the area between Santa Fe and the South Platte River, but would not
be viable to the west of the river . Over the longer term, residential uses (including several
hundred multi-family or attached residential units) cou ld be viable to the west of the river, but
development of commercial or business park uses in this area may be a better use of the land .
going forward .
Offi ce I Bus iness Pa rk The area between Santa Fe and the South Platte River has the potential to
absorb smaller format office uses (including medical office. smaller companies, etc.) over the
near term. However, at least over the near term, this area is unlikely to develop as a larger format
office node, serving the metro area . The area to the west of the South Platte River has the
potential to develop as a revamped business park or similar type of development. providing
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Englewood could help to provide additional areas for employment-generating uses in the
community over the long term.
CityCenter Englewood Neighborhood
The CityCenter Englewood area enjoys a strategic position in the metro area, with good access
via the Southwest LRT line and the Santa Fe corridor. to Downtown Denver and to other suburbs
to the north and south . Furthermore, the local street network provides good access to the
Broadway corridor, to the east. However, the potential for redevelopment and growth in this area
has been limited by the overall perception and orientation of the area to date. Most people in the
Denver area continue to think of this part of Englewood as an area dominated by suburban big
box and junior box stores and strip commercial centers oriented along aging corridors such as
Hampden Avenue. The redeve lopment of the area requires the creation of a new vision and a
more detailed plan for different parts of the neighborhood that help to create a sense of place.
From a site analysis perspective. while the area benefits from a strong grid of local streets and
access to the Hampden and Santa Fe corridors, the fractured pattern of ownership in the area ,
legal restrictions in place around the CityCenter Englewood dating back to the redevelopment of
the area in the early 2000s and limiting the flexibility of developers. and t he perception of the
area as a relatively tired suburban strip center area challenge p rospects for redevelopment.
From a market perspective, the CityCenter Englewood area has the potential t o support the
following types of land uses :
Reta il: Overall. demand does not exist for larger scale additional retail square footage in this
neighborhood , as the area is currently saturated across the full spectrum of retail uses . Limited
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additional demand is possible over the longer term . However. the redevelopment of the
CityCenter Englew ood area could reposition a number of retail spaces and the exis ting quan t ity
of reta il square footage in the area into more viable and updated versions of retail. with new
tenants. and thus could help stimulate overall success of this district. In addition. potential e x ist s
to develop a number of additional restaurant spaces in the CityCenter Englewood area.
Res idential: Over the longer term. the CityCenter Englewood area has the potential to support a
few thousand additional residential units (townhome or apartment) depending on how potential
redevelopment scenarios move forward (in terms of density and orientation).
Office : Over the longer term. the CityCenter Englewood area has the potential to emerge as a
small node of office development. of a few hundred thousand square feet. While the Denver
Tech Center and Downtown Denver will continue to dominate t he nearby office markets. the
favorable access of the Englewood area could present the opportunity for some additional
office development over the longer term . particularly if the overall district is repositioned over
t ime.
Entertainment: Over the longer term. the CityCenter Englew ood could emerge as a subregional
hub of entertainment uses. including family entertainment destinations (similar to concepts such
as Dave and Busters or Gamew orks) and uses geared to sp o rt s (in part icular, youth sports). The
area to the south of Hampden, given the larger parcel areas available for redevelopment. could
accommodate larger format entertainment uses that require larger land areas (such as a regional
youth sports or indoor aquatic center, or larger format concepts such as Top Golf).
South Neighborhood /'Area East and South of Oxford Station Area)
The presence of the elevated LRT line impedes visibility of the South Neighborhood from the
Santa Fe corridor and . therefore. limits the potential market for development as residential and
related neighborhood-oriented land uses . While the properties to the south of the Sheridan -
Oxford station are owned by a diverse set of entities, the group as a whole is interested in
redeve lopment and sees the area as having potential for revitalization over the near term and
long term.
The South Neighborhood has the potential to support the following land uses over time:
Residential: The study area . south of Oxford and east of the Sou t hwest LRT line, has the potential
to support up to 1.000 residential units (townhome or apartment) over the longer term. These
units would likely be oriented as part of "mi xed use" developments incorpo rating a small amount
of retail uses as well.
Office : The South Neighborhood has limited potential for smaller format and creative office uses
of no more than 10 .000 square feet in total.
Reta il: Given the lack of visibility to the Santa Fe corridor, the South Neighborhood is unlikely to
attract a sizeable component of retail development. Total retail demand in this area is limited to
20.000 square feet in total and w ould likely include local-serving uses (such as a coffee shop ,
dry cleaner. etc.) .
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In addition . a portion of the industrial land uses may remain in the South Neighborhood over
time , integrated with the new types of land uses that may result from redevelopment.
How can redevelopme nt str ateg ies fo r the fou r ne ighbo rhoods be imp lemented?
The Next Steps Study outlined a set of implementation strategies for each neighborhood area
profiled in the market study. This section outlines the key strategies for each area, and the Next
Steps Study report provides additional details and implementation recommendations for the
community to use going for wa rd .
North Neighborhood
The Winslow Crane property is the primary development opportunity in this area . Gi v en the
nature of the neighborhood surrounding thi s area, this planned redevelopment could be sizeable
enough w ith enough critical mass to start changing perceptions of the area . Mi xe d income
housing can be a catalyst for area rede velopment. Metro area redevelopments have often seen
the introduction of ta x credit affordable, senior and rental housing as the first housing types into
a market to help catalyze future area redevelopment. Although there is currently market support
for the development. the creation of better connectivity to the CityCenter Englewood Station , as
w ell as amenities along the South Platte River, is critical to attracting future residents to the area .
A stronger. vibrant. more attractive Broad way corridor would also enhance the neighborhood 's
redevelopment potential.
The key implementation action steps for the North Neighborhood include the following . The
Next Steps St udy contains details about additional recommended action steps:
► Support the current development proposal for mi xed income housing on the Winslow
Crane property through the CHFA Low Income Housing Ta x Credit approval process.
► Assist the developer of the Winslow Crane property with communications w ith
neighborhood s and other stakeholders .
► Continue to seek funding for rail trail improvements that would enhance connect ivity
from the North Neighborhood to the CityCenter Englew ood LRT station
► Assist the developer in attracting employment uses to the area
► Develop a subarea plan for the area
► Assist the developer with planning for the use of Ta x Increment Financing (TIF) in concert
wi t h development activities
► Plan and pursue funding for the Dartmouth Avenue Separated Bikeway, US 85 /
Dartmouth intersection improvements, and other intersection improvements along
Dar tmouth Avenue
West Neighborhood
The West Neighborhood has the potential over the longer term t o redeve lop as an area geared
to employment and a mi x ture of other land uses . However, in the near term. the cities of
Englewood and Sheridan should continue t o coordinate planning activities that w ill lay the
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groundwork for redevelopment of this area over time. The implementation action items are
outlined below. and the Next Steps Study provides additional details and recommendations for
the cities to use going forward :
► The cities of Englewood and Sheridan should develop a Cross-Jurisdictional subarea plan
identifying critical businesses to maintain in the area . potential parcels that could serve as
the locations for catalytic redevelopment projects. prioritized connections to enhance the
neighborhood and key amenities or destinations. primary infrastructure needs. and
appropriate zoning to facilitate redevelopment.
► As part of the overall planning effort. Englewood and Sheridan should create a working
group of officials to meet regularly to coordinate ongoing redevelopment efforts in this
area.
► The cities should plan for and pursue funding for the potential bike and pedestrian bridge
connecting the CityCenter Englewood LRT station to the area west of Santa Fe Drive.
► The cities should continue to collaborate inter-jurisdictionally to create improved and
enhanced connections to the South Platte River .
CityCenter Englewood Area
To realize the long-term goal of creating an activated and high-quality CityCenter Englewood
station area, current market conditions require incremental infill development. phasing over time .
the use of public private partnerships. and the potential use of tools such as a Downtown
Development Authority (DDA), along with TIF. Additional potential tools include Title 32
Metropolitan Districts and Public Improvements Fees . both of which are tools not historically
used in the City of Englewood .
A new master plan for the area should be developed. in conjunction with the creation of a DDA.
The plan should be developed in concert with a detailed development strategy (planning ,
design. financial. and legal) that has the cooperation and buy-in of major property owners and
large employers along both sides of Hampden Avenue . A new TIF district orchestrated through
the DDA should be put into place with both sales and property ta x TIFs used at the appropriate
times to generate revenues to help fund needed public improvements.
Given the importance of the Broadway corridor to the CityCenter Englewood area , the DDA
boundaries should include the CityCenter Englewood area and critical sections of the Broadway
corridor. Given the breadth of the area . subareas should be designated with specific plans in
place for each . Areas could be subdivided into :
► Property and businesses west of Wal-mart. as their focus tends to be CityCenter
Englewood and the LRT station
► Property and businesses east of Wal-mart. as the focus tends to be Broadway
► Property and businesses along the Broadway corridor, north of Hampden
► Property and businesses along the Broadway corridor. south of Hampden
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The City previously had a Busine ss Impro vement District (BID) along the Broadway corridor. An
ex panded DOA can undertake the same types of projects that a BID typically oversees .
The following outlines the key implementation action items for the CityCenter Englewood area
and the Next Steps Study contains additional details and additional action items for
consideration :
► The City should institute a ODA in the area. as well as other appropriate financial tools and
mechanisms, including Title 32 Metropolitan Districts , other special districts, and Public
Improvement and Retail Sales Fees .
► The City should investigate and potentially modify legal agreements in place for
particular parcels in the CityCenter Englewood area to inform or help implement
elements of the Vision / Master Plan for the area .
► The City should outline a financial plan for redevelopment concurrently with property
owners in the area .
► The City should continue to refine and evolve the design of the Rail Trail as it passes
through the CityCenter Englewood area to help facilitate and support redevelopment
efforts in the area .
► The City should determine w hether an Owner's Representative with development
experience should represent the City during discussions about the CityCenter Englewood
area , or whether a relationship w ith a Master Developer should be pursued.
South Neighborhood
South of the Sheridan -Oxford Station , the former industrial area has begun transitioning to a
mi xed-use land use orientation . Given the current activity , rail trail improvements to help facilitate
station connectivity and area redevelopment should be prioritized . Over the longer term,
development of a shared parking strategy would help enhance area redevelopment. As mixed
use retail develops in the area. the City should consider using Urban Renewal as a financial tool
to capture sales (and property) tax increment to help pay for shared structured parking .
The following outlines some of the key implementation action items for the South
Neighborhood:
► The City should develop TOD zoning regulations for this area that would allow a mixture
of residential. retail. and office land uses, in addition to the existing industrial land uses
present in the area.
► The City should work with developers and property owners to facilitate the creation of
shared parking facilities in the area that would align with RTD's Transit Access Guidelines
for parking . It should also work with RTD to secure additional parking spaces in the area
and assist with securing properties that could be used for future parking facilities, and
explore funding for additional park-n-Ride or Shared Use parking in the area . The City of
Englewood and RTD do not anticipate acquiring property using eminent domain for
parking . The City of Englewood and RTD would like to partner with land owners for
additional park-n-Ride or Shared Use parking options.
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► The City should continue to refine design and pursue funding of the Rail Trail that w ould
connect the south side of Oxford wi th the LRT station .
► The City should continue to plan and pursue funding for intersection improvements at
US 85 / Oxford . and at Oxford and Navajo .
► The City should also continue planning and secure funding for the Oxford Avenue
Separated Bikeway improvements.
Public Finance Tools
The Next Steps Study outlines a roster of potential Public Finance tools available to help support
ongoing redevelopment and revitalization in the variou s focu s areas , including TIF. Urban
Rene wa l Author ities . DDAs , General Improvement Districts, and Local Improvement Districts . The
Next Steps Study outlines additional tools at the disposal of the City of Englew ood to support
development and to help fund public improvements associated with redevelopment or overall
community revitalization .
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Acknowledgements
Englewood City Council
Randy Penn
Mayor, District 3
Linda Olson
Mayor Pro Tern , District 2
Rick Gillit
District 4
Joe Jefferson
District 1
Bob Mccaslin
At Large
Ji l l Wilson
At Large
Steven Ya t es
At Large
Sheridan City Council
Da llas Ha ll
Mayor
Bonnie Parker
Ward 1
Landau de Laguna
Ward 1
Sally Daigle
Ward 2
Gary Howard
Ward 2
Tara Beiter-Fl uhr
Ward3
Ernie Camacho
Ward 3
Englewood City Manager
Eric Keck
Fe lsbu rg Hol t & Ufle vig
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Sheridan City Manager
Devin Granbery
Project Managers
Michael Flaherty
City Manager's Office
Deputy City Manager
John Voboril. AICP
Englewood Community Development
Long Range Planner II
Jenni f er Henninger, A ICP
Consu lting Planner for t he City of Sheridan
Consultant T earn
Fe lsburg Ho lt & Ullevig , Prime Consu ltant
Kevin Ma d dou x, AICP CEP
Principa l
Elliot Sulsky, A ICP , PE
Principa l
Katharine Duitsman, PE
Project Engineer
Shea Suski
Transportation Planner
Laura Haas
Environmental Scientist
Arland L LC
Arleen Taniwaki
Bachman PR
Lisa Bac hman
Monica Ramey
Design W o rks hop
Britt Pa lmberg, A ICP
Jim Mc Rae, RL A
Too le Design Gro u p
Jessica J uriga, A ICP , PE
A nthony Pratt. RLA
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1.0 Introduction
This Next Steps Study documents the results of a coordinated planning effort between the cities
of Englewood and Sheridan to improve community-wide access to the Southwest Light-Rail
Transit (LRT) Corridor Englewood (CityCenter Englewood) and Oxford -City of Sheridan
(Sheridan -Oxford) stations. to encourage transit supportive development within the corridor.
and to stimulate private investment. The cities of Englewood and Sheridan initiated the study to:
► Analyze existing and future cha l lenges and opportunities for multimodal (bicycle ,
pedestrian. transit. and vehicle) connectivity to the LRT Corridor within the study area
(using the year 2035 as a planning horizon),
► Evaluate further the previously proposed multi modal transportation infrastructure
projects recommended in the Englewood Light Raif Corridor Station Area Master Plan and
projects identified by the cities of Englewood and Sheridan staff.
► Identify potential Complementary Transportation Improvements that enhance
connectivity to the LRT stations, in addition to those previously recommended .
► Conduct a real estate development and marketing/implementation strategy for the four
areas in the city of Englewood adjacent to the LRT stations. and
► Prepare an action plan that prioritizes and identifies implementation strategies for the
recommended transportation infrastructure projects.
This Next Steps Study was prepared in accordance with Denver Regional Council of
Governments (DRCOG) FY 14-15 Station Area/Urban Centers Studies -Project Eligibility Rules
(DRCOG . 2014) and the Regional Transportation District (RTD) Transit Oriented Development
(TOD) Poficy(RTD, 2006). In addition , the Federal Highway Administration (FHWA) Planning and
Environmental Linkages (PEU Questionnaire was completed (Append ix A) to facilitate
incorporation of the study results into potential future National Environmental Policy Act (NEPA)
efforts, if required , due to interaction with the State Highway system or if warranted due to
potential funding scenarios.
The Next Steps Study is organized into eight chapters :
► Chapter 1.0 : Introduct ion . Chapter 1 .0 provides the study location. description. vision.
objectives. and planning context of the study.
► Chapter 2 .0 : T ransporta ti on System Cond itions Assessmen t. Chapter 2 .0 summarizes the
conditions of the existing transportation system within the study area and assesses
deficiencies within the exi sting transportation system .
► Chapte r 3.0: Real Estate Market Analysis and Feas ibility. Chapter 3 .0 summarizes the real
estate feasibility study and implementation plan prepared as part of the Next Steps
Study.
► Chapter 4.0 : Env ironmenta l Overview . Chapter 4.0 summarizes the existing environmental
conditions for several priority resources wi t hin the study area and summarizes additional
resource assessments that could be required during any future project-level analysis .
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► Chapter 5.0 : Transportation Improvements Analysis. Chapter 5.0 describes the
development. evaluation , and conceptual engineering design of alternatives for
transportation improvements in the study area.
► Chapter 6.o: Recommended Transportation Improvements . Chapter 6 .o describes the
package of Recommended Transportation Improvements resulting from the
transportation improvements analysis conducted in this Next Steps Study.
► Chapter 7-0: Community Engagement. Chapter 7-0 summarizes the agency coordination
and public outreach conducted with federal. state, and local government officials;
regional transportation planning entities ; community groups; businesses; and residents .
► Chapter 8.o: Action Plan . Chapter 8 .o presents an Action Plan to identify and prioritize the
projects included in the Recommended Transportation Improvements and to identify
potential funding sources for these improvements.
Figure 1-1 depicts the planning process for the Next Steps Study.
::,turfy I ncat,on an Des rtptton
The Southwest LRT Line e xtends 8 .7 miles south from the Interstate 25/Broadway LRT station in
the City and County of Denver and includes five stations. Two stations, the CityCenter
•
Englewood Station and the Sheridan -Oxford Station . are located within the cities of Englewood •
and Sheridan . To evaluate transportation improvements and connectivity to these stations, a
study area was established. The study area e xtends from approx imately Irving Street on the west
to Clarkson Street on the east and from approximately Belleview Avenue on the south to Yale
Avenue on the north (Figure 1-2).
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Figure 1-1. Next Steps Study Planning Process
Project
Initiation
Agency
Coordination
and
Community
Engagement
Plan
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Figure 1-2.
V CilyBoundorit,
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1? Vic:inn
_________ __,,..
The purpose of the transportation improvements is to enhance multimodal connections (bicycle.
pedestrian . vehicle. and transit) to the CityCenter Englewood Stat ion and the Sheridan -Oxford
Station in a manner that enhances adjacent ex isting and planned land use. This vision is carried
through the transportation improvements analysis process summarized in Chapter 5.0 .
1 ~ Ol?Jec 1ve
The DRCOG transportation vision for the Denver metropolitan area is of a balanced, sustainable
multi modal transportation system . The objectives of the Next Steps Study are based on the local
goals identified in the 2035 Metro Vision Regional Transportation Plan (RTP) (DRCOG . 2011) and
on the goals of the cities of Englewood and Sheridan and the general public .
► Improve the efficiency of the transportation system
► Integrate with and support the social. economic. and physical land use plans of the cities
of Englew ood and Sheridan
► Provide mobility choices for people and goods that are safe. environmentally sensitive.
efficient. and sustainable
► Protect and enhance the natural environment and local community while improving the
performance of the transportation system
~lann,na Lon ext
Many plans apply to the study area and inform the objectives and planning context of this study.
These plans are described in the following sections and include :
► South Santa Fe Drive Corridor Improvements Study (Tri-City Planning Group , 1992)
► North Englewood Small Area Plan (City of Englewood. 1997)
► CityCenter Englewood : Redevelopment of the Cinderella City Mall (City of Englewood.
2000)
► Englewood Industrial Urban Renewal Plan and the General Ironworks Development Plan
(Englewood Urban Renewal Authority. 2000)
► Southwest Light Rail Transit Line Major Investment Study (RTD . 2000)
► Englewood Civic Center Pedestrian Underpass Feasibility Study (City of Englewood .
2002)
► Englewood and Oxford Station Area Plan (City of Englewood , 2003)
► Roadmap Englewood: The 2003 Englewood Comprehensive Plan (City of Englewood,
2003) and Englewood Forward : The 2016 Englewood Comprehensive Plan
► Englewood Master Bicycle Plan (City of Englewood, 2004)
► City of Sheridan Comprehensive Plan (City of Sheridan . 2004)
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► Re ady, Set. Action! An Urban De sig n Action Pla n for the Englew ood Do w nto w n & Medical
Di stricts (City of Englewood, 2009)
► Arapa hoe County 2035 Transportation Plan (Arapahoe County, 2010)
► 2035 Metro Vi sion Regional Transportation Plan (DRCOG , 2011)
► Complete Streets Toolbox (City of Englew ood, 2011)
► Englew ood Master Bicycle Plan Route Development Study and Implementation Program
(City of Englew ood , 2011)
► Ox ford Station Transit Oriented Development (TOD) -Planned Unit Development (PUD)
Site Plan (Littleton Capital Partners , 2012)
► Englew ood Light Rail Corridor Station Area Master Plan (City of Englew ood, 2013)
► Navajo Apartments TOD -PUD Site Plan (Elsey Partners. 2012)
► Sand Creek TOD -PUD Site Plan (Sand Creek Investors, 2012)
► WH Investors TOD -PUD Site Plan (WH Investors. 2013)
► Engle w ood Walk and Wheel Master Plan and Program (City of Englew ood , 2015)
1,4.1 South Santa Fe Drive Corridor Improvements Study
The cities of Englew ood , Sheridan, and Littleton formed the Tri -C ity Planning Group in 1991 to
w ork w ith the Colorado Department of Transportation (COOT) in relation to the South Santa Fe
Drive ex pansion project. The South Santa Fe Drive Corridor Improvements Study (Tri-City
Planning Group. 1992) w as developed from the Tri-City 's planning process. This study.
collaboration among the three cities , local businesses, and COOT . resulted in an overall
development concept for improving the attractiveness, desirability , and accessibility of South
Santa Fe Drive betw een Dartmouth Avenue on the north and C-470 on the south .
1,4.2 North Englewood Small Area Plan
In August 1997, the City of Englewood staff began to dev elop an amendment to the Englewood
Comprehensive Plan , the North Englewood Small Area Plan (NESAP) (City of Englewood. 1997).
Working wi th citize ns in North Englewood , staff identified problems and opportunities affecting
the Bishop Elementary School area north of Floyd Avenue to the city limits at Yale Avenue and
betw een South Santa Fe Drive and South Broad w ay . The range of issues included traffic,
environmental. land use, light rail. investments in infrastructure, and private property. The project
centerpiece was the proposed redevelopment of the General Iron w orks site. The Planning
Commission did not adopt this small area plan at the staff's request due to neighborhood
opposition .
1,4.3 CityCenter Englewood: Redevelopment of the Cinderella City Mall
Englew ood 's Cinderella City Mall. which was located immediately east of the CityCenter
Englewood Station , closed in 1997-Community engagement identified the desire to create a
multi-use development that would include civic and mi xed use retail. residential. and office uses
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east of the CityCenter Englewood Station . in addition to a major big box retailer . To achieve this
vision. the City took on the role of master developer and completed the CityCenter Development
Plan (City of Englewood. 2000). The new project would become known as CityCenter
Englewood. Metro Denver 's first TOD .
1,4,4 Englewood Industrial Urban Renewal Plan and the General
Ironworks Development Plan
The Englew ood Urban Renewal Authority became involved wi th the area around the General
Ironworks site as a result of the NESAP (City of Englewood . 1997) process and the recognition
that the area and the General Ironworks site offered a significant development opportunity for
the City. The Authority also recognized potential impediments to redevelopment of this area that
included environmental. economic. infrastructure. and land use and zoning issues (Englewood
Urban Rene wa l Authority. 2000: Englewood Urban Renewal Authority. 2002).
Acquisition negotiations between the Englewood Urban Renewal Authority and RTD began in
2000 and progressed. along with the request for proposal issued by the Englewood Urban
Renewal Authority for development of a portion of the General Ironworks site. anchored by a
new LRT station located at Bates Avenue. As planned. RTD would acquire the entire site. retain
the northern portion for the LRT maintenance facility. and transfer the southern portion to the
Englewood Urban Renewal Authority for redevelopment. RTD acquired the northern portion for
the Light Rail Maintenance facility. but redevelopment of the southern portion of the site did not
occur.
1,4.5 Southwest Light Rail Transit Line Major Investment Study
RTD initiated a Major Investment Study to evaluate rapid transit alternatives for the Santa Fe
Drive corridor between downtown Denver and Littleton in 1992 . LRT was selected as the
preferred technology in 1994, effectively extending the e xisting Central corridor running through
the heart of Denver (RTD. 1994). Construction of the South west extension began in 1997 and was
completed in 2000 . opening to the public in July of that year .
1,4.6 Englewood Civic Center Pedestrian Underpass Feasibility Study
In 2002. the City of Englewood completed a design and cost feasibility study for a pedestrian
underpass underneath Santa Fe Drive approximately 600 feet north of the intersection at
Hampden Avenue and Santa Fe Drive (City of Englewood. 2002). The recommended alternative
consists of a 350-foot underpass accessed from the east via a staircase at the northwest corner
of the Englewood Civic Center parking structure and from the west via a staircase located in the
center of the existing Santa Fe Drive frontage road cul-de-sac. The primary objective of the
study was to assess the physical and financial feasibility of boring a pedestrian tunnel under
Santa Fe Drive that would serve a new RTD park-n-Ride. The study did not include the potential
for multimodal east/west access. such as bicycle connectivity .
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1,4.7 Englewood and Oxford Station Area Plans
In 2002. the Englewood Community Development Department applied for and received a
Heritage Planning grant from the Colorado Department of Local Affairs . The focus of this
planning effort w as to determine the extent of the influence the CityCenter Englewood Station
and the Sheridan -Oxford Station would have on redevelopment opportunities (City of
Englewood, 2003). The Station Area Plans provided the framework for future development and
redevelopment around these stations to build on the region 's investment in mass transit.
Three components make up the station area plans: land use inventory. market analysis. and
master plan . The land use inventory identifies current uses within the LRT Station influence areas
and provides a detailed land values analysis as a baseline for further analysis . The market
analysis focuses on determining the most appropriate mi x of uses for the station area and the
critical mass of such uses necessary to ensure long-term sustainability . The master plan
describes and documents preferred long -term development patterns surrounding the LRT
Station areas .
1,4.8 Roadmap Englewood: The 2003 Englewood Comprehensive Plan
and Englewood Forward: 2015 Comprehensive Plan Update
The City of Englewood is currently updating its comprehensive plan , Roadmap Englewood 2003
Englewood Comprehensive Plan. in 2015 (City of Englewood, 2015). The 2003 Comprehensive
Plan emphasized working with RTD to increase ridership through the creation of high-quality
transit. bicycle. and pedestrian connections to LRT stations and focusing capacity improvements
on pedestrian. bicycle, and transit modes. The revised Plan will establish a vision for Englewood's
future and set forth broad principles to guide topics such as land use. housing, parks and open
space. business and employment. transportation, and sustainability. Based on these principles,
detailed policies and objectives outline how the vision can be realized . Strategies will be
organized around the Plan's vision and will include monitoring and management
recommendations for long-term implementation .
1,4 .9 Englewood Master Bicycle Plan
In 2004, the City of Englewood prepared a Master Bicycle Plan (City of Englewood , 2004) to
serve as an addendum to the 2003 Comprehensive Plan . The Master Bicycle Plan presented a
more refined vision of a community-wide bicycling system to be achieved over the next
20 years . The plan provided justification for a series of bicycle routes, identified key missing links
in the bicycle trail system. and provided a series of amenities to promote cycling by making it
more convenient and safe .
1,4.10 City of Sheridan Comprehensive Plan
The City of Sheridan is in the process of updating its Comprehensive Plan (City of Sheridan. 2015).
The previous Comprehensive Plan was prepared in 2004 (City of Sheridan . 2004), The purpose of
the 2004 Comprehensive Plan was to guide development and redevelopment over the 2004 to
2024 twenty-year planning period . Objectives were to redevelop from Union Avenue to
Hampden Avenue, west of Santa Fe Drive and east of the South Platte River : redevelop the Old
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Hampden area ; improve the Oxford Avenue and Platte River frontages: and construct pedestrian
crossings over /under Santa Fe to improve access to the LRT stations .
1,4.11 Ready. Set. Action! An Urban Design Action Plan for the Englewood
Downtown & Medica l Districts
The City of Englewood developed conceptual streetscape designs in Ready Set Action/ An
Urban Design Action Plan for the Englewood Downtown and Medical Districts (City of
Englewood , 2009) for segments of Broadway and Old Hampden Avenue in the City's Downtown
and Medical Districts. The Downtown District is Englewood's night life and entertainment district
along Broad w ay , and the Medical District serves the retail and dining needs of the local residents
and the Swedish Medical Center and Craig Hospital users and employees. The CityCenter
Englewood District. which is the location of the CityCenter Englewood Station , w as not included
in the plan . The emphasis of the streetscape designs was to improve the pedestrian e x perience.
1,4.12 Arapahoe County 2035 Transportation Plan
Arapahoe County completed a 2035 Transportation Plan in November 2010 . The 2035
Transportation Plan evaluated future road needs based on land use projection , population
growth, dai ly traffic volumes, and commuting destinations. On ly 2 percent of residents within
unincorporated Arapahoe County commute to work within the City of Englewood, as defined by
DRCOG . Because the plan focuses on the unincorporated portions of Arapahoe County, no
proposed transportation improvements were identified in the vicinity of the study area .
1 ,4.13 2035 Metro Vision Regional Transportat ion Plan
The DRCOG 2035 Metro Vision RTPidentified the needs, corridor strategies, and projects
anticipated to be constructed over the ne xt 20-plus years . The RTP consisted of both fiscally -
constrained and fiscally-unconstrained vision components (DRCOG , 2011). In the 2035 Metro
Vision Regional Transportation Plan. the key fiscally constrained mult imodal improvements
included:
► Expanding the CityCenter Englewood Station park-n-Ride to 1.350 parking spaces, and
► Reconstructing Ox ford Avenue between Federal Boulevard and Clay Street in the City of
Sheridan .
1,4.14 Complete Streets Toolbox
In 2011. the City of Englewood conducted the Englewood Complete Streets Project and
prepared the Complete Streets Toolbox(City of Englewood, 2011) as an initiative to take steps
toward a c o mmunity vision for mixed-use, pedestrian oriented development patterns in
Eng lewood's Downtown and Medical Center Districts . The Englewood Complete Streets Project
was identified as a critical next step project in t he Ready Set Action/ An Urban Design Action
Plan for the Englewood Downtown and Medical Districts planning process . The Complete
Streets Toolbox provided a series of recommended facilities, such as street restripi ng , asphalt
overlays, traffic signal designs, etc., that could be implemented as funding was identified and
made available .
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1,4.15 Englewood Master Bicycle Plan Route Deve lopment Study and
Imp lementation Program
The City of Englew ood conducted an Englewood Master Bicycle Plan Route Development Study
and Implementation Program (City of Englewood. 2011) to focus on immediately implementable
improvements to the on-street bicycle system and to develop a comprehensive and
understandable on-street bicycle route system. The implementation recommendations w ere to
provide additional signs along Oxford Avenue. regional route signage (numbered routes). local
route signage. comprehensive and understandable route mapping . and guide/destination
signage. These recommendations were implemented by March 2012.
1,4.16 Oxford Stat ion Trans it Or iented Development -Planned Unit
Development Site Plan
In 2012 . Littleton Capital Partners proposed a development plan for the 3-5-acre former Martin
Plastics site located at the southwest corner of the Navajo Street and West Oxford Avenue
intersection . The development plan includes 252 dwelling units within two five-story buildings.
underground parking with 140 spaces. and a surface lot accommodating 195 spaces (Littleton
Capital Partners. 2012).
1,4.17 Englewood Light Ra il Corridor Station Area Master Plan
In 2013, the City of Englewood prepared the Englewood Light Raif Corridor Station Area Master
Plan (City of Englewood. 2013) in coordination with DRCOG and RTD to encourage transit
supportive development for the Southwest LRT Corridor in Englewood. The plan identified
complementary functions. character. uses . and design elements for each station area and
associated public infrastructure to link to the corridor.
1,4.18 Navajo Apartments TOD -PUD Site Plan
Elsey Partners prepared a proposed development plan for the 2.13-acre property located south
of the Martin Plastics site at 4201 S. Navajo Street. The development plan includes 130 dwelling
units within two 5-story buildings and a surface lot accommodating 192 spaces (Elsey Partners .
2012).
1,4.19 Sand Creek TOD -PUD Site Plan
In 2012 . Sand Creek Investors prepared a proposed development plan for the 10 .61-acre
property consisting of two parcels located at 601 W . Bates Avenue. which is located northwest
of the Bates Avenue/Elati Street intersection . The development plan includes 12 buildings with
336 res idential units and associated parking .
1,4.20 WH Investors TOD -PUD Site Plan
WH Investors prepared a proposed development plan for the 6 .12-acre site consisting of several
parcels generally located east of S. Galapago Street. south of W . Bates Avenue. north of
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W . Dartmouth Avenu e. and eas t of the CML railro ad trac ks and LRT line. The development plan
includes seven building s w ith 224 re si dential units and as sociated parking .
1,4.21 Englewood Walk and Wheel Master Plan and Program
The City of Englew ood is prepar ing a citywi de pedestrian and bicycle plan, Engle w ood Walk and
Wheel Mas ter Plan and Program. in 2015 (City of Englew ood. 2015). The purpose of the
Engle wood Walk and Wheel Master Plan and Program is to evaluate the City 's current w alking
and bicycling condition s and acti v ity, develop recommendations to strengthen w alking and
bicycling connectivity in Englewood , and encourage more people to include w alking and
bicycling in their daily activities . The Engle wood Walk and Wheel Mas ter Plan and Program w ill
build on the pre v iou s Bicycle Ma ster Plan completed in 2004 and the community -wi de bicycle
route signage program comp leted in 2012 and w ill identify Englew ood 's top priority projects for
making upgrades to the bicycle and pedestrian netw orks throughout the community .
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~
2 .0 Transportation System Conditions Assessment
•
To provide transportation improvements that increase multimodal (bicycle. pedestrian. transit.
and vehicle) connectivity to the CityCenter Englewood Station and the Sheridan -Oxford Station .
an assessment of the existing facilities and conditions was performed . The following chapter
presents ex isting transportation system data collected for the study area (Figure 1-2) and an
assessment of deficiencies.
2.1 Exist1no Conditions
2.1.1 Roadway
Roadway data collected includes netw ork characteristics within the study area. and traffic
volumes from field visits and available sources. Documenting these elements of the study area
road w ays assists in determining what kinds of improvements are appropriate and needed for
motorized travel and transit. bicycle. and pedestrian modes (alternative modes).
Network Characteristics
Network characteristics involve the physical orientation of a roadway and how it is intended to
function . The City of Englewood has established street classifications as part of their
comprehensive plan . which defines the role of roadways within the city. Arterials. which include
ex pressways and freeways. provide regional connections and are designed to carry large
volumes of vehicles . Collectors are generally designed to provide access between arter ials and
local roads . which access residential areas and commercial centers . Figure 1-2 shows the
road w ays and their classifications w ithin Englew ood, which have been e xtended into the City of
Sheridan . The number of lanes along a roadway also plays a role in the capacity and character of
a roadway. Figure 2-1 sho w s the number of through lanes for non-local classified roadways .
while Figure 2-2 shows intersection layouts for important intersections within the study area .
In addition to regulation of legal traffic speeds. speed limits also play a role in how comfortable
travelers might be to use alternative modes on the roadway. In general. arterials have higher
speeds than collectors and local roads . The highest speed limits in the study area are on the
e xpressways/ freew ays (US 85 and US 285 west of US 85), while the slo w est speed limits are in
busy and/or denser areas such as CityCenter Englewood. around the Swedish Medical Center -
Craig Hospital complex, and retail uses southwest of the US 85 / US 285 interchange. These
areas have larger volumes of pedestrians. bicyclists. and vehicles making turns into or out of
parking facilities . Figure 2-3 shows speed limits within the study area for non-local classified
roadways .
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Figure 2-1.
aJ l.JQM R•H SUUOno
--2Lann
Through Lanes
3 Lann (2 we, 1 fl!I)
--jlann
--1t.ann
('? City Boundaries
D StudyAtH
0 • NORTH l,OOO
1 i nch= 2,000 feet
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Figure 2 -2 . Existing Intersection Configurations
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Figure 2-3. Speed Limits
CE Ught Rau Station•
Speed Limit
-20MPH
-25MPH
30MPH
-35MPH
40MPH
-45MPH
-55MPH
(,_? City BoundariH
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0 A 2,000
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Exist in g Traffic
Daily traffic volumes and the percentage of those
volumes that are trucks were obtained from CDOT and
DRCOG, with supplemental counts conducted as part
of this study by All Traffic Data (A TD). Daily traffic
volumes and truck percentages help determine how
much a roadway is being used. They also help identify
what bicycle and pedestrian facilities might be needed
to make users feel comfort able and safe using a
particular route.
Figu re 2-4 shows the collected daily t raffic volumes .
Peak hour morning and evening turning movement
counts were also conducted at select intersections
throughout the study area to determ ine each
intersection's level of service (LOS). LOS is a based on a
letter grade measurement of how well the intersection
operates. The LOS of an intersection is measured A to
F, with A representing free-flow conditions and F
representing highly congested . The Arapahoe County
2035 Transportation Plan generally accepted standards
indicate a LOS of D or better as the desired peak period
LOS for urban arterials and LOS of C or better as the
desired level for all collectors .
Figure 2-4 shows the peak hour turning movements
and LOS for each selected intersection . Intersections
with a LOS not meeting these levels include:
► US 85 and West Dartmouth Avenue
(AM and PM)
► US 85 and West Oxford Avenue (PM)
► South Federal Boulevard and West Oxford
Avenue (PM)
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Intersection LOS Defin it ions
No vehicle wa its longer
than one .----•...,-R-_'
signal indication . ~---'--'
On rare occasions vehicles
wait through more than .-------
one signal indicat ion .
Intermittently vehicles wait
through more than one
.,.
signal indication , --------·-
occasionally backups
may develop , traffic flow
still stable and acceptabl e.
Delays at intersections may become
extens ive , but enough cycles with
lower demand occur to permit
periodic clearance ,
preventing excess ive
backups . LOS D has
historically been regarded
as a desirable design objective in
urban areas .
Very long queues may
create
lengthy de lays
Backups from locations
downstream restrict or ,.,.....,--;:::-:-':-
prevent movement of
vehicles out of approach
creating "gridlock " condition
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Figure 2-4.
-Englewood O.nned
TlvckA:outH
• • • Olhe.r Routes Llkt:fy
UMd by Trucka
(? Citf Bound&rie•
D StudyAIH
• • ~=w~---~=~~~~~~~~~~~~~~D!!!!!!!!!l!l!!!!,i,.
Existing Daily Traffic Volumes and T ruck Data
0 • 2,000
--c:::::J Feet
1 inch = 2,000 feet
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Figure 2-5. Existing Peak Hour Intersection Turn ing Movement Counts and Levels of Service
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Trucks
The study area is home to many industrial land uses that rely on trucks to move goods. The City
of Englewood has defined truck routes to designate which roadways trucks should use w hen
traveling through the area . In addition to daily traffic volumes, Figu re 2-4 shows these truck
routes and the percent of daily traffic volumes that is truck traffic. Englewood 's truck routes are
generally along state highways and other arterials, with some collectors defined as truck routes
to provide access between industr ial uses and arterials.
Truck percentages were collected along West Oxford Avenue and were available for all state
highways from COOT. In general. a truck percentage under 2 percent would be considered low,
with 2 to 5 percent considered moderate truck activity and greater than 5 percent considered
high truck activity. All locations with available truck percentage data were along truck routes and
have moderate or higher truck activity . Locations along US 85 and West Oxford Avenue west of
US 85 e xperience high truck activity, with percentages of 7 to g percent observed.
2 .1.2 Transit
RTD serves both the City of Englewood and City of Sheridan . RTD 's Southwest LRT corridor runs
parallel to US 85 and bisects the study area. Several bus routes serve the area. primarily the
CityCenter Englewood and medical uses around Swedish Medical Center -Craig Hospital.
Lines , Stops, and Frequency
Two LRT lines serve the study area : one running between the Littleton-Mineral Station and Union
Station , and the other between the Littleton -Mineral Station and 30 th -Downing St ation. Six bus
routes provide service seven days a week, and four additional routes operate weekdays only.
T able 2 -1 summarizes operating periods and frequency for each transit line serving the study
area. while Figu re 2-6 illustrates their routing .
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Table 2-1. Weekday Study Area Trans it Routes
Frequency (minutes)
Weekday Span of Weekday
Route ID Days of Service Service Weekday Peak Off-Peak
Light Ra il
Union Station to C Littleton -Mineral Line 7 days/wk 4:45 am -8:oo pm 30 30
Station
30th-Downing to D Littleton-Mineral Line 7 days/wk 4:00 am -1:45 am 6 -15 15 -60
Station
Bus
South Broadway 0 7 da ys/wk 3A5 am -2:30 am 10 30
South Broadway OL Weekdays only 5:30 am -TOO pm 6-15 N/A Limited
Downing/ 12 7 days/wk 4:30 am -1:00 am 15 30-60 N. Washington
Yale Avenue 27 7 days/wk 6 :oo am -8 :oo pm 30 30
Riverbend 29 7 days/wk 5A5 am -1:00 am 30 60 ..
Hampden Avenue 35 Weekdays only 4A5 am -8 :oo pm 30 30
Fort Logan 36 7 days/wk s:oo am -12:00 pm 60 60
Fort Logan 36L Weekdays only 5:00 am -TOO pm 30 N/A Limited
Sheridan Blvd. 51 7 days/wk 6:oo am -u:oo pm 30 30-60
+--
ART ART Weekdays only 6 :30 am -6 30 pm 15 15 ----1-------
Source: RTD . 2015
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Figure 2-6.
• • WIT ·~---------=-~~=-~---=-------~-..a~-•
Existing Transit Routes
2 1
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Ridership
Table 2 .2 displays daily boardings and alightings (exits) for the two UH stations for the past four
RTD schedule periods . along w ith the station's ridership ranking within RTD 's LRT system for
each peri od .
Table 2-2. Average Weekday Ridership at Study Area Light Rail Stat ions
Northbound Southbound S t ysem
Period Board ALight Board ALight Total Rank
CityCe nte r Eng lewood Stati on
May '14 2,219 351 373 2,037 4,980 10/44
January '14 2.431 380 332 2,388 5.531 10 /44
August ·13 2,294 367 318 2,255 5,234 10 /44
April '13 2.228 360 l,__ 367 2,169 5 ,124 9 /44
She ri dan -Oxford St ati o n
May '14 521 72 76 450 1,119 35 /44
Ja nuary ·14 521 72 76 450 1,119 36/44
August ·13 484 75 78 427 1,064 37/44
April '13 436 77 79 411 1,003 35/44
Source: RTD. 2015
Of the two LRT sta t ions within the study area. CityCenter Englewood Stat ion has the highest
ridership . ranking w ithin the top quarter of LRT stations over the past year. This is due t o the
station's 910-space park -n-Ride and the presence of the CityCenter Englew ood 's dense and
diverse land uses . Review of 2010 RT D Parking and Mode o f Access data to the Ci t yCenter
Englewood Station and the Sheridan -Oxford Station shows 55 percent of those accessi ng t he
CityCenter Englewood Station do so by driving d irectly to t he station . whereas 70 percent arrive
to the Sheridan -Oxford Station by bus transfers . Table 2 -3 summarizes the mode o f access data
from RTD . The Engle w ood Station park-n-Ride averaged go percent utilization of its 910 parking
spots from 4th quarter 2013 through 3rd quarter 2014 .
Table 2-3. Study Area Light Rail Stat ions Mode of Access (2010)
Mode of Access Englewood Station Oxford-City of Sheridan Station
Wa lk Directly
Dri ve Directly
Bus Transfers
10 %
55 %
35 %
· Does not include vehicles that park along South Windermere Street
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0 %"
70 %
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The 2010 data report contains information on how far people drove to park at the CityCenter
Englewood Station park-n-Ride. Just over 10 percent traveled between 0 .5 to 2 miles . Another
27 percent drove between 2 to 5 miles. while nearly ha lf drove 5 to 10 miles and 15 percent
drove over 10 miles. December 2013 park-n-Ride patron origin maps from RTD show most
drivers came from west. southwest. or south of the station beyond the 2-mile radius . However. a
dense cluster of origin dots are also from the residential areas just east of the station , particularly
north of US 285 between South Broadway and South University Boulevard. and some even west
of South Broadway. There is also a small cluster of origin dots at the multi-family complex
located in the northwest corner of the US 85 / US 285 interchange. which is just over 0 .5 mile
away. T able 2-4 presents daily ridership for bus stops with over 150 total boardings/alightings
within the study area.
Table 2-4. Top Study Area Bus Stops by Total Daily Boa rdings and A li ghtings
Stop(s) Boarding Alighting Total
City Center Englew ood Station· 1,284 1.151 2.435
Englew ood Parkw ay /South Acoma Street 378 295 673
Englew ood Parkway/South Elati Street 218 246 464
Sh e ridan -Oxford Station · 79 104 183
South Federal Boulevard /West Girard Av enue 97 70 167
South Federal Boulevard /West Hampden Av enue 88 63 151 --
· Light rail station Source: R TD, 2015
The top three bus stops in terms of total dai ly boardings and alightings are all within the
CityCenter Englewood. Bus boarding and alighting are by far most active at the CityCenter
Englewood Station. which is to be expected given the number of routes that serve the station .
The stop at the Sheridan -Oxford Station is the next highest. The two remaining stops are both
on South Federal Boulevard near West Hampden Avenue.
Most other notably busy bus stops are along South Broadway within the study area. like ly due to
the frequency of service the o and oL routes provide. Some stops along So uth Federal
Boulevard and near Swedish Medical Center-Craig Hospital are a lso active. Figure 2-7 shows all
bus stops within the study area within riders h ip ranges (ridership by stop was not available for
the ART shu ttle) .
23
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Figure 2-7, Average Daily Ridership at Study Area Bus Stops
Total Boardlng1 and Allghttngs
0 cao .... , ..
A 150 -300
• >300
CE Light RaH Stations
-UgMRaH
8ut Rout ..
(,_? City BoundlriH
O stucryArH
0 A 2.000 •-=::::j Feet
1 inch = 2,000 feet
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2 .1 .3 DRCOG T raffic Model
Th e DRCOG trave l d e m and mode l w as use d to estimate futu re t raffi c condition s a nd see w he re
th e M etropolitan Plann ing Organ iz ation anticipates ho useholds and employ ment grow th wi th in
th e study ar ea .
House holds and Employment
Th e DR COG t rave l dema nd model uses th e placement of hou sehold s and e mploy ment w ithin
traffi c analys is zones (T AZ s) to estimate future traffic v olumes. Figure 2-8 illu strates hou seholds
and employment b y TAZ for 2010 (th e b as e ex isting condition s yea r) and 2 035, alon g wi th th e
grow th ex p e rien c ed between 2 010 and 2 035. Table 2-5 a nd T able 2-6 prov id e the actu a l
hou seholds a nd employ ment by T AZ w ithin the DR COG models.
T ab le 2-5. DRCOG Households by Traffic Analysis Zone
T AZ 2010 2035 Growth • • • •
1586 1,367 1.492 125 2123 137 450 313
15 95 273 309 36 2124 ..
2103 181 202 21 2125
39 1 50 11
363 368 5
2104 408 415 7 2126 776 855 79
2106 93 11 3 20 2127 553 579 26
2107 201 491 290 2128 209 220 11
211 3 r 1,179 1,298 119 2129
211 4 744 869 125 2130
2115 339 492 153 2131
36 1 57 21
400 543 143
824 923 99
2116 380 445 65 2132 571 I 676 105
2117 36 187 151 2133 602 641 39
2118 488 879 391 2134 972 I 1,117 145
2119 737 775 38 2135 297 307 10
2120 619 727 108 2136 9 ] 16 7
2121 583 goo 317 2137 716 745 29
2122 783 876 93 Total 14.915 I 18 ,017 3,102
Source: DRCOG 2010 and 2035 Travel Demand Models
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Figure 2-8. Estimated Existing and Future Households and Employment by Traffic Analysis Zone
Estimated Household Growth by TAZ Estimated Employment Growth by TAZ
['.]•50 .. ,00 .200 .. ,, .. L] <50 11111 200-500 11111 >1,000
L] 50 • 100 200 -3150 □ Study Area
1 lnch • S 000 feet
llll so -200 11111 500-1,000 □studyArH
26
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Feet
1 lnth • 5,000feet
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Future Traffic
Fi gure 2-9 shows daily traffic projections for 2035 that were developed at ex isting traffic count
locations by using growth results from the DRCOG travel demand models. As e xpected.
freeways /e xpress w ays such as US 85 and US 285 , along with state high w ays such as SH 88
(South Federal Boulevard and West Belleview Avenue). are projected to e xperience the highest
net growth . However. points along West Oxford Avenue between Broad w ay and South Federal
Boulevard are projected to e xperience some of the highest growth in the study area . West Floyd
Avenue w est of Broadway and South Clarkson Street north of US 285 are also e xpected to
experience a significant increase in traffic by 2035 due to the growth in land use around those
areas . In general. the growth in traffic volumes is projected to be between 10 and 50 percent.
with grow th above 50 percent along some roadways north of US 285 , primarily near the
CityCenter Englew ood
Transit Use
The DRCOG travel demand models perform mode selection for each person trip when assigning
traffic to the transportation system. Figu re 2-10 shows the percent of each TAZ's trip generation
assigned to transit in 2010 and 2035 , along with the same information but only for home-based
w ork trips (commuting trips between the home and workplace). This information helps show how
attractive transit is . and home-based work trips are specifically highlighted because they are
typically the most likely to be taken by transit. Table 2-7 and Table 2-8 provide the percentages
displayed in Figu re 2 -10 .
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Table 2-6. DRCOG Employment by Traffic Analysis Zone
T AZ 2010 2035 Growth
1586
1595
2103
2104
2106 I
2107
2113
2114
2115
2116
2117
2118
2119 I
2120
2121
2122
317
3
553
804
1.030
326
197
2,115
977
273
1.529
1,464
414
397
1,867
500
322
3
553
861
2,005
418
244
4,199
977
476
1,820
2,220
414
431
2,264
562 I
5
0
0
57
975 1
92
47
2.084
0
203
291
756
0
34
397
62
Source: DRCOG 2010 and 2035 Tra vel Demand Models
T AZ 2010 2035 Growth
2123
2124
2125
2126
2127
2128
2129
2130
2131
2132
2133
2134
2135
2136
2137
1,306
761
2.599
520
216
473
1.574
1,011
356
401
22
337
858
1,208
978
Total 25,386 ...__
1.447
761
2,599
553
216
473
1.583
1,064
363
412
24
355
858
1,213
978
30,668
141
0
0
33
0
0
9
53
7
11
2
18
0
5
0
5,282
Most households in 2010 w ere located along the eastern third and w estern fringe of the study
area , with the largest concentrations w ithin the extreme northwest corner and just north of the
Swedish Medical Center -Craig Hospital complex. This pattern holds true in 2035, with most of
the growth in households being east of US 85 and the railroad tracks , specifically around the
CityCenter Englew ood area . Growth is also anticipated for the land located in between West
Dartmouth Avenue. US 85 , US 285 , and the South Platte River.
The study area is home to a significant amount of employment. which is primarily aligned along
US 85 , although the T AZ w ith the highest amount of employment is the one in w hich the
Swedish Medical Center -Craig Hospital complex lies . Significant employment growth by 2035 is
e xpected for the Sw edish Medical Center -Craig Hospital area as well. along with areas around
the CityCenter Englewood and the TAZ w est of the South Platte River and north of US 285 .
27
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l !Ctt 1 fl.t.1L COUJl'100CI
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Figure 2-9.
Q City BoundlriH
D St\ldyAl'f•
2035 Daily Traffic Projections
0
1 inch • 2,000 fttt
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• • ----------------------•
Figure 2-10. Estimated Existing and Future Transit Trips and Home-based Work Transit Trips by Traffic Analys is Zone
□StudyArea
1 Inch • 4,000 feet
□stu<tyArH
1 Inch • 4 000 feet
30
Estimated Existing and Future Home-
based Work Transit Trips by TAZ
Estimated 201 0 HBW Transit Trips by TAZ
['.] o-n CJ "'" □ Study A,e,
['.], ......... ,,,.
!1tim1ted 2035 HBW Tnn1h Trips by TAZ
Ll o.2% M% □ Study ArH
['.] , .. ,. .. ,_,,,.
4,000
•--===:!Fut
1 inch • 4 000 feet
4,000
Fut
1 Inch • 4 000 feet
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Table 2-7. DRCOG Transit Total Trip Share by Traffic Analysis Zone
I
T AZ % in 2010 % in 2035 Increase TAZ % in 2010 % in 2035 Increase
1586
1595
2103
2104
2106
2107
2113
2114
2115
2116
2117
2118
2119
2120
2121
2122
t
2% l
1% I
2%
3% I
2%
2%
2% I
2%
2% I
1
2%
4%
3%
1%
2%
1%
3%
4%
2%
3%
3%
2%
5%
3%
3%
4%
3%
Source. DRCOG 2010 and 2035 Travel Demand /vlode/s
Felsburg Holt & Ul/evig
1% 2123 2%
1% 2124 1%
2125 1%
2126 2%
2127 2%
1% 2128 2%
1% 2129 1%
2130 2%
1% 2131 2%
2132 2%
2133 2%
1% 2134 2%
1% 2135 1% 1%~t 1%
2% 2137 1%
1%
31
3%
1%
1% I
3%
3%
2%
1%
3%
3%
2%
3%
3%
1%
1%
1%
1%
1%
1%
1%
1%
1%
1%
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Table 2-8 . DRCOG Transit Home-based Work Trip Share by Traffic Analysis Zone
T AZ % in 2010 % in 2035 Increase T AZ % in 2010 % in 2035 Increase
1586 5% 8 % 3% 2123 4% 6 % 2%
1595 4% 6% 2% 2124 2% 2%
2103 2% 3% 1% 2125 2% 3% 1%
2104 4% 5% 1% 2126 4% 6 % 2%
2106 2% 2% 2127 4% 6 % 2%
2107 4% 6% 2% 212 8 3% 4% 1%
2113 7% 11% 4% 2129 2% I 2%
-+
2114 5% 5% 2130 3% 5% 2%
2115 6 % 8 % 2% 2131 4% 6 % 2%
21 16 6 % 7% 1% 2132 5% 7% 2%
2117 4% 6% 2% I 2133 5% 8 % 3%
211 8 8 % 11 % 3% 2134 5% 6 % 1%
+
211 9 5% 8 % 3% 2135 2% 3% 1%
2120 6 % 8 % 2% 2136 1% 1%
2121 5% 8 % 3% 2137 3% 4% 1%
2122 4% 6% 2%
Source: DRCOG 2010 and 2035 Travel Demand M odels
Fe w TAZs e xceed 3 percent of all thei r current and future (2035) trip s by transit. The T AZ (TAZ
2118) w ith the highest e x isting and future transit percentage contains the CityCenter Englew ood
Station (4 percent existing , 5 percent in 2035), w hile other notable TAZs (T AZs 1586, 2113 , and 212)
are adjacent to the CityCenter Englewood Station or near major bu s routes .
When evaluating home-based work trips . transit percentages are significantly higher. Most T AZs
have an e x isting percentage of 3 percent or greater. and many have a percent of 6 percent or
higher by 2035 . The CityCenter Englew ood Station T AZ (T AZ 2118) and the T AZs north of the
Swedish Medical Center-Craig Hospital complex (TAZ 2116 and 2118) have the highest
percentages, with 7 to 8 percent of e x isting home-based w ork trips occurring on transit and
11 percent occurring in 2035 .
2 .1,4 Bicycles and Pedestrians
On-Street Bicycle Facilities
The study area includes many bike route s signed on local and collector level streets. as sho w n
on Figure 2-11. The only dedicated bicycle facility w ithin the study area has striped shared
bicycle and parking lanes on each side of West Oxford Avenue from South Lipan Street to South
Acoma Street. These lanes are roughly 10 feet in w idth and occasionally have small 5-foot-w ide
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raised median buffers that create a short bike-only lane protected from the adjacent travel lane .
Figure 2-11 shows these shared lanes along with local and regional bike routes traversing the
study area .
Sidewalks
The study area is well connected with sidewalks given the grid nature of the roadway network.
although many sidewalks are narrow within the older residential areas . Older portions of
neighborhoods a few blocks east and west of Broadway tend to have wider side wa lks , including
detached facilities . Analysis into missing pedestrian connections can be found in the subsequent
section that discusses deficiencies.
Shared Use Trails
Many shared use trails provide regional and local access within the study area . Fi gu re 2-11
illustrates the shared use trails within the study area in addition to the other bicycle facilities . The
Little Dry Creek Trail provides east-west connectivity along the Little Dry Creek , including access
into and through the CityCenter Englewood via wide sidewalks. The trail is one of only two non-
road w ay crossings of US 85 , and provides a connection to the Mary Carter Greenway, w hich is a
major north-south regional trail running along the South Platte River . The Mary Carter Greenway
provides a non-roadway crossing of US 285 and connects with the Bear Creek Trail that runs
west along the south side of US 285 . The Greenway also connects w ith the Big Dry Creek Trail.
which runs southeast from near Centennial Park to Littleton High School. providing a crossing of
US 85 and West Belleview Avenue and passing through Belleview Park.
Other smaller but notable trails include the Southwest Greenbelt. which is a local trail that runs
along a drainage facility through Rotolo Park, providing a pathway through an area w hose grid
road network is often interrupted by rapidly changing topographical features . The Oxford
Avenue Trail is a wide sidewalk path that runs along the north side of West Oxford Avenue from
US 85 to South Clay Street. and the Clarkson Street Trail is a discontinuous paved path along the
east side of numerous segments of South Clarkson Street between East Belleview Avenue and
the Little Dry Creek Trail. These segments of pathway link with the Belleview Avenue Trail and
Quincy Avenue Trail. both of which run eastward from South Clarkson Street to the University
Boulevard Trail. which is a major regional north-south trail.
33
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Figure 2-11. Bicycle Routes and Facilities
--Shared Ua.e Trill•
--Bike Routn
Shared Bike and
-P•klng Llinff
-Planned Ra ll Trail
Ptanned Southwnt
--GrNnbett ErteMion
Planned Protecte-d
Blkew•y
(;J City 8ound"'1H
D StvdyAtH
0 ...
NORTH 2,000
1 Inch = 2,000 feet
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Bicycle Counts
Bicycle counts. shown in Figure 2.12. were extracted from the vehicle turning movement counts,
w ith additional counts provided by the Englew ood Walk and Wheel Ma ster Plan and Program.
The se counts include bicycles on t he road way and on the sidewalk from 7 tog AM in the
morning and 4 to 6 PM in the evening . Intersections wi th Broadway, East Dartmouth Avenue, and
South Clarkson Street had the highest number of bicycle movements, w hile intersections w ith
US 85 had the least. although some bicyclists likely crossed US 85 via dirt path s along US 285
given counts at the US 285 / Inca Street intersection . The US 285 / Elati Street and Englewood
Park w ay / Inca Street intersection s also had a large number of bicycle movements during the
observation periods . The high number of movements from and onto Broadway is a bit surprising,
though Broad way offers connections to high -frequency bus routes . Numerous movements were
also observed near the CityCenter Englew ood Station .
2.2 Deflc1Anc1es
2 .2 .1 T raffle Congestion
Existing peak hour traffic conditions for at-grade crossings of US 85 (West Dartmouth Avenue
and West Oxford Avenue) are at or approaching a failing level. With US 285 having limited
access w est of US 85 , these poor operations could mean any redevelopment along US 85 could
experience difficulties accessing employment and /or shopping locations on the opposite side of
the expressway . Given increases in future daily traffic projections for these crossings. it can be
assumed that congestion at these intersections w ill only continue to worsen . Adding crossings of
US 85 could help improve access along the corridor. Specifically, improving bicycle and
pedestrian crossings and their connections could help reduce the dependency on driving to
these attractions, especially since trip distances could be shortened to acceptable levels for
travel by alternative modes .
35
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Figure 2 -12. Two-Hour AM and PM Existing Bicycle Movements
7-9AM(4-6PM) Bicycle Tuming Movement Counts
c No AM or PM 2·Hour Bicycle Movements
* = Count provided by the Walk and Wheel Master
Bicycle and Pedestrian Plan and Implementation
Program
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2 .2.2 Alternative Modes Safety Concerns
Bicycle and Large Vehicle Conflicts
Many local and regional bike routes traverse the study area on the road network without any
dedicated bicycle facilities. such as bike lanes . Furthermore. these routes occasionally overlap
and/or intersect routes used by large vehicles such as transit buses and trucks, potentially
creating safety conflicts that can lead to conditions that may deter some travelers from traveling
by bike. Figure 2-13 combines bike routes. bus travel routes , and truck routes to identify road
segments that may benefit from improved bike facilities or the possibility of redirecting a mode's
routing to avoid the conflict.
When looking at where bike routes overlap with routes of large vehicles. several locations stand
out. One of the greatest overlaps occurs along West Dartmouth Avenue between South Federal
Boulevard and South Broadway. where a bike route without striping exists and both transit buses
and trucks use this roadway for nearly its entire length. Furthermore, much of this stretch of
West Dartmouth Avenue currently has higher daily traffic volumes compared to other roadways
with an un-striped bike route . The Little Dry Creek Trail is a shared use trail running parallel to
West Dartmouth Avenue with a grade-separated crossing of US 85; however, it only runs
between Inca Street and the South Platte River .
West Oxford Avenue has a similar overlap between South Federal Boulevard and South
Broadway and also has higher existing and future projected daily traffic volumes compared to
other roadways with an un-striped bike route. However. it does have a shared bike and parking
lane along each side between South Lipan Street and South Broad way and also has the Oxford
Avenue Trail running along the north side of the roadway from US 85 to South Clay Street. Gaps
between these facilities do exist. including through the busy intersection with US 85 . The City of
Sheridan Oxford Avenue Construction project. which will begin construction in 2015, includes
construction of an 8-foot sidewalk between Federal Boulevard and Clay Street on the south side
of Oxford Avenue.
Other overlaps of notable distances include bike routes and truck routes running along :
► South Windermere Street from West Tufts Avenue to West Belleview Avenue.
► West Quincy Avenue from South Fox Street to South Broad way. and
► A bike route and transit bus route along South Elati Street from West Floyd Avenue to
West Kenyon Avenue.
Figure 2-13 highlights these overlaps. along with other sh orter overlaps not listed and crossings
of bike routes with truck routes and/or tran sit bus routes .
37
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Figure 2-13. Potential Bicycle and Pedestrian Conflict Areas
0) UgftlRollSlallona
Q ::::.!":'ftkl
• ~=~c::-:.•n
--luaRoutn
lngklwood o.r1nee1
-TrucltRoutn
Ottwr Routes llll-,Y
• • • UMCtbyTtvc:Q
Pot•ntialConfliet .A.
......... 0 ~ 2,000 (;J c..,,eouno.,...
□ Shldy AIH 1 i n ch • 2,000 feet
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Bicycle and Pedestrian Safety Hotspots
COOT provided data on crashes involving bicycles and pedestrians from 2009 through 2013 at
major intersections and along important roadway segments throughout the study area to
determine if there are any locations of concern . Any location with three or more incidents over
the five -year analysis period was flagged as a "hot spot" for possible conflicts between
motorized vehicles and bikes or pedestrians. Figure 2-13 shows these "hot spots," along with bike
routes and large vehicle routes. Table 2-9 lists the number of crashes at each location, including
the number of crashes involving bicycles and the number involving pedestrians .
Table 2-9. Bicycle/Pedestrian Crash Hot Spots
# of Crashes
Location 2009-2013
US 285 at South Broadway
US 285 near South In ca Street
US 285 east of South Log an Street
US 285 at South Ga lapago Street
West Dartmouth Avenue at the South Platte Ri ver
South Broadway at Dartmouth Avenue
South Broadway at Ke nyon Avenue
South Broadway at Oxfo rd Avenue
South Broadway at Chenango Avenue
(Bike/Ped)
8
(5/3)
6
(1/5)
6
(2/4)
4
(2/2)
3
(2/1)
3
(1/2)
3
(3/0)
3
(2/1)
3
(2/1)
A notable crash trend was found at the US 285 / South Broadway interchange, the highest
bicycle/pedestrian accident location. Based on the crash reports, four of the five crashes
involving bicyclists occurred with bicyclists traveling northbound on South Broad w ay and the
vehicle traveling eastbound on the exit ramp from US 285 to South Broadway. This pattern
suggests the bicyclists are riding on the sidewalk along the west side of South Broadway, and
vehicles e x iting the ramp do not see the bicyclists traveling in that direction.
Although there were five crashes that involved pedestrians at US 285 near South Inca Street. a
consistent pattern was not present. Because this is a busy area with significant commercial and
office land uses nearby, driver attention may be an issue. Some crashes also involved
pedestrians illegally crossing a roadway.
Lastly, nearly all bicycle crashes at intersections with South Broadway, other than US 285 ,
occurred along a b icycle route crossing of South Broadway .
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2 .2.3 Connecting Alternative Modes
Barriers to Alternative Modes
Barriers to alternative modes prevent connectivity and access. and force travelers to go out of
their w ay to make a connection . Although these barriers can be assets to the area for other
reasons such as recreation or vehicular travel. they can lead to unsafe travel or discourage the
use of alternative modes. These barriers can e xist in many forms. both natural and man-made.
Many common form s of barriers to alternative modes include limited-access high w ays.
interchanges. railroads. and bodies of water. Figure 2-14 iden t ifies barriers to bicyclists and
pedestrians within the study area .
The largest barriers in the study area are US 85 and the railroad tracks that run parallel to the
ex pressway. The railroad is grade-separated with West Dartmouth Avenue and West Oxford
Avenue. The railroad crosses over the remainder of the expressway. Railroad tracks cannot be
crossed wi t h the exception of two shared use trail crossings (one at West Dartmouth Avenue
and one near West Layton Avenue). Should any of the industrial parcels along US 85 be
redeveloped into higher density residential. especially west of US 85 , travel by alternative modes
to the LRT stations would be difficult. This is already prevalent at the interchange of US 85 and
US 285, which does not have any sidew alk or path facilities along US 285 through the
interchange, yet dirt paths have been formed by pedestrian travelers wishing to travel this route
to access commercial uses and the Engle w ood LRT station .
The other major barrier w ithin the study area is the presence of large industrial and big box land
uses. These uses, although important for employment and ta x revenue, often take up large tracts
of land that cannot be traversed because there is no public street structure connecting through
them or large areas of parking make doing so unsafe.
Other major barriers are US 285 w est of US 85 and the South Platte River . However, a number of
crossings of US 285 e x ist. and there is likely less demand for a crossing in other locations given
the industrial nature of the area along US 285 and the presence of the Broken Tee Englewood
Golf Course , which itself is a large barrier . Likewise, the South Platte River has several crossings,
including both roadway crossings and non -road w ay crossings.
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...__......., __________ ......, ___________________ ..,,;#.
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Figure 2-14. Major Barriers to Bicycle and Pedestrian Movement
CE Ught RaH s1-...
• lnt.rchange
..... CrM1 Jng of Ban5er
-FrHwayl'Exp,H1way Barrier
-Railroad/llQhtraJI Barrier
Water Barrier
e2j Largo Land UM Block
Q City Bounclari ..
O studyA,ea
0 A 2.000
1 inch • 2,000 feet
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3.0 Real Estate Market Analysis and Feasibility
Chapter 3.0 summarizes the real estate market analysis feasibility study and implementation plan
prepared as part of the Next Steps Study. Appendix B includes the full real estate feasibility
study and implementation plan .
The study team analyzed the local real estate markets and the feasibility of real estate
development for four study areas within the Englewood and Sheridan communities:
► The "North" Neighborhood (including the area east of the un line, generally west of
Delaware. north of Dartmouth, and south of Yale);
► The "West" Neighborhood (the areas in both Sheridan and Englewood, to the north of
Hampden Avenue. south of Dartmouth Avenue, and west of Santa Fe);
► The CityCenter Englewood Station area (including areas between Floyd Avenue and
Kenyon Avenue , and between the LRT line on the west and Broadway on the east);
► The "South " Neighborhood anchored by the Sheridan -Oxford Station (including areas
both north and south of Oxford Avenue, and east of the LRT line)
These areas are shown on Figure 3-1 .
•
The City of Englewood and the City of Sheridan are centered strategically in the Denver metro •
market. midway between Do w ntown Denver and some of the most rapidly revitalizing and
growing inner neighborhoods of Denver (including Washington Park. Highlands. Golden Triangle.
and others) and some of the more wealthy southern suburbs in the metro area (including
Littleton . Centennial. Cherry Hills Village . and nearby communities). Demographers and market
analysts expect the Denver metro area to continue to grow at rates far above the national
averages (percentage -wise) in terms of population and employment. over the next few decades.
Current estimates from the Metro Denver Economic Development Council project that the
overall population of the Denver-Aurora-Lakewood MSA w ill grow from around 3 million (in 2014)
to over 4 million by 2035. Projections from DRCOG indicate that a good deal of the growth (in
terms of residential development and nearby retail development that would serve residential
growth) w ill occur to the north and east of Denver. along the l-25 corridor and near Denver
International Airport. However. based on recent trends in real estate development in the region . a
good deal of the population growth and development will occur along and near the LRT lines
that serve the region . including the LRT line that connects from Denver through Englewood and
Littleton. and in "infill" areas that enjoy adjacency and proximity to the various amenities present
in the heart of the metro region .
Over the long term. the continued growth and economic strength of the Denver metro region will
translate into a strong opportunity for Engle wood and Sheridan to capitalize on their pivotal
location in the region, at the junction of major arteria ls (Hamp den Avenue. Santa Fe Drive) and
w ith the LRT line. If the community is able to work with the private sector to guide
redevelopment and create highly marketable districts and projects . The four study areas have
the potential to redevelop as office. residential. retail. and entertainment districts .
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Figure 3-1 . Focus Areas
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Over the short term , however, various site attributes of the four study areas may limit the real
estate potential of each area . Various impediments of the four study areas , in terms of limited or
insufficient access , less than ideal visibility , issues with parcel assemblage, and the overall "look"
and "feel" of the particular areas, limit the short term potential of each study area, to varying
degrees, for near-term real estate development.
The following outlines the overall conclusions of the market study and feasibility analysis for
each study area, for both short term (ne xt five years) and long term (beyond five years, and up to
20 years) perspectives .
1 North Neiqhhorhoorl B. fpc; A vRnt -1e / El. ti Stree Ar;
This area suffers from lack of visibility from the Santa Fe Drive corridor and historically has been
perceived primarily as a gritty industrial area . However, strong interest in the potential
redevelopment of the Winslow Crane parcel and adjacent parcels to the east. toward Delaware
Street could yield a successful mixed use development over the near term (within the next five
to ten years) centered on the following components:
Residential: The North Neighborhood study area could absorb several hundred residential units,
including a mixture of for-sale units (townhomes) and for-rent units (apartmen t s).
•
Retail: Given the lack of visibility from Santa Fe and other key arterials , the North Neighborhood
study area would likely be able to support only local-serving retail needs (such as a coffee shop. •
bank, hair salon , etc.) that would serve the everyday needs of residents in the study area. and
residents of adjoining areas of Denver and Englewood .
Office : Given the orientation of the study area, the North Neighborhood study area would likely
absorb only small quantities of office uses over the long term (limited to less than 20,000 square
feet [SF] in aggregate). This study area is not positioned to serve as a regional office hub, for
example, and would be a more logical location for smaller format office (including medical
office, small professional offices, etc.). The area has the potential to serve as an area for creative
employment uses, given the relative pro ximity of the area to the southern portion of the City and
County of Den ver and the access provided by the Santa Fe corridor to the larger metro area .
Office development in the North Neighborhood area may also benefit from the rapidly
escalating rent rates for office in Downtown Denver and nearby districts in the city. The North
Neighborhood area could serve as a higher quality, yet cheaper, option for smaller companies
looking to operate in a location central to the metro area .
Entertainment: Given the lack of visibility of the North Neighborhood area to major transportation
corridors and the UH, the North Neighborhood area is less likely to contain any entertainment
components (of a material size) in the future.
12 West Neigh ornood
The eastern edges of the West Neighborhood, between the South Platte River and Santa Fe
Drive , enjoy greater visibility from the LRT line and the Santa Fe corridor. and are more likely to
redevelop over the near term (next five to ten years) compared to the area west of the South
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Platte River (which is more likely to develop over a much longer time frame). The overall
redevelopment of the entire neighborhood is challenged by fragmented patterns of ownership
throughout the area and the presence of industrial and commercial uses that are unlikely to
relocate or convert to redevelopment anytime soon. The overall area west of Santa Fe Drive and
north of Hampden Avenue has a very industrial flavor. w ith a sewer plant and a wide range of
industrial uses present to the north of Dartmouth Avenue. that are not likely to change over time.
In addition . as one travels farther to the west from Santa Fe Drive. the surrounding environment is
more and more removed from the drivers of "energy" that may help to translate redevelopment
energy and buzz south from Denver (including the Santa Fe and Broadway corridor). The area to
the west of the South Platte River is surrounded by less affluent communities to the west that
are less likely to redevelop over the next few decades.
Discussions with various stakeholders in the area indicate that this part of Englew ood and
Sheridan . along and west of the South Platte River . represents some of the last areas in the heart
of the Denver metro area where larger scale commercial businesses and industrial users may
operate. As marijuana grow houses and mi xed use redevelopments have replaced traditional
industrial areas in the core of the Denver metro area over the last 10 to 15 years. the core of the
metro area now has a reduced inventory of land available for traditional commercial and
employment-driving land uses. Businesses seeking lands for operations now must look to the
fringes of the metro area (near DIA and along the I-76 and north l-25 corridors) for available
properties . Given its central location in the metro area . parts of the West neighborhood may be
best positioned to serve as higher quality employment generators for this part of the metro area
over the long term .
Retail: Overall. demand does not e x ist for larger scale additional retail square footage in this part
of the metro area , given the recent development of River Point in Sheridan and the potential
development of the Gates property at l-25 and Santa Fe Drive into some retail-related uses. Over
the near term . a mi xed use development along the west edge of Santa Fe Drive could attract a
small amount of retail uses to take advantage of adjacency to the Santa Fe corridor (including a
coffee shop. drive through uses, and other inline retail). However, the right in /right out (as
opposed to full movement) intersections along the west side of Santa Fe Drive (between
Dartmouth Avenue and Hampden Avenue) limit the potential for larger scale retail development
along the west side of Santa Fe Drive .
Residential: Over the near term. demand exists for a few hundred residential units (either
apartments or townhomes) in the area between Santa Fe and the South Platte River. assuming
that a developer could assemble a sufficient area of land / parcels to execute a viable
residential project. Residential uses wou ld not be viable in the short term . to the west of the
South Platte River . Residential development would logically proceed from east to west. from
Santa Fe Drive to the west. over time. Over the Longer term. residential uses may be viable to the
west of the South Platte River . but the feasibility analysis suggests that commercial or business
park uses may be a better use of this part of the study area. going forward .
Office I Business Park: The area between Santa Fe and the South Platte River has the potential to
absorb smaller format office uses (serving smaller tenants such as medical offices. smaller
companies, etc.) over the near term. However. at least in the near term, this area is unlikely to
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develop as a larger format office node, serving the metro area . The area to the west of the South
Platte River has the potentia l to develop as a revamped business park or similar type of
development. providing space for a variety of users. The repositioning of this part of Englewood
could help to provide additional areas for employment-generating uses in the community over
the long term.
Enterta inmen t: The development of entertainment land uses t o the west of Santa Fe Drive would
likely succeed based primarily on access from and adjacency to the Santa Fe corridor. The
market for movie theaters and similar land uses appears satisfied in the local market. over the
short term and long term. A developer could attempt t o include certain entertainment land uses
(such as a Dave and Busters or similar concepts) in this area, given its regional connectivity via
Santa Fe Drive. However, this type of land use is more likely to succeed as part of a mi xed-use
redevelopment of parts of the CityCenter Englew ood area .
33 C1tvcenter nc,lewood Area
3.3 .1 Near Term (5 -10 years)
Residential: The overall CityCenter Englewood area has the potential to support an additional
one to two apartment or condo projects (750 to 1.000 total un its)
Office : The CityCenter Englewood area has the potential to support a relatively small area of
additional office uses , geared to smaller users (medical offices, small businesses. etc.) and
encompassing no more than an additional 20 ,000 SF in aggregate.
Reta il: The overall market area centered on the CityCenter Englewood area is currently saturated
across the full spectrum of retail uses . The feasibility study suggests limited additional retail
demand over the next five to ten years .
Entertainmen t: The market area centered on the CityCenter Englewood area may support
smaller en t ertainment land uses (including a pub or sim ilar) of a few thousand square feet.
Hotel: The area around the CityCenter Englewood has the potential t o support one limited
service hotel (100 to 150 keys). such as a Hampton Inn . Holiday Inn Express. etc.
3.3.2 Long Term (10 Years-Plus )
Res idential: Over the longer term. the CityCenter Englewood area has the potential to support a
few thousand additional residential units (apartment or condo) depending on how potential
redevelopment scenarios move forward (in terms of density and orientation).
Office : Lon g er term, the CityCenter Englewood area has the potential to emerge as a sub-
regional node of office development of a few hundred thousand square feet. This level of office
development could encompass a handful of larger scale corporate offices. Office development
in the CityCenter Englewood area would move forward most likely in a scenario in which the
CityCenter Englewood was repositioned as a higher quality mixed use redevelopment or district
(similar to Belmar in Lakewood). Given the access. the area enj oys to the great er met ro area (in
terms of not only arterials such as Hampden Avenue and San t a Fe Drive , but also from the UH
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system), the CityCenter Englewood area could evolve into a key office and employment node of
a few hundred thousand square feet. over the longer term . This level of office development
could encompass a handful of larger scale corporate offices. Office development in the
CityCenter Englewood area would move forward most likely in a scenario in which CityCenter
Englewood is repositioned as a higher quality mixed use redevelopment or district (similar to
Belmar, in particular).
In addition to a larger scale repositioning of the overall CityCenter Englewood area, this change
would also require development of larger areas south of Hampden Avenue .
Entertainment: Over the longer term, the CityCenter Englewood could include some
entertainment uses that may draw from a regional or sub-regional audience. including concepts
such as a Gameworks, Lucky Strikes, or similar entertainment concepts (similar to Dave and
Busters) that combine food service and drinking options with entertainment components (such
as golf, bowling, etc.). The area south of Hampden Avenue, given the larger parcel areas
available for redevelopment. could also accommodate larger format entertainment uses serving
a regional market (such as a regional youth sports center combined with food and beverage
options. or larger format "concepts" such as Top Golf, etc.).
3LJ. So , h N@1gnoorhood -SnPr1dan -Oxford Station Area
The presence of the UH line impedes visibility of this study area from the Santa Fe corridor. In
addition , discussions with stakeholders indicate that the Meadow Gold dairy and other uses to
the north of Oxford Avenue are unlikely to change over the near to mid term. Therefore, the
focus of the real estate feasibility analysis was on properties to the south of Oxford Avenue, and
east of the LRT line . The following outlines the potential for various real estate types in this area
around the Sheridan -Oxford Station :
Residential The study area south of Oxford Avenue has the potential to support up to 1.000
residential units (town home or apartment) longer term as part of two or three different projects.
These units would likely be oriented as part of "mi xed use" developments incorporating a small
amount of retail uses as well.
Office : This study area has limited potential for smaller format office uses of no more than 10,000
SF in total and focused on smaller format offices for local tenants (including medical offices or
smaller companies). The study area enjoys access via the Santa Fe corridor to the larger metro
area . However, the Sheridan -Oxford Station area is not centrally located at the junction of two
key arterials (as is the case at Hampden Avenue). While this area may support a small collection
of offices, integrated into a mixed use orientation , it is unlikely to develop into a larger scale
"node" of office development. It is likely that office demand in the Sheridan -Oxford Station area
would result over the longer term (10 years plus) given that the character of the area would need
to materially change to attract a sizeable number of potential office users. The most likely
scenario for the Sheridan -Oxford Station area would involve residential development moving
forward initially, followed by office development in later stages.
Retail: Given the lack of visibility of the Sheridan -Oxford Station area from the Santa Fe corridor,
this area is unlikely to attract a sizeable component of retail development. Any retail
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development in this area would be local serving (such as a coffee shop, dry cleaner, etc.) and
would likely serve only the residents of the immediate area. east of Santa Fe . Total retail demand
in this area would likely not e xceed 20,000 SF in aggregate. Retail development is more likely in
the Sheridan -Oxford Station area over the longer term (beyond five to ten years), after initial
residential developments move forward and materially change the character of this study area .
En terta inmen t: Given the lack of visibility of the study area to the Santa Fe corridor, this study
area is unlikely to develop entertainment components over either the short term or the long
term.
~ 1, Im fem ntati n
There are differing development and implementation strategies for the four areas with varying
levels of public investment needed, depending on market timing and developer interest.
► The primary development opportunity at the Bates Avenue / Elati Street area would
require a private joint venture with the family owning the land . The biggest challenge in
this area is lack of visibility and connectivity to transit lines and stations . The suggested
public and transportation improvements focusing on this area . particularly any around
Dartmouth Avenue . should be timed w ith new development activity in this area.
► While both Sheridan and Engle w ood have indicated a long-term desire to see the West
•
neighborhood transition to a more mi xe d use community. there are critical infrastructure •
challenges. A cross-jurisdictional subarea plan for this area is recommended, recognizing
the important role of industrial as we ll as better connections to the South Platte River .
Public infrastructure is a challenge in this area . Working with the Urban Drainage and
Flood Control District. ex ploring special district tools for side wa lk and street
improvements. and prioritizing capital improvements through each City's Capital
Improvement Plan would be necessary to address these critical issues and make the area
more attractive for development.
► In the CityCenter Englewood area , interviews with major businesses and other
stakeholders in the area indicated a strong interest in revitalizing the core CityCenter
Englewood area. Recommendations include developing a detailed vision with these
property owners focused on creating additional density in critical locations and
addressing the legal agreements currently in place so as to not inhibit change . A potential
tool to help finance necessary public improvements would be the creation of a
Do w ntown Development Authority (DDA) to help generate Ta x Increment Financing (TIF).
► At the Oxford Station , a developer is leading land use change on the south side of Oxford .
Working with property owners on developing shared parking south of the station as well
as better connections through a General Improvement District and prioritizing the Rail
Trail connection in this area . would help catalyze development south of Oxford Avenue
more quickly.
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4.0 Environmental Overview
This chapter summarizes the existing environmental conditions for several priority resources
within the study area (Figu re 4 -1) and summarizes additional resource assessment needs that
could be required during any future project-level analysis. The environmental overview was
conducted to identify potential environmental issues that could influence any future
transportation improvements, such as the type, location. or design of improvements
recommended as part of this study.
4 1 n //ronment ,-us Studv ArPas
Sect ion 1.1 describes the study area for this project. Environmental resources were analyzed
within five environment al Focus Study Areas based on the main transportation infrastructure
study elements. including the protected bikeway loop, ra il t rail, Southwest Greenbelt Trail and
Extension , Floyd Avenue Extension/ CityCenter Englewood Station. and the Sheridan -Oxford
Avenue Station (Append ix C). Table 4-1 defines the Focus Study Area buffers. The Focus Study
Areas represent the areas surrounding the proposed improvements that could have direct or
indirect impacts during any future construction activities (Figure 2-14 ).
Table4-1. Environmental Focus Study Areas
Focus Study Area Study Area Buffer
Bikew ay Loop Adjacent parcels
Floy d Avenue Exten sion / CityCenter 500 f eet -Flo y d Avenue Exten sion
Englew ood Station CityC enter -0 .25 mile
Rai l Trail 50 0 feet ea st of the existing rail
Sheridan -Oxford Station 0 .25 mile radius
Southw est Greenbelt Trail and Extension Adj acent parcels
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Figure 4-1. Environmental Focus Study Areas
CE Ught Ra i l Station
-..-Rivers/Streams
Q City Boundarleo
□ Rail Tr-all Study Area
D City Ctnttr Station and
Floyd Ave Study Aru
□ Oxford LRT Study Area
Protected B ikeway
Study Area
D Southwes t GrNnbelt
StudyAru D Overall Study Area
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4?. Anr1lysis Methods
Ex isting conditions were assessed by conducting a desktop revie w of information for several
priority resources , including previous studies, geographic information system (GIS) data, and
other available information from relevant agencies, such as the City of Englew ood and the
US Fish and Wildlife Service (USFWS) (Figures C-1. C-2, C-3, C-4, C-5, C-6, C-7, C-8, C-g, and
C-10 in Appendix C). Priority resources include those that can potentially affect any future
alternati v es development and selection process , including :
► Park s and Recreational Resources
► Historic Resource s
► Hazardous Materials
► Waters of the US /Wetlands
► Threatened/Endangered Species and Migratory Birds
► Floodplains/Water Quality
Future resources analysis needs w ill depend on the type of transportation improvements and
funding sources and will need to be determined at the project-level stage. Other resources that
were not considered at this planning-level stage but may require future inventory and analysis at
the project-level include air quality, noise, vegetation/noxious weeds, social resources (including
environmentaljustice), and archaeological/paleontological resources.
':/ Parks and Recrea 1onal Resources
Parks and recreational resources are important community facilities that warrant consideration
early in the planning process, specifically when a project has federal agency involvement. These
resources include parks, trails, and open space areas that offer opportunities for recreation ,
including both passive and active activities.
Information was collected about exis ting and planned parks and recreational resources within
the Focus Study Areas by reviewing GIS data and parks and recreation master plans . Additional
details about parks and recreation resources, such as ownership, size , and amenities, were
obtained from accessing the City of Englewood and City of Sheridan websites in
November 2014 . The following documents were reviewed :
► City of Englewood Parks and Recreation Master Plan (City of Englewood, 2006)
► South Suburban Parks and Recrea tion Website (2014)
4.3.1 Findings
Table 4-2 ide ntifies parks and recreational resources . Section 2.1,4 discusses in detail bicycle and
pedestrian trail facilities , including Little Dry Creek Trail. Mary Carter Greenway, Bear Creek Trail.
Southwest Greenbelt Trail. Oxford Avenue Trail. and Clarkson Street Trail.
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Table 4-2. Park and Recreational Resources
Resource Name Location Description Resource Type Managed by
Focus Study Area: Protected Bikeway
Broken Tee Golf North of Oxford Amenities : Public Golf Cit y of
Course 1 Av enue/West of Open y ear-round, driv ing Course Engle w ood
Santa Fe Dri v e range / practi c e area , Parks and
Address: 2101 W . 18 -hole golf course Recreat ion
Oxford Av enue
Hosanna Athletic Adjacent to Size : 18 .21 acres Sports Complex City of
Complex1 Englew ood High Amenities : Engle w ood and
School Ba seball / softball field , Engle w ood
Address : 3750 S. t w o soccer / football School District
Logan Street fields , 8 tennis courts with (tennis courts)
lights , restrooms. off-street
parking, and concessions.
Adj acent to Little Dry Creek
greenbelt.
Sheridan 3325 W . Oxford Amenities : Community Park South Suburban
Communit y Park2 Avenue Tennis courts, basketball/ Parks and
multi-purpose court. skate Recreation
park . baseball / softball
field, soccer field , picnic
shelter, restrooms. minor
trails .
Little Dry Creek North side of Hosanna Size : 1420 acres Visual Green City of
Open Space1 Athletic Complex Space Englewood
Parks and
Recreation
Cushing Park1 South of Dartmouth Size : 11.15 acres Community Park City of
I Ave. and Eas t of Ameni tie s: 1 Englewood
Existing LRT Line Picnic areas, tw o picnic Parks and
Address: 700 W . shelters, one playground. Recreation
Dartmouth Av enue informal baseball/softball
field. basketball court,
horseshoe pits, multi-
purpose playfield,
skateboard park, limited
bicycle / pedestrian path,
off-street parking ,
restrooms . Li ttle Dry Creek
trail runs throug h the p ark.
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Resource Name Location Description Resource Type Managed by
Englewood
Recreation Ce nter
Cushing Park'
Mary Carter
Greenway/South
Platte River Trail
Englew ood
Recreation Center
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1155 W . Oxford
Avenue
South of Dartmouth
Ave. and East of
Existing LRT Line
Address : 700 W .
Dartmouth Avenue
[ Amenities:
Ind oor track. swimming
pool. g y mnas ium. sand
I volley ball courts.
ra c quetball courts.
cardiovascular train ing
area. and weight training
area .
Focus Study Area : Rail Trail
Size : 11.15 acres
1 Amenities:
Picnic areas. t wo picnic
shelters. one playgro und .
informal ba seba ll / so ftball
field. basketball court.
1 horseshoe pits. multi-
purpose playfield .
shuffleboard court s.
skateboard park. limited
bicycle / pedestrian path .
off-street parking,
restrooms . Little Dry Creek
trail runs through the park .
Recreation
Center
Community Park
Focus Study Area : Floyd Avenue Extension/CityCenter Englewood Station
N / A An eight miles multi -use Multi-use Trail
trail along the South Platte
Ri ve r from Chatfield State
Park to the City of
Englewood
Amenities :
Whitewater facility along
the South Platter Ri v er .
Bicycle / pedestrian
concrete trail and adjacent
crusher fines trail.
Parking facilities .
Focus Study Area : Sheridan -Oxford Station
1155 W . Oxford
Avenue
Amenities :
Indoor track. swimming
pool. g y mnasium. sand
vo lleyball courts.
racquetball courts.
cardiovasc ular training
area. and wei ght training
area .
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Recreation
Center
City of
Englew ood
Parks and
Recreation
City of
Englewood
Parks and
Recreat io n
South Suburban
Park Foundation
City of
Englewood
Parks and
Recreation
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Resource Name Location Description Resource Type Managed by
Focus Study Area : Southwest Greenbelt Trail and Extension
Jason Park' 4299 S. Jason Street Si ze : 8.11 acres Neighborhood
Rotolo Park' 4401 S. Huron Street
Southwest Rotolo Park to
Greenbelt and Trail' S. Cherokee Street
City of Englewood. 2006
Amenities : Park
Basketball court. soccer
field, multi-purpose
play field, baseball /
softball field, playground.
picnic she lter, restrooms,
off-str eet parking ,
designated off-leash dog
area .
Size: 3.25 acres
Amenities:
Picnic tables. baseball /
softball field. multi-
purpose playfield wi th out
goal. pla yground, and
restrooms . Co nnects to
So uthwest Greenbelt.
Size : 5.51 acres
Amen iti es :
Bicycle / pedestrian p ath .
picnic t ables. sca ttered
benches. Trail through
Rotolo Park -extends to
S. Cherokee Street.
Neighborhood
Park
Op e n Space/
Local Trail
South Suburb an Parks and Recrea t ion Website
4,3.2 Next Steps
City of
Engle w ood
Parks and
Recreation
Ci t y of
Englewood
Parks and
Recreation
City of
Englewood
Parks and
Recreation
Future projects could require an additional evaluation for parks and recreational resources ,
including a Section 4(f) evaluation and Section 6(f) evaluation . which are described below.
Additionally . the park boundaries and amenities for the resources identified in Table 4-2 should
be verified during any future project-level analysis .
Section 4(f) Evaluation
Section 4(f) resources are protected under the US Department of Transportation Act (DOT Act).
as defined in 23 Code of Federal Regulations 774 and include publicly-owned parks . recreational
areas , wild life and waterfowl refuges . or public and private historical sites .
If any future project with federal funding involves the use of a Section 4(f) property, then a
Section 4(f) evaluation would be required for that particular resource .
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Section 6(f) Evaluation
Section 6(f) resources include land or facilities that have been purchased or improved with Land
and Water Conservation Funds (L WCFl. Section 6(f) would apply to all transportation projects
involving possible conversions of any Section 6(f) land or facility and would need to be
considered for any projects with CDOT involvement (including oversight).
4.4 Hts 1c Resourcps
Historic resources include buildings, bridges, railroads, roads. and other structures that are at
least 50 years old (45 years old for transportation projects). Resources that meet this age-
eligibility criteria are potentially eligible to be included on the National Register of His toric Places
(NRHP). The Arapahoe County Assessor's Office database was reviewed to determine w hether
parcels within the environmental Focus Study Areas contain st ructures that meet the minimum
age requirement of 45 years old. This study did not include a COMPASS database search (Office
of Archaeology and Historic Preservation).
4,4.1 Findings
Table 4-3 summarizes the number of parcels within the Focus Study Areas (defined in
Sect ion 4.1) that have structures that meet the minimum age-eligibility requirement of 45 years
o ld .
Table 4-3. Number of Parcels w ith Structures 45 Years Old or Greater
Focus Study Area
Floyd Avenue Exten sion/CityCenter Englewood
Station
Bikeway Loop
Sh e rid an -Oxford Station
Rail Trail
Southwest Greenbelt Trail and Extension
Number of Parcels
83
234
64
87
102
Tab le C-1 in Append ix C includes address information for parcels with buildings that meet the
minimum age-eligibility requirement of 45 years old and considered potentially eligible to the
NRHP.
4,4.2 Next Steps
Any future projects with federal funding or federal agency involvement w ould require
compliance with Section 106 of the National Historic Preservation Act (NHPA), which requires the
consideration of the effects of their undertakings upon significant NRHP-listed or eligible historic
properties . Section 106 of the NHPA. as amended, requires federal agencies to: identify historic
properties, evaluate effects to those properties, and develop mitigation for adverse effects to
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properties. The process involves consultation with the State Historic Preservation Officer (SHPO)
and other interested parties, known as consulting parties .
Any future project would require a review of the COMPASS database to determine whether
previously determined eligible or listed historic properties are present. Any future project would
also require a field assessment. Also, if a Clean Water Act (CW A) Section 404 permit is required
for any future project. a Section 106 clearance is also required before a permit can be issued .
d Ii Hazardous Matenats
This hazardous materials overview includes a review of sites wi thin the Focus Study Areas
(Figure 4.1) with known (current and historic) soil and/or groundwater contam in ation, w hich are
distinguished as sites with recognized environmental conditions (RE Cs). The American Society
for Testing and Materials (ASTM) Standard 1527-13 defines RECs as : " ... the presence or likely
presence of any hazardous substances or petroleum products on a property under conditions
that indicate an existing release, a past release, or a material threat of a release of any hazardous
substances or petroleum products into structures on the property or into the ground,
groundwater, or surface water of the property ." When potential regulated materials concerns
could not be confirmed without additional inspection or investigation, the sites are distinguished
as sites with potential RECs.
•
Sites with known or potential RECs include facilities with indications of an existing release, past •
release. or material threat of a release of any regulated materials into the ground (soil),
groundwater, or surface water: the possibility of migration from the contaminant source: and the
potential to present a materials management and/or work health and safety issue during the
construction of any future project. Examples include:
► Sites with reported hazardous materials releases, such as National Priorities List (NPU,
Resource Conservation and Recovery Act (RCRA) Corrective Action (CORRACT S),
Comprehensive Environmental Response, Compensation, and Liability Information
System (CERCLIS), and Voluntary Clean Up (VCUP)
► Mine, landfill (LF), or solid waste disposal facility (SWF) sites , RCRA large-quantity
generator (LOG) sites, RCRA small-quantity hazardous was te generator (SOG) wi th
reported violations
► Facilities w ith active/closed lea king underground storage tanks (LUSTs)
The methodology used to identify sites with potential hazardous materials concerns included
reviewing previous studies conducted by the City of Englewood in the vicinity of the study area
(E-21 Engineering Inc. and Major Environmental Services, Inc. 2003a: 2003b; 2003c) and a review
of previously collected local. state, and federal environmental agency databases obtained from
Satisfi, Inc .
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4.5.1 Findings
The review identified total of 120 sites with RECs or potential RECs within the study area
(Table C-2 in Appendix C). Most of these are associated with LUST. RCRA CORRACTS , and VCUP
sites .
Hazardous materials are most likely to be encountered during ground-disturbing activities near
sites with recognized or potential environmental conditions. LUST sites that are closed still have
the potential to have residual contamination present and should be investigated more
thoroughly during any future project. Additionally , any development along the South Platte River
has the potential to encounter landfill materials from historic in-filling along the banks of the river
over time .
4,5.2 Next Steps
All hazardous materials sites located within the environmental Focus Study Areas (defined in
Section 4.1) have the potential to present a materials management and worker health and safety
issue during future construction . This overview was prepared with a level of detail appropriate
for the development and screening of future design alternatives . During any future project
development, a formal hazardous materials assessment, including site verification , to identify any
hazardous materials issues would be required . The purpose of conducting a more detailed
hazardous materials assessment is to provide information needed to plan for known and
potential hazardous issues and assist with future avoidance options or material management /
mitigation measures that may be required during construction .
4 6 Waters of the lJ /Wetland.
Waters of the United States (WUS), including wetlands , are protected under Section 404 of the
CWA (33 United States Code [USC] 1344). The US Army Corps of Engineers (USACE) defines
WUS as all navigable waters and their tributaries, all interstate waters and their tributaries, all
wetlands adjacent to these waters, and all impoundments of these waters. The USACE definition
does not include wetlands that lack a surface connection to and , therefore. are isolated from ,
regulated waters. However, isolated wetlands are protected under Executive Order 11990
Protection of Wetlands (Environmental Protection Agency, 1977). Wetlands. as defined by the
USACE , include:
"those areas inundated or saturated by surface or groundwater at a frequency and
duration sufficient to support and under normal circumstances do support. a
prevalence of vegetation typically adapted for life in saturated soil conditions ."
Potential wetlands were identified through a review of the US Geological Survey (USGS) National
Hydrological Dataset. The initial purpose of this review was to identify areas of known surface
water, including streams. ditches, ponds, and lakes that would be areas containing potential
wetlands or open water that would be considered WUS. The USFWS National Wetlands
Inventory (NWI) was also reviewed to identify any specific locations of wetlands within the Focus
Study Areas (defined in Section 4.1) .
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4.6 .1 Findings
T able 4-4 identifies potential wetlands and WUS .
T able 4-4 . Poten ti al Wetlands and Waters of the US within the Focus Study Areas
Focus Study Area
Floyd Avenue Exten sion/CityCenter
Englewood Station
Bikeway Loop
. -..
Potential w etlands are associated with the South
Platte River at Floyd Avenue Extension over the
South Platte River.
Potential w etlands are associated with Little Dry
Creek at the crossing of South Clarkson Street.
and the South Platte River along Oxford Avenue.
Also . potential wetlands are associated with a
private property in the southeast corner of
Hampden Avenue and South Clarkson Street.
No potential wetlands were identified in the Rail Trail, Oxford Avenue LRT Station . and
Southwest Greenbelt Trail Extension Focus Study Areas . Additional areas with potential wetlands
and WUS in the vicinity of the transportation improvements include Big Dry Creek and the City
Ditch .
4 .6.2 Next Steps
Any future project. regardless of funding source or other agency involvement (i.e .. FHW A/
CDOT / Federal Transit Administration [FTA]) would require a formal wetland delineation to verify
the accuracy of the WUS/wetland resource areas identified through the GIS mapping
assessment and identify any additional WUS/wetlands within the Focus Study Areas that may
not have been identified as part of the preliminary desktop assessment.
7 Thrt c1tenee1/1=ndanaered ec1es an Mtali. o,y Birds
Federally listed threatened and endangered species are protected under the Endangered
Species Ac t (ESA) (16 USC 1531 et seq.). Under Secti o n 7 of the ESA a consu ltat ion and clearance
process with the USFWS is required if federally listed species or its habitat will be affected by
project activities . A preliminary assessment was conducted to identify potential habitat for
federally listed species within the Focus Study Areas (Figure 4 -1). The prelim inary assessment
included collecting data from the USFWS Information. Planning. and Conservation System (IPAC)
to identify any pot ential species within the Focus Study Areas . A detailed habitat evaluation was
not performed as part of this assessment.
4 .7.1 Findings
Table 4-5 lists threatened and endangered species located in Arapahoe County and potentially
within all Focus Study Areas.
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Table 4 -5 . Th reatened/Endangered Species Located in Arapahoe County
Name
Preble's meadow jumping
mouse (PMJM)
(Zapus hudsonius preb!e1)
Interior least tern
(Sterna antt!!arum
atha!assos)
Mex ican spotted owl
(Strix occ1denta!is !ucida)
Piping plover
( Charadrius me!odus)
Whooping crane
( Grus Americana)
Pallid sturgeon
(Scaphirhynchus a/bus)
Ute ladies '-tresses orchid
(Spiranthes dtfuvia!is)
Western prairie fringed
orchid
(P!atanthera praec!ara)
Status
T
E
T
T
E
E
T
T
Descript ion
Mammals
Inhab its riparian areas near standing or running water
in low land areas that are dominated by forested
wetlands, shrub dominated wetlands, and grass/forb
dominated w etlands between 4 ,000 and 8,000 ft in
elevation. The project area is located in the Block
Clearance Zone for PMJM in the Denver metro area .
Birds
Water depletions in the South Platte River may affect
the species and/or critical habitat in downstream
reaches of the Platte River in other states.
Nest in steep canyons with dense stands of large
ponderosa pine or pinyon-juniper wi th Dougla s-fir.
and in mature to old-growth mi xe d-conifer forest wi th
high canopy closure and open understory. Favored
I stands generally are multi-storied , w ith snags and
downed logs .
' Water depletions in the South Platte River may affect
the species and/or critical habitat in downstream
reaches of the Platte River in other states .
I Water depletions in the South Platte River may affect
the species and/ or critical habitat in downstream
reaches of the Platte River in other states.
Fish
I Water depletions in the South Platte River may affect
the species and/or critical hab itat in downstream
reaches of the Platte River in other states.
Plants
Occurs along riparian edges, grave l bars , old ox bows.
high flow channels, and moist to wet meadows along l perennial streams.
Water depletions in the South Platte River may affect the
species and/or critical habitat in dow nstream reaches of
the Platte River in other states .
T • Threatened Species; E = Endangered Species
Source: USFWS, IPAC , 2013. Accessed January 1. 2014.
Natural Dive rsi t y Information Source -Colorado Parks and Wildlife (http:/ /ndis .nrel.colorado .ede), accessed
Janua ry 1. 2014 .
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Migratory birds. including raptors . are protected under the Migratory Bird Treaty Act (MBTA)
(16 USC§§ 703 -712). The MBTA also provides protection for the eggs and active nests of
migratory birds. The MBTA prohibits activities that may harm or harass migratory birds during the
nesting and breeding season . This includes the removal of active nests , which could result in the
loss of eggs or young . The environmental overview did not include a detailed habitat evaluation
for migratory birds. However. suitable migratory bird habitat may be present.
4,7.2 Next Steps
Any future project. regardless of funding sources and agency involvement (i .e ., FHW A/ COOT /
FTA) would require an updated revie w of threatened /endangered species. a field survey within
the Focus Study Areas , and the completion of a coordination and clearance process with the
USFWS .
Projects wi th COOT involvement (including oversight) would also be required to consult with the
Colorado Parks and Wildlife on any project affecting streams . stream banks. and any tributaries
under Colorado Senate Bill 40 (SB 40). A programmatic SB 40 certification process and
documentation or formal SB 40 certification process and documentation would be required .
depending on the level of impact from any future projects.
Migratory Birds
Field surveys would be required to identify locations of any nests before construction of any
future project. regardless of funding source or agency involvement (i .e .. FHWA/COOT) .
.d rloodplains ana w'a er Uu I y
Major floodplains were analyzed for the Focus Study Areas . Floodplains were identified by
reviewing Federal Emergency Management Agency (FEMA) Flood Insurance Rate Maps (FIRM)
for the study area. Floodplains in the study area have one or more of the following flood zone
designations :
► Zone AE corresponds to the 1-percent-annual-chance (100-year) flood hazard area where
a detailed study has occurred and base flood elevations (BFEs) have been determined.
► Floodway corresponds to the channel of the stream. plus any adjacent floodplain areas ,
that must be kept free of encroachment so that the 100-year flood can be carried wi thout
substantial increases in the flood heights . In Colorado, that increase is defined as a
maximum of 0 .5 feet.
► Zone X corresponds to areas outside the 0 .2-percent-annual-chance (500-year)
floodplain. areas within the 500-year floodplain, areas of 100-year flooding w here
average depths are less than 1 foot. areas of 100-year flooding where the contributing
drainage area is less than 1 square mile. and areas protected from the 100-year flood by
levees. No BFEs or base flood depths are shown within this zone .
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4.8.1 Findings
Table 4-6 and Figure C-11 in Appendix C identify drainageways with FEMA designated
floodplains in the study area .
Table 4-6. FEMA Designated Floodplains in the Study Area
Drainage way
South Platte Riv er
Little Dry Creek
Big Dr y Creek
4,8.2 Water Quality
ZoneAE
Zone X
ZoneAE
Floodw ay
Zone X
Zone AE
Floodw ay
Zone X
Description
This study did not assess water quality conditions associated with the South Platte River, Bear
Creek, Big Dry Creek, and Little Dry Creek. Water resources are managed through federal. state,
and local regulations that establish the standards and management actions necessary to protect
the water quality. The Colorado Department of Public Health and Environment (CDPHE) Water
Quality Control Commission (WOCC) has the authority to establish and enforce water quality
standards within the state. The primary water quality concern associated with transportation
infrastructure results from the discharge of stormwater to receiving waters.
Next Steps
Any future project. regardless of funding sources and agency involvement (i.e ., FHWA/ CDOT /
FT A), that involves work within the floodplains of the South Platte River, Bear Creek, Little Dry
Creek. and Big Dry Creek will require an assessment of potential floodplain impacts.
If the affected drainageway has a floodplain and floodway, impacts to the floodplain can be
incorporated without triggering the Conditional Letter of Map Revision (CLOMR)lletter of Map
Revision (LOMR) process. However, any impacts to the floodway will require analysis at the
project-level to determine if a "no rise" condition can be achieved . A "no rise " condition means
that there is a o .oo foot rise in the water surface elevations when comparing the existing
conditions to proposed conditions. If a "no rise" condition cannot be achieved , the CLOMR/LOMR
process will be triggered . If the affected drainageway has a floodplain but no floodway,
relatively small impacts to the floodplain may be incorporated without triggering the
CLOMR/LOMR process, but the drainageway will need to be analyzed at the project level to
determine the impacts .
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Additionally. if any proposed work associated with future projects occurs in an e xisting surface
water resource. such as the South Platte River. Bear Creek, Little Dry Creek. or Big Dry Creek. a
w ater quality assessment and coordination w ith the CDPHE will be necessary.
4-a Other Resources
Future environmental resource analysis needs are dependent on project funding sources and
individual project characteristics and may include:
► A project noise analysis following relevant methods (e .g ., FTA or FHWA)
► A project air quality analysis following relevant methods (e .g .. FT A or FHW A)
► An evaluation of minority and lo w-income populations (i.e ., environmentaljustice
populations)
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5.0 Transportation Improvements Analysis
Chapter 5.0 describes the development. evaluation, and conceptual engineering design of
alternatives for transportation improvements in the study area . Included in the alternatives
development and evaluation process were public involvement and outreach efforts with the
cities of Englewood and Sheridan and with local businesses and neighborhoods. Ch apter 7,0
summarizes the community engagement activities conducted for this project.
Alternatives n vela rYJen
5.1.1 Prev iou sly Proposed Proj ec ts
The alternatives development began with the identification of seven multimodal transportation
infrastructure projects recommended in the Englewood Light Rail Comdor Station Area Master
Plan (City of Englewood, 2013), and those the cities of Englewood and Sheridan had previously
identified (Figure 5-1, Figure 5-2. Figure 5-3 , and Figure 5-4), including :
► Rail Trail (Big Dry Creek Trail Connection to Bates Avenue)
• Constructing a 10-foot-wide multi-use bicycle/pedestrian trail with bridges over
Oxford Avenue, Hampden Avenue, and Dartmouth Avenue
► Oxford Avenue, Dartmouth Avenue, Clarkson Street Separated Bikeway Loop
• Constructing a bi-directional 6-to 8-foot-wide protected bikeway along Dartmouth
Avenue from Inca Street to Clarkson Street. Clarkson Street from Dartmouth Avenue
to Oxford Avenue, and Oxford Avenue from Clarkson Street to Irving Street
► Southwest Greenbelt Trail Improvements
• Reconstructing the existing 8-foot-wide asphalt trail in Rotolo Park from Cherokee
Street to Huron Street with a 10-foot-wide multi-use trail and constructing a new
10-foot-wide multi -use trail from Huron Street to the Rail Trail
► Englewood Parkway Extension and Bus Transfer /Piazza Redesign
• Extending the 29-foot-wide Englewood Parkway roadway (two 12-foot through lanes
with 2.5-foot curb and gutter) and associated bus transfer/pedestrian piazza from Inca
Street to the CityCenter Englewood access road
► CityCenter Englewood Station Platform Shelter
• Reconstructing the CityCenter Englewood Station Platform Shelter
► Floyd Avenue Extension (Inca Street to Zuni Street)
• Extending the 59-foot-wide Floyd Avenue roadway and associated bicycle and
pedestrian improvements (two 12-foot through lanes with 2.5-foot curb and gutter,
10-foot sidewalk, and 5-foot bicycle lanes) from Inca Street to Zuni Street with grade
separated crossings of the LRT tracks, CML railroad tracks, US 85 (Santa Fe Drive). and
the South Platte River .
► Sheridan -Oxford Station Connection
• Constructing a 12-foot-wide pedestrian grade-separated crossing of the LRT tracks.
CML railroad tracks, and US 85 (Santa Fe Drive) at the Sheridan -Oxford Station .
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Figure 5-1. Previously Proposed Projects
LEGEN D
aJ I.Jvht Rall St1tion1 -Railroad• V Clly BoundarlH
RecreaUonal RtsourcH
Proposed Transportation Improvements
Separated Blkeway
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Figure 5-2. Previously Proposed Projects and Complementary Transportation Improvements -CityCenter
Englewood Station Area
LE GEN D
Ql ......... .._,_.......,
0
Loop Bikeway
-A•UTrell
-Fk,yd Av•nu• E•tenalon
-Englewood Ctty C♦nlff St•tion Platform
-Eng...,_,ood P•rkw•y/Bus Tr•nsfet/P~H Aedu'9n
Potential Complementary Improvements
11 1111 1 Enttewood City C.nt.,. Station P~tri ■n Bridg• or Tunnel
FIOyd Avenue (Sh...-man to f]all} Bicyci./PedHtritin
Elatl Strffl (KenYotl to fktyd) BkyeM/P~strlan
D•rtmouth Avenue (Inca to '~•It alkeway
LltU• 0ty Cree" Ttall ConttKtlon 8k:ycte/P.ciHtri1n lmp,n)YfffltJnlt
-D•rt.mouth Aven~ {South PSat10 River Or to Zuni Aeceu)
("•: Hampdffl AYenl.Mtshos.hoM Stffft lntertec:Uon
"'o•• US 15/D•rtrnouth Annue lnlenKllon
btttNn AvenU41/lt1ca StTfft Blcyca.1Ptde1trl■n
Ha!Ntton Sndga Blcycla/P_.,lrlan
Place or FIOyd Annu.
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Figure 5-3. Previously Proposed Projects and Complementary Transportation Improvements -Sheridan -
Oxford Station Area
LEGEN D
CE Light tbil StlldCM'I• -lltailroad•
Proposed TransportaUon lmprovemenls
t..oep eu, •• .,.
-R•IITraH
-Odord StatJon P.o.st,lan Brid~ o, Tl.tftnet
Potentia l Complementary Improvement s
UIIIII City Ditch Pedettrh 1n/Bk;ycle
Alver Pokit Parllway IS f>f atte River Trell 10 Odord A .. ) 8kycle
M anarield Av.nu. Bl k• ~
.••••. US W Oiford Aven1.1t lnttt'Mctlon
'-,,, .. • O•fo«J A,...n\MI/N l'lajo StrMt lnt ornctlon
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Figure 5-4. Previously Proposed Projects and Complementary Transportation Improvements -South of
Oxford Avenue
Cl] Light Rall Station• -Railroad•
Recreational RNOUKH
Proposed Transportation Improvements
Loop Blkeway
-RallTrall
-Southwest Greenbelt Extension
Potential Complementary Improvements
11 11111 Qui ncy/City Ditch/Stanford Pedestrian/Bicycle
Wlndennare Street Shared Use Path
Tults Avenue (Navafo to Rall Trail) Bicycle/Pedestrian
Union Avenue (Federal lo Centennial Park) Bicycle/Pedestrian
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5.1.2 Potential Complementary Transportation Improvements
In addition to the previously identified planned alternatives , an analysis was conducted to
identify additional transportation improvements that could complement the existing
transportation system or the previously proposed projects. This analysis is based on specifically
improving bicycle and pedestrian connectivity to the CityCenter Englewood Station and the
Sheridan -Oxford Station and on addressing traffic congestion and safety conflicts to improve
vehicle and bus access to the stations . Consequently, the previously proposed projects were
supplemented with 24 potential Complementary Transportation Improvements (Table 5-1 and
Figure 5-1, Figure 5-2 . Fi gure 5-3, and Figure 5-4).
These Complementary Transportation Improvements include bicycle/pedestrian improvements.
intersection/access improvements. and other improvements.
Bicycle/Pedestrian Improvements
► Eastman Avenue/Inca Street Area Bicycle/ Pedestrian Improvements
• Widening the e xisting sidewalk between the Inca Street and Cushing Park parking lot
to a shared use trail cross-section
•
• Developing a shared use trail connection along the south side of the Cushing Park
parking lot between the existing sidewalk and Eastman Avenue
► Floyd Avenue Bike Lanes (CityCenter Englewood Station to Sherman Street) •
• Restriping to include 5-foot bike lanes in both directions, requiring the removal of the
center turn lane from the CityCenter Englewood Station to Elati Street. and a road diet
from four lanes to two lanes with a possible center turn lane from Elati Street to
Sherman Street
► Dartmouth Avenue Separated Bike Lanes (Platte River Trail to Federal Boulevard)
• Extending the construction of a bi-directional. 6 to 8-foot wide protected bikeway
along Dartmouth Avenue from the Little Dry Creek Trail to Federal Boulevard
► Elati Street (Kenyon Avenue to Floyd Avenue) Bicycle/Pedestrian Improvements
• Adding/improving bicycle/pedestrian facilit ies. including at the intersection with
us 285
► Kenyon Avenue or Mansfield Avenue Bike Lanes (Logan Street to Rail Trail)
• Restriping to include 5-foot bike lanes in both directions to connect a possible
bicycle/pedestrian overpass over US 85 and all railroad tracks with access from one
of these roadways. requiring the removal of on-street parking
► City Ditch Shared Use Path (Roto lo Park t o Oxford Avenue)
• Developing a paved shared use path along the City Ditch easement
► Windermere Shared Use Path Extension (Batting Cages at Cornerstone Park Entrance to
Englewood Canine Corral Entrance)
• Replacing the ex isting sidewalk with an extension of the existing 8-foot shared use
path along the east side of Windermere Street (Be l leview Avenue to the Batting
68
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Cages at Cornerstone Park entrance) north to the Englewood Canine Corral entrance.
providing connectivity to the Big Dry Creek Trail.
► Tufts Avenue Bicycle and Pedestrian Improvements (Navajo Street to Rail Trail)
• Extending the sidewalk along the south side of Tufts Avenue to connect with the
future Rail Trail where Tufts Avenue turns north into Windermere Street
• Painting bike sharrows and installing "Share the Road" signs
• Installing crosswalks where Tufts Avenue turns north into Windermere Street
(including ADA compliant ramps). where Windermere Street continues south from
Tufts Avenue. and where Navajo Street continues north from Tufts Avenue
► River Point Parkway (South Platte River Trail to Oxford Avenue) Bicycle Improvements
• Adding/improving bicycle facilities
► Union Avenue (Federal Boulevard to Centennial Park) Bicycle/Pedestrian Improvements
• Adding/improving bicycle/pedestrian facilities
► US 85/Hampden Avenue Interchange Pedestrians Improvements
• Extending the existing sidewalk along the north side of Hampden Avenue through the
US 85/Hampden Avenue interchange to South Platte River Drive
► Little Dry Creek Trail Connection Bicycle/Pedestrian Improvements (Along the frontage
road west of US 85 to Little Dry Creek Trail. Mary Carter Greenway [South Platte Traill. and
west across the South Platte River)
• Adding/improving bicycle/pedestrian facilities along the frontage road west of US 85
to Little Dry Creek
Intersection / Access Improvements
► US 85 / Dartmouth Avenue Intersection Improvements
• Providing a fourth northbound and southbound through-lane along US 85 to the next
largest intersections (US 85/Hampden Avenue and US 85/Evans Avenue)
► US 85 / Oxford Avenue Intersection Improvements
• Providing a fourth northbound and southbound through-lane along US 85 to the next
largest intersections (US 85/Hampden Avenue and US 85/Belleview Avenue)
► Oxford Avenue/ Windermere/ Navajo Street Intersection Improvements
• Improving bus circulation to the Sheridan -Oxford Station
► US 285 / Shoshone Street Right-In/ Right-Out
• Working with CDOT to construct a right-in/right-out to/from US 285 and Shoshone
Street to provide easier vehicular access to areas west of US 85 and north of US 285
► Dartmouth Avenue Intersection Improvements (South Platte River Drive to Zuni Street)
• Providing intersection and access control improvements along Dartmouth Avenue
from the South Platte River Drive to Zuni Street as the street grid is reestablished
(Dartmouth Avenue/Shoshone Street. Dartmouth Avenue/Ouivas Street. etc.)
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Other Improvements
► Sheridan -Oxford Station park-n-Ride / Shared Use Parking
• Redeveloping the nearby parcel into a RTD park-n-Ride facility or working with a
developer to construct a shared use parking structure as part of a mixed-use
redevelopment where a portion of parking would be dedicated to RTD riders using
the Sheridan -Ox ford Station
► Hamilton Place or Floyd Avenue Bridge Bicycle and Pedestrian Improvements
• Widening the Hamilton Place Bridge to accommodate 8-foot sidewalks and 5-foot
bike lanes on each side or providing a separate adjacent bicycle/pedestrian only
bridge and/or providing a separate Floyd Avenue Bridge over the South Platte River .
A I I l/ v ~ 1-V J, /UI I
A three-tier evaluation process was used to identify a recommended set of transportation
improvements. The following is a general overview of the alternatives evaluation process
depicted in
Tier 1 of the evaluation process assessed if the planned alternatives and proposed
Complementary Transportation Improvements met the project vision (Sect ion 1.2 ). Alternatives
were then advanced from the Tier 1 evaluation (Sect ion 5.3 and Table 5-1 ) to the Tier 2 evaluation .
•
Each transportation improvement was evaluated based on criteria relevant to that particular •
improvement. The evaluation included :
► Tier 2A: Evaluation of the Floyd Avenue Extension (Section 5,4 and Table 5-2)
• Above or below grade separation of Floyd Avenue with the LRT tracks , CML railroad
tracks, US 85 (Santa Fe Drive), and the South Platte River
► Tier 2B : Evaluation of the Sheridan -Oxford LRT Station Connection (Section 5.5 and Table
5-3)
• Aligning the above or below grade separation with the LRT tracks, CML railroad tracks ,
US 85 (Santa Fe Drive)
► Tier 2C: Evaluation of the Southwest Greenbelt Trail and Extension (Section 5.6 and
Table 5-4)
• Aligning the extension from Huron Street to the Ra il Trail
► Tier 2D : Evaluation of the Potential Complementary Transportation Improvements
(Sect ion 5.6 and Table 5-5).
► Tier 3 focused on refining the alternatives based on feedback from the cities of
Englewood and Sheridan, the public, and elected officials (Section 5.6 and Table 5-5 ).
70
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Figure 5-5. Transportation Improvements Analysis Process
Tler2A-
Evaluatlon of the
Floyd Avenue
Extension
TierzB-
Evaluation of the
Sheridan-Oxford
LRTStation
Connection
Tier2C-
Evaluation of the
Southwest
Greenbelt Trail
Extension
Tier2D-
Evaluation of the
Complementary
Transportation
Improvements
Package of Recommended Transportation Improvements
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Criteria for developing and evaluating alternatives were
established through a public process that was responsive to
the vision of the project: project goals that are consistent
with DRCOG's 2035 Metro Vision Regional Transportation
P!an:the potential for transportation benefits, real estate
feasibility , and environmental resources within the study area . A
list of evaluation criteria based on the vision , project goals ,
and input from the cities of Englewood and Sheridan was
developed to evaluate alternatives . These criteria focused on
seven categories: safety, alternative travel modes,
connectivity, constructability, environmental. community, and
implementability. For each level of the alternatives
evaluation process, the study team chose evaluation criteria
from these categories and prepared evaluation measures for
each criterion .
'i '? I ,er 1 Evaluation -Studv Vision
Project Vision :
The purpose of the transportation
improvements is to enhance
multi modal connections (bicycle,
pedestrian , vehicle, and transit)
from the adjacent neighborhoods
to the Englewood -CityCenter
Station and the Sheridan -Oxford
Station in a manner that enhances
adjacent e xisting and planned
land use.
In the Tier 1 Evaluation, the seven previously proposed projects and the 24 Complementary
Transportation Improvements were evaluated solely on their ability to effectively enhance
multimodal connections (bicycle, pedestrian. vehicle, and transit) from the adjacent
neighborhoods to the CityCenter Englewood Station and the Sherid an -Oxford Station .
Table 5-1 summarizes the Tier 1 Evaluation process .
The following transportation improvements did not meet the project vis ion and were not carried
forward for further evaluation :
► Elati Street (Kenyon Avenue to Floyd Avenue) Bicycle/Pedestrian Improvements
► City Ditch Pedestrian/Bicycle Improvements (Rotolo Park to Ox ford Avenue)
► River Point Parkway (South Platte River Trail to Oxford Avenue) Bicycle Improvements
► Union Avenue (Federal Boulevard to Centennial Park) Bicycle/Pedestrian Improvements
Although these improvements may provide a regional connection . they were not carried forward
as part of this study because the alternative does not provide a direct connection to either the
CityCenter Englew ood Station . the Sheridan -Oxford Station, or the proposed Rail Trail.
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Table 5-1 .
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Tier 1 Evaluation
Alternatives M:::is Summary Notes
Rail Trail <Big Dry Creek Trail
Connection to Elati Street)
Oxford. Dartmouth. Clarkson Protected
Bikeway Loop
Southwest Greenbelt Trail
Improve ments
Englewood Parkway Extension and Bus
Tran sfer /Pia zza Redesign
CityCenter Englewood Station Platform
Shelter
Floyd Avenue Extension -Grade
Separation
Sheridan -Oxford Station Connection
Yes
Yes
Yes
Ca rri ed forwa rd to Tier 3 for conceptual
engineering design refinement.
Carr ied forward to Tier 3 for conceptual
engineering design refinement.
Carr ied forward to Tier 2C for conceptual
engineering design refinement.
----+---
Yes
Yes
---+
Yes
Yes
Carr ied forwa rd to Tier 3 for conceptual
engineering design refinement.
Carri ed forward to Tier 3 for conceptual
engineering design refi nement.
Carried forward to Tier 2A for evaluation
of grade separation.
Carried forward to Tier 2B for evaluation
of alignment and grade sepa ration.
Potential Complementary Transportation Improvements
CityCe nter Englewood LRT Station
Pedestrian Tunnel/Bridge
Felsburg Holt & Ullevig
Yes Carr ied forward to Tier 2D for the
potential Complementary Transportation
Improvements
73
Carried forward as part of this study because the alternative
provides a direct connection to both the CityCenter
Englewood Station and the Sheridan -Oxford Station .
Conceptual engineering design at the CityCenter Englew ood
Station is dependent on the results of the Floyd Avenue
Extension evaluation (Tier 2A).
Carried forward as part of this study because the alternative
provides a direct connection to both the Sheridan -Oxford
Station and the proposed Rail Trail.
Carr ied forward as part of this study because the alternative
provides a direct connection to the proposed Rail Trail.
Carried forward as part of this study because the alternative
enhances the CityCenter Englewood Station .
Conceptual engineering design is dependent on the results of
the Floyd Avenue Extension evaluation (Tier 2A).
Carr ied forward as part of this study because the alternative
enhances the CityCenter Englewood Station.
Carried forward as part of this study because the alternative
provides a direct connection to the CityCenter Eng lewood
Station.
Carried forward as part of this study because t he alternative
provides a direct connection to the Sheridan -Oxford Station.
Carried forward as part of this study because the alternative
provides a direct connection to the CityCenter Englewood
Station.
Improvement depends on the results of the Floyd Avenue
Extension evaluation (Tier 2A).
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Alternatives M::~is Summary Notes
US 85/Dartmouth Avenue Intersection
Improvements
Floyd Avenue Bike Lanes (Englewood -
CityCenter Station to Sherman Street}
Ea stman Avenue/Inca Street Area
Bicycle/Pedestrian Improvements
Elati Street (Kenyon Avenue to Floyd
Avenue} Bicycle/Pedestrian
Improvements
City Ditch Pedestria n /Bicycle
Improvements (Rotolo Park to Oxford
Avenue}
Quincy Avenue (City Ditch to Rai l Traill
Stanford Avenue (Lipan Court to Rail
Tra ill
Felsburg Holt & Ullevig
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Yes
Yes
Yes
No
No
Yes
Yes
Carried forward to Tier 2D for the
potentia l Complementary Transportation
Improv ements.
Carried forward to Tier 2D for the
potential Co mplementary Transportation
Improvements.
f--
Carried forward to Tier 2D for the
potential Complementary Transportation
Improvements.
Not carried forward
Not carried forward
Carried forward to Tier 2C for the
potential Co mplementary Transportation
Improvements
Ca rried forward to Tier 2c for the
potential Complementary Tra nsportation
Improvements
74
•
Carried forward as part of this study because the alternative
would improve ve hicle access to the Ci t yCe nter Englewood
Station .
Carried forward as part of this study because t he alternative
wou ld improve bicycle/pedestrian access to the CityCen ter
Englewood Station.
Improve ment depends on the resu lts of the Floyd Avenue
Extension evaluation (Tier 2A).
Ca rried forward as p a rt of this study because the a lte rnati ve
wou ld improve bicycle/pedestrian access to th e CityCe nter
Englewood Station.
Not carried forward as part of t his study because the
a lternative does not provide a direct con nectio n to the
CityCenter Englewood Station . the Sherida n -Oxford Station.
or t he proposed Rail Trail.
Th e a lternative would provi de a regional connection in the
bicycle network.
Not ca rried forward as p art of this study because the
alternative does not prov ide a direct co nnection to the
CityCenter Englewood Station , the Sheridan -Oxford Station ,
or the proposed Ra il Trail.
The a lternative w ould provide a region al connection from the
Southwest Greenbelt Trail to the protected bikeway a long
Oxford Avenue.
Ca rried forward as part of this study because the altern ative
would improve bicycle/pedestrian access to t he proposed
Ra il Trail.
Ca rried forward as part of this study b ecause the alternative
would improve bicycle/pedestrian access to the proposed
Rail Trail.
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Alternatives M::~~is Summary Notes
Kenyon Avenue (Inca Street to Rail
Trail)
US 85/0xford Avenue Intersection
Improvements
Sheridan -Oxfo rd Avenue LRT Station
park-n-Ride
Windermere Shared Use Path
Extension (Batting Cages at
Cornerstone Park Entrance to
Englewood Canine Corra l Entrance)
Tufts Avenue Bic y cle and Pedestrian
Improvements (Navajo Street to Rail
Tra ill
Oxford Avenue/Navajo Street
Intersection Improvements
Hampden Avenue/Shoshone Street
Intersect ion
Dartmouth Avenue Protected Bikeway
(Inc a Street to Federal Bouleva rd)
Hamilton Place or Floyd Avenue
Bridge Bic yc le /Pedestrian
Improvements
Dartmouth Avenue (S outh Platte Ri ver
Dri ve to Zuni Street)
Access/Intersection Improvements
Felsburg Holt & Ul!evig
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Yes
Carried forward to Tier 2C for the
potential Co mplementary Transportation
Improvements
Carried forward to Tier 2D for the
potential Complementary Transportation
Improve m e nts.
Carr ied forward to Tier 2D for t he
potential Co mplem entary Transportation
Improvements .
Carried forward to Tier 2D for the
potential Comp lementary Transportation
Improvements.
Carr ied forward to Tier 2D for the
potential Comple mentary Transportation
Improvements.
Carr ied forward to Ti er 2D for the
potential Complementary Transportation
Improv ements
Carried forward to Tier 2D for the
potential Complementary Transportation
Improvements
Carr ied forward to Tier 2D for the
potential Complementary Transportation
Improvements
Carr ied forward to Tier 2D for the
potential Complementary Transportation
Improvements
Carr ied forward to Tier 2D for the
potential Co mplementary Transportation
Improvements
75
Carr ied forward as p a rt of this study b ecause the alternative
would improve bicycle/pedestrian access to the pro posed
Ra il Trail.
Ca rried forward as part of th is study because the alternative
would improve vehicle access to the Sheridan -Oxford
Statio n.
Carri ed forward as part of thi s study because the alternative
wou ld improve vehicle access to the Sheridan -Oxford
Sta tion .
Ca rri e d forward as part of this study because th e a lternative
wou ld improve bicy cle/pedestri an access to the proposed
Rail Trail.
Ca rried forward as p art of this study because t he alternative
w ould improve bicycle/pedestrian access to t he proposed
Rail T ra il.
Carried forward as part of this study because the alternative
would improve vehicle a nd bus access t o the Sherida n -
Oxford Station .
Improvement depends on the re sults of the Floyd Avenue
Exten sion evaluation (T ier 2A).
Carried forward as part of this study because the altern ative
wou ld improve bicy cle/pedestria n access to the proposed
Rail Trail.
Ca rried forwa rd as part of t hi s study because the alternative
would improve bicycle/pedestria n access to t he CityCenter
Englewood Station .
Car ried forward as part of this study b ecause the alternative
would improve vehicle access to the CityCenter Englewood
Station.
Improvement depends on the results of the Floyd Avenue
Exten sion evaluation (T ie r 2A).
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Alternatives M:::is Summary Notes
River Point Parkway (South Platte River
Trail to Oxford Avenue) Bicycle
Improvements
Union Avenue (Federal Boulevard to
Centennial Park) Bicycle/Pedestrian
Improvements
US 85/Hampden Avenue Interchange
Pedestrian Improvements
Little Dry Creek Pedestrian Connection
(West of US 85)
Felsburg Holt & Ullevig
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No
No
Yes
Yes
Not carried forward
Not carried forward
Carried forward to Tier 2D for the
potential Complementary Transportation
Improvements
Carried forward to Tier 2D for the
potential Complementary Transportation
Improvements
•
-------
Not carried forward as part of this study because the
alternative does not provide a direct connection to the
CityCenter Englewood Station , the Sheridan -Oxford Station .
or the proposed Rail Trail.
Provides a regional connection from the South Platte River
Trail to the protected bikeway along Oxford Avenue.
Not carried forward as part of this study because the
alternative does not provide a direct connection to the
CityCenter Englewood Station , the Sheridan -Oxford Station .
or the proposed Rail Trail.
Provides a regional connection along Union Avenue to the Big
Dry Creek Trail.
Carried forward as part of this study because the alternativ e
would improve bicycle/pedestrian access to the CityCenter
Englewood Station .
Carr ied forward as part of this study because the alternative
would improve bicycle/pedestrian access to the CityCenter
Englewood Station .
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5350
5320
5300
5290
5280
5270
526o
5250
5230
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5.4 Tier 2A -Evaluatiof1 of the Floyd Avenue Ext:P-nsion
The Tier 2A Evaluation assessed the feasibility of the grade separation (either above grade or
below grade) of the Floyd Avenue Extension (Figure 5-1 and Figure 5-2 ) w ith the LRT tracks , CML
railroad tracks, US 85 (Santa Fe Drive), and the South Platte River from approx imately Inca Street
to Z uni Street. Figure 5-6 depicts the above grade and below grade profiles for Floyd Avenue
from Inca Street to the South Platte River. Each grade profile was evaluated against a series of
evaluation criteria based on :
► Access to the LRT stations
► Constructability
► Environmental
► Community
► Implementability
Figure 5-6. Floyd Avenue Extension Grade-Separation (Above and Below) Profile
·7% Ii
.? a
I
:5
,5% ~
.S" ,,, f/{N~~ 'J.
I ·, ! '
Table 5-2 summarizes the Tier 2A Evaluation process. Of the two grade separation options for the
Floyd Avenue Extension , neither option was carried forward for further evaluation as part of this
study because the alternative does not provide sufficient travel time benefit to justify the cost
and impacts to construct. Ex isting travel time by vehicle from both the Floyd Avenue / Ouivas
Street intersection and the Riverton on the Platte Apartments to the CityCenter Englewood
Station is five minutes. The above grade separation option wou ld be three minutes, and the
below grade separation option would be t w o minutes .
Felsburg Holt & Ullevig
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Ta b le 5-2. Tier 2A Evaluation -Floyd Avenue Extension
Evaluation Criteria
Community lmplementabitity
. Property and . Summary/
Alternatives Access to LRT Stations Constructabitity Environmental Business PExla lstindgloand l Cost ,. t · Independent Notes
I ts d nne ca -e .. ec 1ve Imp ovem nts mpac an Land Use r e
Displacements
Floyd Avenue Travel time by vehic le To achieve a minimum Two si tes with Roughly six The Floyd The The Floyd Not carr ied
Extension (Inca assuming a 25 mph speed grade for clearance of potential hazardous properties would Avenue estimated Avenue forward as part
Street to Zuni) -w ould be 3 minutes from the LRT catenaries and material concerns be acquired for Extension cost for Extension of th is study
Above Grade both the Floyd Avenue/ the minimum vertical and t wo sites with right-of-way. would construction could be because the
Separation 0uivas Street intersection di stance for freight buildings greater About20 provide of the above phased in a lternative
and the Riverton on the trains along the CML. than 45-years of age residences and additional grade three stages: does not
Platte Apartments to the the Floyd Avenue/Inca (requiring evaluation 25 bu sine sses access to structure construction provide
Ci tyCen t er Englewood Street intersection for hi storic eligibility) would be planned ranges from of t he above sufficient travel
Station. Additional travel time would be closed. The would be impacted. di splace d . residential $50 to $75 grade time benefit to
would be required because grade sepa ration A tra iler park would The access to and million. separa tion justify the cost
the Floyd Avenue/Inca structure (bridge) wou ld be acquired and the parking commercial from Inca a nd impacts to Street intersection would not begin to ascend east of require relocation. structure of the land use west Street to construct. be accessible from the grade the existing intersection . The new bridge over apartment of US 85. South Platte separation. Existing tra vel The existing roadway the South Platte Ri ver complex at the River Drive. time b y vehicle from both the providing access to the
Floyd Avenue/0uivas Street CityCenter Englewood would potentially southwest construction
intersection and the Ri verton Station for buses would impact wetlands and corner of the of the new
on the Platte Apartments to be closed at Floyd the South Platte Ri ve r Floyd Avenue/ bridge over
the CityCenter Englewood Avenue. (The exi sting floodplain. Inca Street the South
Station is 5 minutes. roadway would be intersection Platte River.
approximately 30 ft. would require and Travel time by pedestrian s
below the structure.) relocation . as const ruction assuming a 3 mph speed and would the
a stairca se to the CityCenter The Floyd Avenue/ access of Floyd
Englewood Station from the South Platte River Dri ve driveways to the Avenue from
grade separa tion from both intersection w ould need CityCenter the new
the Floyd Avenue/0uivas to be elevated 2 to 5 Englewood bridge to
Street intersection and the feet to match the grade Station park-n-Zuni Street.
Rive rton on the Platte of the structure before Ride.
Apartments wou ld be 10 crossing the South
minutes. Exi sting tra vel time Platte Ri ver. Any
by pedestrians from both the intersections wi th the
Floyd Avenue/0uivas Street structure between
intersection and the Ri ve rton US 85 and South Platte
on the Platte Apartments to Ri ve r Dri ve would be
the CityCenter Englewood elevated 5 to 15 feet
Station is 20 minutes. above ground le v el.
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Evaluation Criteria
Community lmplementabiUty
. Property and . . Summary/
Alternatives Access to LRT Stations ConstructabiLity Env ironmental Business PExla istindgLand l Co t " t· Independent Notes
Floyd Avenue Tra vel time by vehicle To clear the minimum Two sites wi th
Extension -assuming a 25 mph speed structure depth required potential hazardous
Below Grade would be 2 minutes from for LRT and CML material concerns
Separation both the Floyd Avenue/ bridges over Floyd and two sites with
Ouivas Stree t intersection Avenue, the grade buildings greater
and the Riverton on the separation structure than 45-years of age
Platte Apartments to the (tunnel) would begin to (requiring evaluation
CityCenter Englewood descend east at the for historic eligibility).
Station. Existing travel time existing Floyd as well as the NHRP-
eligible CM L railroad by vehicle from both the Avenue/Inca Street
would be impacted. Fl oyd Avenue/Ouivas Street intersection. Th e
intersection and the Riverton existing roadway A trailer park wou ld
on the Platte Apartments to providing access to the be acquired an d
the CityCenter Englewood Ci tyCenter Englewood require relocation.
Station is 5 minutes. Station for buses wou ld
be closed at Floyd The new bridge over
Tra vel time by pedestrians the South Platte Ri ver
assuming a 3 mph speed and Avenue The existing would potentially roadway would be a staircase to the CityCenter
about 20 ft. below the impact wetlands and
Englewood Station from the
structure). The Floyd the South Platte Ri ver
grade sepa ration from both
Avenue/South Platte floodpla in .
the Floyd Avenue/Ouivas
River Drive intersection Street intersection and the
Riverton on the Platte would remain at existing
Apartments would be 10 grade. Any intersections
minutes. Existing travel time wi th the structure
by pedestrians from both the between US 85 and
Floyd Avenue/ Ouivas Street South Platte River Dri ve
intersection and the Ri verton would be depressed 5
on the Platte Apartments to to 15 feet below ground
the CityCenter Englewood level.
Station is 20 minutes.
79
Felsburg Holt & Ullevig
I ts d nne oca s -e11ec 1ve Improvements mpac an Land Use
Displacements
Roughly six The Floyd
properties wou ld Avenue
be acquired for Extension
right-of-way. would
About20 provide
residences and additional
25 businesses access to
would be planned
displaced. residential
The access to and
the parking commercial
structure of the land use west
apartment of US 85.
complex at the
southwest
corner of the
Floyd Avenue/
Inca Street
intersection
would require
relocation . as
would the
access
driveways to the
CityCenter
Englewood
Station park-n-
Ride .
The
estimated
cost for
construction
of the above
grade
structu re
ranges from
$50 to $75
million.
The Floyd
Avenue
Extension
could be
phased in
three stages:
construc t ion
of the above
grade
separa t ion
from In ca
Street to
South Platte
River Drive,
construction
of the new
bridge over
the South
Platte River ,
and
construction
of Floyd
Avenue from
the new
bridge to
Zuni Street.
Not carried
forwa rd as part
of this study
because the
alt ernative
does not
provide
sufficien t travel
t ime benefit to
justify the cost
and impacts to
construc t.
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For pedestrians , the existing travel time is 20 minutes, and a grade separation option (either
above or below) would improve travel time to 10 minutes . Consequently , a bicycle/pedestrian
option was evaluated further in Tier 2C and Tier 3.
55 lier 2H -E:valuatlon ot the Sheridan -Oxford Station
Connection
The Tier 2B Evaluation assessed the alignment of a grade separated (either above grade or
below grade) bicycle/pedestrian bridge or tunnel with the LRT tracks, CML railroad tracks, US 85
(Santa Fe Drive) to provide a connection to the Sheridan -Oxford Station . Each alignment was
evaluated against a series of evaluation criteria based on :
► Safety
► Multimodal
► Access to the LRT stations
► Environmental
► Community
► Implementability
Table 5-3 summarizes the Tier 2B Evaluation process. Of the five alignment options to provide a
•
connection to the Sheridan -Oxford Station . three alignment options were not carried forward •
for further evaluation as part of this study:
► Sheridan -Oxford Station Alignment -Not carried forward as part of this study because
the alignment is duplicative of the connection provided by the separated bikeway along
Oxford Avenue for bicyclists and pedestrians: the alignment would require partial
acquisition of the Costco parking lot: full acquisition of the property at the northwest
corner of the US 85/Oxford Avenue intersection: and displacement of one business.
► Quincy Avenue Alignment and Radcliff Avenue Alignments -Not carried forward as part
of this study because the alignments are not compatible with existing land use west of
US85.
Figu re 5-7 depicts the alignments of a bicycle/pedestrian bridge across the LRT tracks. CML
railroad tracks, and US 85 (Santa Fe Drive) for the Kenyon Avenue and Mansfie ld Avenue
alignments. An opinion of probable cost was prepared for both alignments based on the
conceptual level of engineering design (Figure 5-7). The opinion of probable cost for both
alignments is $9.14 million , although the alignments differ slightly in length . Due to the opinion of
probable cost and the distance from the Sheridan -Oxford Station. the decision was made not to
carry this project forward to Tier 3 as part of this study .
80
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Figure 5-7. Sheridan -Oxford Station Connection -Kenyon Avenue and Mansfield Avenue
Alignments
Sheridan-Oxford Avenue LRT Station
Bicycle/Pedestrian Bridge
-Mansfield Avenue Ali gnment
Felsburg Holt & Ullevig
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Table 5-3.
w:r
Tier 28 Evaluation -Sheridan -Oxford Station Connection
Evaluation Criteria
Multimodal Community Implementability
Alignments Access to LRT . . Summary/Notes
Safety M!,!~~~~ of Altern~ti~e Travel Stations s!'.~~:Stia;1a~ts Plan:~t
1
~;~7fand
People O es and Displacements Use
Sheridan -Due to the A tun nel or A tunnel or A t unnel or A tunnel or A tunn el or No additional Not carried forward as part of
Oxford proximit y of bridge located bridge located bridge located a t bridge located bridge loca ted at improvement s this stu dy because the
Station the station at the Sheridan at th e Sheridan the Sheridan -at the Sheridan -the Sheridan -are required. alterna tive is duplicative of the
and the -Oxford Sta tion -Oxford Station Oxford Station Oxford Station Oxford Station is connection provided by the
number of would be would be would provide a would require not compatible separated bikeway along
transi t u sers. duplicative of approximately direct con nection partial wi th existing land Oxford Avenue for bicyclist s
both a tunnel the connection 3,800 ft. from to th e station for acq ui si t ion of u se wes t of and pedestr ians; would require
and bridge provided by the t he South Platte transi t users. th e Costco US 85 but may partial acquisi t ion of the Cos tco
wou ld provide separa ted River Tra il. parking lot and be compatible park ing lot and full acquisition
a safe bikeway along full acquisition wi th future land of the propert y at the northwest
connection to Oxford Avenue of the property use. corner of US 85/Oxford
the Sheridan -for bicyclists at the northwest Avenue; and displacement o f
Oxford Stati on. and corner o f one business.
pedest rians . US 85/Oxford
Avenue. One
business would
be displaced.
Ke nyo n Du e to t he A bridge A bridge A bridge located Th e bridge T he bridge along No addi tional Carri ed fo rw ard to T ier 2E as
Avenue dist ance from locat ed along loca t ed along along Kenyon along Ke nyon Kenyon Avenue improvements part of th is study because the
th e stat ion. a Kenyon Avenue Kenyo n Aven ue Avenue would Avenue would is compatible are required . bridge would provide regional
bridge wi th would be would be require out-of -require wi th existing land east-west connectivity across
great er approximately approximately direction travel acquisi t ion of use and future US 85 , the CML. and th e LRT.
visibili t y was 2,380 ft . from 2,700 ft . from for pedestrian s/ property from land use.
considered a the Sheridan -the Sou t h Pla tte bicyclist s to RTD .
sa fe Oxford Sta t ion. River Trail and access the I connection to provide regional Sheridan -
t he Sheridan -connectivity. Oxford Sta t ion .
Oxford Station.
82
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Evaluation Criteria
Multimodal Community Implementability
Alignments RT Summary/Notes
Safety Effective . Access_ to L Property and Existing and
Movement of Altern~bve Travel Stations Business Impacts Planned Local Land
People odes and Displacements Use
Mansfield Due to the A bridge A bridge A bridge located The bridge The bridge along No additional Carried forward to Tier 2E as
Avenue distance from located along located along along Mansfield along Mansfield Mansfield improvements par t of this study because the
the station. a Mansfield Kenyon Avenue Avenue would Avenue would Avenue is are required. bridge would provide regional
bridge wi th Avenue would would be require ou t -of-require compatible wi th east-west connectivity across
greater be roughly approximately direction travel acq ui si t ion of exis t ing land use US 85. th e CML. and the LRT.
visibili ty was 1.050 ft. from 2.200 ft. from for pedestrians/ property from and future land
considered a the Sheridan -the South Platte bicyclists to RTD and the use .
sa fe Oxford Station. River Trail and access the landscaped area
connection t o provide regional Sheridan -along US 85 in
the Sheridan -connect ivi ty. Oxford Station. the River Point
Oxford Station. development.
Quincy Due to the A bridge A bridge A bridge located A bridge along The bridge along Access to the Not carried forward as part of
Avenue distance from located along located along along Quincy Quincy Avenue Quincy Avenue is Sheridan -th is study because the
the station . a Quincy Avenue Quincy Avenue Avenue would would require not compatible Oxford Station alternative is not compatible
bridge wi th would be would be require out-of-partial with existing land would require with existing land use west of
greater approximately approximately direction travel acquisi t ion of a use west of constructi on of US85.
visibili ty was 1.700 ft. along 3,900 ft. from for pedestrians/ property west of US 85 but may the Rail Trail
considered a the Rail Trail the South Platte bicyclists to us 85 . be compatible
sa fe from the River Trail and access the with future land
connection to Sheridan -provide regional Sheridan -use.
the Sheridan -Oxford Station. connectivi ty. Oxford Station.
Oxford St at ion.
Radcliff Due to the A bridge A bridge A bridge loca ted A bridge along The bridge along Access to th e Not carried forward as part o f
Avenue distance from located along located along along Radcliff Radcliff Avenue Radcliff Avenue Sheridan -thi s stud y because th e
the stat ion. a Radcliff Avenue Radcliff Avenue Avenue would would require is not compatible Oxford St ation alterna tive is not compat ible
bridge wi th would be would be require out-of-partial with existing land would require with exis tin g land use wes t of
greater approximately approximately direction travel acquisition of a use west of construct ion of US85
visibili ty was 2.250 ft. along 4,500 ft. from for pedestrians/ property wes t of US 85 but may the Ra il Trail.
considered a t he Rail Trail the South Platte bicyclists to US85. be compatible
sa fe from the River Trail and access the with future land
connect ion to Sheridan -provide regional Sheridan -use.
the Sheridan -Oxford Station. con nect ivi ty . Oxford St at ion .
Oxford Station.
83
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56 Tier 2C -Evaluation of the Southwest Greenbelt Trail and
Extension
The Tie r 2C Eva luation assessed th e alignment of the South w est Greenbelt Trail and Exten si on
from Rotolo Park to the Ra il Trail (Figure 5-4 ). Each alignment w as evaluated against a series of
criteria based on :
► Safety
► Multimodal
► Access to LRT stations
► Constructability
► Environmental
► Community
► Implementability
Table 5-4 summari zes the Tier 2C Evaluation process. Of the three alignment options to provide a
connection from Rotolo Park and the South w est Greenbelt Trail and Extension . t w o options w ere
not carr ied forward for further evaluation as part of this study:
•
► Quincy Avenue (City Ditch/ Jason Street to Rail Traill -Not carried forward as part of this
study because of its conflicts w ith the truck route along Quincy Avenue and the need for •
a north-south connection wi th the South w est Greenbelt Trail and Extension. of which the
City Ditch option was eliminated in Tier 1 screening.
► Stanford Avenue (Huron Street to Rail Traill -Not carried forward as part of this study
because it is the furthest alignment from the Sheridan -Oxford Station . has the highest
local impacts. and is not as direct of a connection compared to Radcliff, w hich is likely
close in cost.
Figure 5-4 depicts t he alignment options . The Southwest Greenbe lt Trail and Exten sion along
Radcliff Avenue (Rotolo Park to Rail Trail) was carried for w ard to Tier 3 evaluation .
Felsburg Holt & Ullevig •
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Table 5-4. Tier 2C Evaluation -Southwest Greenbelt Tra il and Extension
Evaluation Criteria
MuWmodal Environmental lmplementabitity
Alternatives . . Access to . Environmental . Summary/
Safety Effective Alternative LRT Stall Constructab1Uty and Cultural Property and Community Cost-Independent Notes
Mf;em~nt ~ra~el ans Resources Displacements effectiveness Improvements
o eop e O es Impacts
Quincy Would be Provides a Creates a Completes Could be No anticipated Conflicts wi th Serves Depending In addi tion to N ot carried
Avenue (Ci ty placing bicycle and dedica ted a missi ng completed wi th impacts truck traffic local on the needing the forward as part
Ditch/ Jason bicycle pedestrian shared u se link bike lanes/ u sing Quincy residences facility(ies). Southwest of this stud y
Street to Rail and connection path for between si dewalk Avenue. and could be as Greenbelt because it
Trail) pedestrian from the bicycles the improvemen ts employees simple as improvements conflicts wi th
traffic Sou th west and Sou th west along Quincy but applying low-and Rail Trail. the tru ck route
al ong a Greenbelt pedestrian s. Greenbelt Avenue or a conflicts cost bike lane would require along Qu incy
truck Trail and Trail and shared use trail wi th strip ing or a f acili t y along Avenue and
rou te. Ex t ension Extension to along one side existing providing a the Ci ty Ditch there is a need
to t he Rail the Rail of Quincy industrial paved path that was not for a north-
Trail along Trail. Avenue. uses along th a t would be carried sou th
a roughly Navajo more forward from connection
dedicated 1,470 ft. Street and expensive. Tier 1 with the
facili ty. from t he trucks screening. or Sou th west
Sheridan -using ano th er north-Greenbelt Trail
Oxford Quincy sou th and Extension.
Station. Avenue. connection. of which the
Ci t y Ditch
option was
eliminated in
the Tier 1
---~eening.
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Evaluation Criteria
Multimodal Environmental lmplementabiUty
Alternatives . Access to . Environmental . Summary/
safety Effective Alternative LRT Stations Constructab1Lity and Cultural Property and Community Cost-Independent Notes
Mfovpemelnt MTradvel Resources Displacements effectiveness Improvements
o eop e o es Impacts
Radcliff Places Provides a Crea tes a Completes Would require
Avenue bicycle bicycle and dedicated a missing a shared use
(Rotolo Park and pedestrian shared use link path from
to Rail Trail) pedestrian connection path for between Rotolo Park.
traffic from the bicycles the along the Ci ty
along a Southwest and Southwest Ditch (west of
sepa rated Greenbelt pedestrians. Greenbelt the park). down
faci lity or Trail and Trail and an
low-Extension Exten sion to embankment
volume to the Rail the Rail from th e Ci t y
discontin -Trail along Trail. Ditch ridge. and
uous a roughly alongside
street s. dedicated 2 .120 ft. Radcliff
facility . from the Avenue. Would
Sheridan -also require
Oxford intersection
Station. improvements
at Navajo
Street.
Felsburg Holt & Ullevig
No an t icipa ted Embank-ment Serves
impacts and path along local
Radcliff residences
Avenue west and
of the Ci ty employees
Ditch would but
re sult in some con flic ts
private and on-wi th
street parking exis t ing
loss. but industrial
business uses along
access would Navajo
be retained. Street.
Would
require a
four-way
stop at the
intersection
with Na vajo
Street.
w hich
could
burden
truck traffic
in the area
if the four-
way stop
remains at
Quincy
Avenue.
86
•
Most direct
route with
least
conflicts.
possibly
justifying any
increased
cost
compared to
the Quin cy
Avenue
alig nment.
Requires the
Southwest
Greenbelt
Trail and
Exten sio n ..
Carried
forward as part
of th is stud y
becau se it
provides th e
most direct
connection
between the
So uthwest
Greenbelt Trail
and Ex tension.
ha s the fewest
conflicts/local
impacts. and
does not need
any additional
connection
project to be
implemented .
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Alternatives Safety
Stanford Places
Avenue b icycle
(Huron and
Street to Rail pedestrian
Traill traffic
along low-
volume
discontin -
uous
streets.
Multi modal
Effective
Movement
of People
Pro vides a
bicycle and
pedestrian
connection
from the
Southwest
Greenbelt
T rail and
Extension
to the Rail
Trail along
a
dedica ted
faci lity .
Alternative
Travel
Modes
Creates a
dedica ted
shared use
pa t h for
bicycles
and
pedestrians.
Felsburg Holt & Ullevig
Access to
LRTStations
Completes
a mi ssi ng
link
between
t he
Southwest
Greenbelt
Trail and
Exten sio n.
roughly
2,810 ft.
from the
Sheridan -
Oxford
Station .
•
Evaluation Criteria
ConstructabiLity
Could be
completed wi t h
bike lanes/
sidewa lk
improvements
along Stanford
Avenue or a
shared use trai l
along one si de
of Stanford
Avenue .At
Lipan Court. an
e mbankme nt
would be
required t o
descend the
ridge. which
would remove
access to
bu ilding s usi ng
Stanford
Avenue wes t of
the Cit Ditch.
Environmental
Environmental
and Cultural
Resources
Impacts
No an t icipa ted
impacts
87
Property and
Displacements
Embank-ment
and path along
Stanford west
of the City
Ditch would
result in loss of
access for
business along
Stanford
Avenue west
of th e City
Ditch .
Community
Serves
local
residences
and
employees
but
conflic ts
wi th
existing
in dustrial
uses along
Navajo
St reet.
Implementability
Cost-
effectiveness
Likely si mi lar
to cost as th e
Radcli ff
alig nment.
but furt her
away from
the Sheridan
-Oxford
Station and
would have
greater local
impacts.
Thus. no t
worth any
cos t
differences
(savi ng s or
increase)
com pared to
other
alignments.
Independent
Improvements
Requires th e
Sou th west
Gree nbelt
improvements
and Rail Trail.
alo ng wi th a
small north -
so uth
con nection to
near Rotolo
Park.
•
Summary/
Notes
Not carried
forward as part
of thi s study
beca use it is
the furthest
al ig nm e nt
from th e
Sheridan -
Oxford Station.
has the highest
local impacts.
an d is no t as
direct of a
conn ection
compared to
Radcli ff. which
is likely close
in cost.
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57 Tier 2D -Evaluation of Complementary Transportation
Im rovements
The Tier 2D Evaluation assessed the potential complementary improvements that were
developed to address deficiencies in the e xisting transportation system . in addition to t he
previously proposed project. Each improvement was evaluated against a series of criteria based
on :
► Safety
► Multimodal
► Access to LRT stations
► Constructability
► Environmental
► Community
► Implementability
Table 5-5 summarizes the Tier 2D Evaluation process. Of the remaining 17 potential
complementary improvements that were not evaluated in Tiers 2A 2B. or 2C , six pot ent ial
complementary improvements were not carried forward . Figure 5-1. Figure 5-2 , Figure 5-3, and
Figure 5-4 depict the potential complementary improvements.
88
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Tier 20 Evaluation -Potential Complementary Transportation Improvements
Evaluation Criteria
Multimodal Access to LRT Stations
Alternatives S f ty ConstructabiLity
a e Balanced Future (2035) Effective Movement of Alternative Travel Modes Improved Connectivity
System People
Ci tyCe nte r En g l ew ood T he bicycle/ ped es t ria n Provides an Provi d es a direct Pro m o t es bicycle/ T ravel time b y Th e connection can be
Stat io n Bicycle/ connection would provide alterna t ive t o vehicle-conn ection to the pedest rian access to pedest rians as sum ing accomplished t hrough
Pedest ria n T u nn el/ direct access t o th e only or limi te d Ci tyCen ter the Cit yCen t er a 3 mph speed to t he several options. Option 1
Bri dge Ci t yC e nter Eng lewood pedest rian/bicyclist Englewood Stat io n Englewood Station Ci t yCent er Englew ood provides an ADA-
St ation fro m t he west side access t o t he from th e west sid e o f and to reg ional tra il St at ion from t he compliant ramp w est of
of US 85, provide an Ci tyCen ter US 85 for bicyclist s f acili t ie s and rou te s. Riverto n o n th e Platte US 85 to a bridge over US
alt e rn ati ve. more direct Eng lewood Stati o n and ped es tria ns t o Apa rtmen ts wou ld be 85, t he CML. and t he LR T
ro ute to ad dress un sa f e fro m th e west side o f co nn ect t o transi t at 10 m inutes . Exist ing w it h a connection to t he
p e d es t rian access alo ng US 85 for b o th t he th e LRT st ati o n. as t rave l t ime by LR T sta tion pla tform via
Ha mpden Avenu e ci t ie s o f Sheridan and well as th e buses pedest rian s from t he an e levator /st airca se.
th ro ugh t he ex is t ing US Englewood and accessing th e LRT Riverton on the Pla tte Op t ion 2 provides an
85/ Hampden Ave nue pla nn ed resi d e ntial stat io n. as well as Apart ments t o the ADA -complia nt ramp
in tercha nge t o t he LR T an d commercial u se additiona l access to CityCen t er Engle wood w est of US 85 t o a bridge
stat io n. and reduce an d densi f ica t ion . t he Sou t h Platte River Stat ion is 20 minu tes. over US 85. the CM L. and
pot e ntial vehicle/ such as along Old Trail and th e Denver th e LR T w it h a connect ion
pedestr ia n conflic t at th e Hampden Avenue. met ropoli tan regio nal to street level vi a an
US 85/Ham pden Avenu e t rail sy st em. elevat or /stairca se.
in terc hange. Opt ion 3 provides a t unnel
undernea t h US 85 . t he
CML. and t he LR T alo ng
t he Floyd Avenue
alig n ment
US 85/Dar tm ou th Th e exis t ing peak hour Additi o nal ca p ac ity Add iti o nal capaci ty at Improved veh ic ular Travel t ime for To improve operat ional
Avenu e Intersec tio n in t e rse ctio n LOS fo r th is w ould be necessary th is in t e rsec t io n wou ld acces s t o th e v eh icles accessing the capaci t y. a fourt h
Improvements in t e rsec tio n is E in th e AM at thi s inte rsectio n in improve nor t h-south Ci tyCen t er CityCe nter Eng l ewood northbound and
and E in the PM . The LOS 2035 to p rovid e an mobility along US 85 , Englew ood Stat ion St at io n park -n-Ride southbound t hrough-lane
will be fu rt her degrad ed ad e quate LOS for as w ell as eas t -w est park-n-Ride wou ld be and. consequently. w ould be requ ired . The
in 2035. ve hicles accessi ng mobility along limi t ed by t he number trans it wou ld be t hrough lane w ould
t he Ci tyCente r Dartmouth Avenue. of parking sp aces in improved. continue along US 85 to
Englewood park-n-the exist ing f ac ility . t he next largest
Ride and LRT station . unless t reated as a in tersections
ki ss -n-Ride fac ili ty. (US 85/'Hampden
Aven ue and US 85 /Eva ns
Ave nu e).
89
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Evaluation Criteria
Multimodal Access to LAT Stations
Alternatives .
Safety Balanced Future (2035) Effective Movement of . . . ConSlructabiLity
System People Alternative Travel Modes Improved Connectivity
Floyd Avenue Bike Bike lanes bring greater The primary concern Pro vi des a more direct Promotes bi cycle u se Pro vi des a direct east-The project could be
Lanes (Cit yCe nter v isibility to b icyclists. w ith adding bike lanes and dedicated bicycle from the CityCenter west d ed ica ted accomplished through a
Englewood Station to especially through would be the f acili ty from the Englewood Station bicycle f acili ty road diet. converting th e
Sherman Street) intersections such as reduction in capaci ty Ci tyCente r and futu re Rail Trail connect ion to the exis ting 3 and 4 lane
Broadway. for motorized Englewood Station wi th major st ati on and future Rail cross-sec ti o ns o f th e
vehicles. 2035 and future Rail Tra il des tinat io ns su ch as Trail. exis ting Floyd Avenue to
forecasts show wi th bicycle routes the Br oadway a 2 la ne f acility with bike
growth along Flo yd servi ng major commercial corri d or lanes in bot h directions.
Avenue th at m ay destination s such as and th e Crai g all wi th in the ex is ting
need the e xisting lane th e Broad way Hosp ital/Swedish pavemen t wid th .
configuration ; commercial corridor Medica l Ce nter.
however. thi s and the Cra ig
projection represen ts Hospital/Swed is h
vo lumes using all Medi ca l Center.
eas t -west access to
the Ci t yCenter.
Englewood Park way
and other access
points along US 285
ha ve available
capacity to
ac commodate any
di splacement of
vehicles.
Ea stman Avenue/Inca Separates bicyclists/ Provides a separate The e xpan si on of the Promotes in creased Make s th e connec tion Expanding th e exist ing
Street Area Bic ycle/ pedestrian s from parking facility for bicycli sts sidewalk and addi t ion bicycle and wi th the CityCe nter sidewalk to be a shared
Pedestr ian lot traffic . and improves exis ting of a shared use tr ail pedestri an ac ti vity Englewood Stat io n. use trail is possible;
Improvements pedestri an facilities to would increase the w ith added and more fr ie ndly to use however, extending th is
access the shared use capaci ty and use of expanded facilities. for residen ts eas t of cross-sect ion along th e
path along Inca Street exis ting faci lities, th e area. sou th si de o f th e parking
to th e Ci tyC enter w hi ch c u rren tly are lot could be difficu lt due
Englewood Station. nar ro w or no n-to utili t ies infras tru c ture
existent. wi thin th e available space
th at is ar!_o f th e r:.iark.
go
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Evaluation Criteria
Multimodal Access to LRT Stations
Alternatives Safety . constructabitity
Balanced Future <zo35) Effective Movement of Alternative Travel Modes Improved Connectivity
System People
Kenyon Avenue Bike Would separate bicyclists No anticipated Would fac ilita te more Promotes bicycling by Semi-direct route No an ti cipa t ed impacts
Lanes (Logan Street to from traffic with a impacts to 2035 traffic bicycle travel making it easier to between Englewood
Rail Tra ill dedicated facility volumes and would between Englewood cross Broadway and High School. Rail Trail.
between Englewood High provide add itional High School. Rail Trail. access Englewood and Sheridan -Oxford
School. Rail Trail. and facility to move and Sheridan -Oxford High School. Rail Trail. Station crossing of
Sheridan -Oxford Station bicyclists to the Rail Station crossing of and Sheridan -Oxford us 85
crossing of US 85. Would Trail and a possible US85. Station crossing of
also improve safety of crossing of US 85. US85
crossing Broadway.
However. portion would
be along a truck route ._
Mansfield Avenue Bike Would separa te bicyclists No anticipated Would facilitate more Promotes bicycling by Direct route between No anticipa ted impact s
Lanes (Logan Street to from traffic wi th a impacts to 2035 traffi c bicycle travel making it easier to Englewood High
Rail Traill dedicated facilit y volumes and would between Englewood cross Broadway and School. Rail Trail. and
between Englewood High provide additional High School. Rail Trail. access Englewood Sheridan -Oxford
School. Rail Trail. and facility to move and Sheridan -Oxford High School. Rail Trail. Station crossing of
Sheridan -Oxford Station bicyclists to the Rail Station crossing of and Sheridan -Oxford us 85 .
crossing of US 85. Would Trail and a possible us 85 Station crossing of
also improve sa fety of crossing of US 85. US85
crossing Broadway.
US 85/Oxford Avenue The existi ng peak hour Additional capaci ty Additional capacity at Improved vehicular Travel t ime for To improve operational
Intersec tion intersection LOS for this would be necessary th is intersection would access to the vehicles accessing th e capacity. a fourth
Improvements intersection is E in the AM at thi s intersection in improve north-south Sheridan -Oxford Sheridan -Oxford northbound and
and E in the PM . The LOS 2035 to provide an mobility along US 85. Avenue kiss-n-Ride Station kiss-n-Ride southbound through-lane
will be further degraded adequate LOS for as well as east-west with access to the and. consequently. would be required . The
in 2035. vehicles accessing mobility along Oxford LRT Station and transit would be through lane would
the Sheridan -Oxford Avenue. access to alternative improved . continue along US 85 to
Avenue kiss-n-Ride travel modes. th e next largest
and LRT Station. intersections
(US 85/Hampden Avenue
and US 85/ Belleview
Avenue).
Sheridan -Oxford Provides a sa fe A park-n-Ride would Additional parking The facility would Using the Rail Trail One acre would equate to
Station park-n-Ride connection to th e provide additiona l capacity at the encourage transit use. would provide a safe 75 parking spaces and the
Sheridan -Oxford Station capacity for tran sit Sheridan -Oxford connection for tran sit location of the facility
for transit users from a users at the Sheridan Station potentially users across Oxford should meet RTD transit
park-n-Ride. -Oxford Station would increase transit Avenue. guidance related to
because current use. distance from th e LRT
parking is on-street station .
only.
91
Felsburg Holt & Ullevig -
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wrr
Evaluation Criteria
Multimodal Access to LRT Stations
Alternatives Safety . ConstructabiUty
Balanceds Fstuture <2o35) EffectivepMovlement of Alternative Travel Modes Improved Connectivity
y em eope
Wi ndermere Shared Use Removes th e con f lic t of Provides a separa te Provides a dedicated Promotes increased Although th e Littleton Enough space exis ts
Path Extension (Ba tting t ruck rou t e t raffic wi t h facility for bicyclists bicycle and improved bicycle use wi t h a Downtown Station is along the east side of
Cages at Cornerstone bike rou t e traffic by and improves e xis ting pedestrian f acili ty to dedicated facility likely closer for thi s Windermere Street for a
Park Entrance to placing bicyclists on the pedest rian facilities to connect the Rail Tra il separa t ed from area. it s access is not widening of the existing
Englewood Ca nine shared u se path . access t he Rail Trail (via Big Dry Creek vehicular traffic, as bicycle friendly for sidewalk.
Corral Entrance) and the Sheridan -TraiU wi th Belleview especially trucks. land uses north and
Oxford Station . Park. Cornerstone west. Thi s
Park , and land uses improvement. along
south of Belleview wi t h the Rail Trail.
Avenue. would make an easy
dedica ted facility t o
t he Sheridan -Oxford
Sta t ion.
Tufts Avenue Bicycle Increases awareness of Provides a separa te Provides an improved Makes the connect ion Improves the Enough space for
and Pedestrian dri vers th at bicyclis ts and facility for bicyclists connection to the wi th th e f uture Rail connection to the ext ending the so uth side
Improvements (Navajo pedes t rians may be and improves existing future Rail Trail. Tra il more friendly to future Rail Tra il. which sidewalk to th e Rail Tra il.
St ree t to Rail Tra il) presen t w hile traveling pedestrian f acili ties to use for residents eas t will provide direct Crosswalk and sharrows
to/from the Ra il Tr ail access the Ra il T rail of th e area . access to the Sheridan can be applied to existing
w here few or none and the Sheridan --Oxford Station . pavement. ADA ramps
curren tly exist. Oxford Stat ion . can be ins talled to
exis t ing sidewalk.
Oxford Avenue/ Na vajo Improves sa fety for Improves access to Additional capaci ty at Improved vehicular Tra vel time for To improve opera t ional
Street Intersec tion vehi cles. tru cks. bu ses. the Sheridan -Oxford th is in tersec ti on wou ld and bus access to th e ve hicles accessing the capaci ty and achieve
Improvements pedestrians, and bicyclis ts Sta t ion for buses, improve north-south Sheridan -Oxford Sheridan -Oxford geometric requirements
accessing th e Sherida n -ve hicles. pedestrians. mobility al o ng Navajo Avenue kiss-n-Ride St at ion kiss-n-Ride for tru ck and bus turn ing
Oxford St at ion. and bicyclis ts. Street. as well as eas t -wi th access to the and. consequently, movements. a widen ing
wes t mobility along LR T Stat io n. t ransi t wou ld be and redesign of th e
Oxford Avenue . improved. in tersection would be
required.
Hampden Avenue/ In troduces an addi t ional Improves access to Additional Improved vehicular Tra ve l t ime for Cu rrent access requires
Shoshone Street intersec tion and pote nti al th e parcels west of con necti vi ty wi t h a access to th e ve hicles accessi ng t he ou t -of-direc t ion t ravel
Intersec t ion conflict poin t for ve hicles US 85 and north of new right-in/right-out CityCenter parcels west of US 85
exi ting and entering Hampden Avenue, intersection wou ld Englewood Stat ion and north of Hampden
wes tbound Hampden whic h are planned for provide addi t iona l park-n-Ride wi th Avenue would be
Avenue. commercial and access to the parcels access to th e LRT improved.
resid ential use in west o f US 85 and st atio n.
2035 , north of Hampden
Avenue.
92
Felsburg Holt & Ullevig
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• • ENGL!OD
FORWARD wrr ,..._ _____ ........, ___ ........, _________________________ ..........,~-•
liQ tt.l •.11 1L C OY•IDO~
NEX T STEPS
Evaluation Criteria
Multimodal Access to LRT Stations
Alternatives Safety . Constructabitity
Balanced Future (zo35) Effective Movement of Alternative Travel Modes Improved Connectivity
System People
Dartmouth Avenue Provides se paration of Provides a separate Provides a more direct Promotes bicycle use Provides a direct east-Due to traffic volumes
Separated Bikeway Onca bicyclists from truck s and facility for bicyclists and dedicated bicycle from the CityCenter west dedicated along Dartmouth Avenue.
Street to Federal a high volume of vehicles. along Da rtmouth facility from the Englewood Station bicycle facility a separa ted bikeway
Boulevard) Avenue. a road CityCenter and future Rail Trail connection to th e facility would be required.
projected to have Englewood Station to with areas west. st at io n and future Rail
signi ficant traffic by areas west. including including uses in Trail. while also
2035 uses in Loretto Loretto Heig hts. providing a n improved
Heights. connection to bus
routes currently
operating along
Dartmouth Avenue.
Hamilton Place or Floyd Improves sa fety for Accommodates Provides bicycle and Provides a co nnection Would require the The existing Hamilton
Avenue Bridge bicycli sts/pedestri ans bicyclists and pedestrian facilities to the South Platte CityCenter Englewood Place bridge over th e
Bicycle/Pedestrian crossing the South Platte pedestrians across w here there are River Trail. as well as bicycle/pedestrian Sou th Platte River is
Improvements River . the Hamilton Place currently none. along Old Hampden bridge/tunnel to structurally deficient and
bridge or a separate Avenue. provide direct access does not include
bicycle/pedestrian to the CityCenter pedestrian or bicycle
only bridge. and/or Englewood Station. facilities . Due for
provide a separate reconstruction in 2015 .
Floyd Avenue bridge
and improves access
to the South Platte
River trail on the west
side of the South
Platte River .
Dartmouth Avenue Introduces additional Improves access to Additional Improves vehicular Travel time for Intersec tion
(South Platte River Dri ve intersections and conflict the parcels west of connectivity wi th new access to the veh icles accessing the configurations and
to Zuni Street) Access/ points for vehicles. US 85 and north of in tersection s would CityCenter Sheridan -Oxford loca tio ns would depend
Intersectio n pedestrians. and bicyclist s Hampden Avenue, provide additional Englewood Station Station kiss-n-Ride on change in land u se
Improvements along Dartmouth Avenue. w hich are planned for access to Dartmouth park-n-Ride wi th and, consequently, between the South Platte
commercial and Avenue and the access to the LRT t ransi t would be River Drive and Zuni
residential u se in CityCenter station . improved. Street.
2035 , Englewood Station
park-n-Ride.
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Felsburg Holt & Ullevig -
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Evaluation Criteria
Multimodal Access to LRT Stations
Alternatives .
Safety Balanced Future (2035) Effective Movement of . . . Constructabitity
System People Alternative Travel Modes Improved Connectivity
US 85/Hampden Introduces pedestrian and The effectiveness of Additional Improves pedestrian Travel time for Higher traffic and
Avenue Interchange vehicle conflict points at a this improvement is connectivity for the access to the pedestrians accessing pedestrian volumes may
Pede strian higher speed interchange reduced with parcels immediately CityCenter the CityCenter require signalizat ion of
Improvements facility without signalized increased traffic north of Hampden Englewood Station. Englewood Station the north and southbound
intersections volumes at this Avenue/west of would marginally on-ramps to US 85 from
interchange. US 85 to the improve because of w estbound Hampden
CityCenter continued out-of-Avenue.
Englewood Station direction travel.
park-n-Ride.
Little Dry Creek Provides a direction Improves access to Additional Improves pedestrian Travel t ime for Acqui sition of property for
Pedestrian Connection connection to Little Dry the parce ls west of connectivity to the access to the pedestria ns accessi ng right-of-way w ould be
(West of US 85) Creek Trail from the US 85 and north of Little Dry Creek Trail. CityCenter the CityCenter required for a d irection
frontage road west of US Hampden Avenue. the South Platte River Englew ood Station. Englew ood Station connection to the L ittle
85 which are planned for Trail. and the Rail Trail. would marg inally Dry Creek Tra il.
commercial and improve because of
resident ial use in continued out-of-
2035 , direction travel.
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Table5,5.
• •
Tier 2D Evaluation (continued)
Evaluation Criteria
Environmental Community lmplementabiLity
Alternatives Environmental and . Property and Existing and Planned Independent Summary/Notes
Cultural Resources Bus1~ess Impacts and Lo al land Use Cost-effectiveness Improvements
Impacts Displacements c
Ci tyCen t er Englewood
LRT Station Pedestrian
Tunn el/Bridge
US 85/ Dar tmo uth
Avenue Inte rsecti on
Improvements
No anticipated im p acts
Widening of US 85
between Evans Ave nue
and Hampden Avenue
to accommodat e t he
additi onal through lane
would potent ia lly
impact a number of
si tes with hazardous
material concerns and
si tes that may be
h is toric, as well as the
Little Dry Creek T rail
and floodplain .
Fefsburg Holt & Uflevig
No anticipated
impact s
Widen ing of US 85
between Evans
Avenue and
Hampden Avenue
to accommodate
the additional
through lane would
require acquisi t ion
of several
propert ies for right -
of -way and
displacement of
businesses and
residents.
Provides easier
bicycle/pedestrian
access to th e
Ci t yCen t er
Englewood Station
for exis t ing
residences and any
future development.
Would affect existing
land use through
acquisit ion of
property.
95
For the cost o f th e
stru c ture and ongoi ng
maintenance of th e
elevator. travel time for
pedestrians accessi ng
th e Ci tyCen t er
Englewood Sta t ion
would be halved, a
pedestrian sa fety iss ue
through the
US 85/Hampden
Avenu e in t erchange
would be addressed.
and an incentive for
further resi dential
redevelopment in th e
area bet ween US 85
and the South Pla tte
River provided. as well
as improved access to
th e Ci ty of Sheridan Old
Ha~es!_en Avenue area.
Wo uld require
evaluat ion of regional
mobility t o just ify cost.
Project not
dependent on o th er
projects: however.
coordination wit h the
Ci t yCenter
Englewood Station
platform shelter
project would be
requi red.
Project not
dependent on o t her
projects.
Carr ied forward as part o f
th is study because t ravel
tim e for pedestrians
accessing the Ci tyCen ter
Englewood Stat ion would be
halved , a pedestrian sa fety
issue through the US
85/Hampden Avenue
interchange would be
addressed, and an incentive
for fu rther residential
redevelopment in the area
between US 85 and the
Sou t h Platte Ri ver provided.
as well as improved access
to the City o f Sheridan Old
Hampden Avenue area .
Ca rr ied forward as part of
th is study because of the
level of congest ion al the
in t ersect ion: however. CDOT
should pursue thi s
improvement in relation lo
th e US 85 corridor.
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Evaluation Criteria
Environmental Community lmplementabiLity
Alternatives ~:~~:t"~!~~~r~:~ Busi~;:f~:;~ and Exl~tingl~d ~~nned Cost-effectiveness I lndependen~ Summary/Notes
Impacts Displacements oca n se mprovemen
Floy d Avenue (Sherman No an t icipated impacts No anti cipa ted Provides easier Only res trip ing wou ld Provides benefits Carried forward as part o f
Street to Elati Street) impacts bicycle access for be required. w hich is w hether other th is study because of
Bi cycle/ Pedest ria n exist ing resi dences relatively low cost. projects are built or improved bicycle access
Improvements and any future not. from th e Broadway
development. wh ile commercial corridor and t he
motorized vehicle Craig Hospi t al / Swedish
access remains in Medical Cen ter t o the
place. CityCenter Englewood
Stat ion .
Eastman Avenue/Inca No anticipated impacts May requ ir e Provides easier If re l oca t io n o f utilities is Provides benefits Not carried forward as part of
Street Area Bi cycle/ relocation of bicycle/pedestri an necessary. could be whe th er o th er thi s study becau se th e cos t -
Pedestrian utilities. access to th e cost-prohibitive. Actua l projects are bui lt or e ffec t iveness rela t ive to th e
Improvements Ci t yCenter use of new f acili t ies no t. stu dy goals is not signi fica nt
Englewood St at ion compared to cost could enough. The improvements
for exis t ing residen t s. also be cost-prohibit ive. are still valuable and sho uld
be considered wi t h any
improvement project s to t he
park.
Kenyon Avenue Bike No anticipa ted impacts Possibly involves Would be beneficial Only res tripi ng would Full potential is Not carried forward as part of
Lanes (Logan Street t o loss of o n -s treet to exist ing residents. be required . which is realized only if a thi s study becau se the
Rail Tr aill parking . Would co-Eng lewood High relatively low cost. crossing of US 85 is Sheridan -Oxford St at io n
exist wi th a truck School students. and built at the Kenyon crossing of US 85 is not
ro ute. future Avenue/ being carried forward.
redevelopment o f Windermere Str ee t decreasin g the potential
industri al areas. intersection. Still need and use of th e f acili ty.
Would conflict wi th beneficial if only Rail Connectivi ty t o th e Rail Trail
ind ustri al uses . Trail is built. At least in thi s case would primarily
one of these facili ties be a regional benef it and
is needed for th is would be a wor th y project on
project. its own or as par t o f another
stu dy.
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Felsburg Holt & Ullevig -• •
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Evaluation Criteria
Environmental Community lmplementabiUty
• •
Alternatives ~:~~:t~:=~r~:~ Busi~;~f~:~ and Exi~tingt ~d :~nned Cost-effectiveness I lndependen~ Summary/Notes
Impacts Displacements oca n se mprovemen
Mansfield Avenue Bike No anticipa ted impacts Possibly involves Would be beneficial Only restriping would Full potential is Not carried forward as part of
Lanes (Logan Street to loss of on-street to existing residents. be requi re d . which is realized only if a thi s study because the
Rail Traill parking. Englewood High relatively low cost. crossing of US 85 is Sheridan -Oxford Station
School students. and Would be part ially built at the Mansfield crossing of US 85 is not
fu t ure duplicating connectivity Avenue/ being carried forward.
redevelopment of provided by any Oxford Windermere Street decreasing the potential
industrial areas. Avenue improvements. intersection. Still need and use of th e facility .
Would conflict with beneficial if only Rail Connectivity to the Rail Tr ail
industr ial uses. Trail is built. At least in thi s case would primarily
one of t hese facilities be a regional benefit. one
is needed for th is that is provided by any
project. Oxford Avenue
im ro vements.
US 85/0xford Avenue Widening of US 85 Widening of US 85 Would affect existing Would require Project not Carr ied forward as part of
Intersection between Belleview between Belleview land use through evaluation of regional dependent on o th er thi s study because of the
Improvements Avenue and Hampden Avenue and acquisition of mobility to justify cost. projects. level of congestion at the
Avenue to Hampden Avenue property. intersection : however. COOT
accommodate the to accommodate should pursue th is
ad ditional through lane t he additional improvement in relation to
would pot entially through lane would the US 85 corridor.
impact several si tes require acquisition
with hazardous material of several
concerns and sites that propert ies for right-
may be hi st oric. as w ell of-way and
as the Big Dry Creek displacement of
Trail and floodplain . businesses and
residents.
Sheridan -Oxford Depending on the The park-n-Ride The conversion of Developing a shared Access to the Car ried forward as part of
Station park-n-Ride locat ion of the park-n-facili ty will require property to a park-n-used facili t y and Sheridan -Oxford this study because of the
Ride facility. the full acquisition of a Ride facility is less locating a facili t y to Station may depend potential benefit of a shared
property acquired may parcel. desirable than a benefit redevelopment on the Rail Trail. use fac ili t y : however. thi s
be a site with potential shared use parking of adjacent parcels may depending on the improvement should be
hazardous ma t erial facility . justify the cost. location of the park-pursued in coord ina tion wi th
conditions or n-Ride facility . RTD and private developers
considered historic . in the area of the Sheridan -
Oxford Station.
97
Felsburg Holt & Ullevig
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Evaluation Criteria
Environmental Community lmplementabiUty
Alternatives ~:~:~;r;::~:~ Busi~~~~f~=~ and Exi~tingl ~d ~~nned Cost-effectiveness I lndependen~ Summary/Notes
Impacts Displacements oca n se mprovemen
Wi ndermere Shared Use Improves access to No anticipa ted Provi des easier Would be cost-Would still be a Carried forward as part of
Path Extension (Bat t ing nearby resources. impacts bicycle and beneficial to provide benefit wit hout the this study because of t he
Cages at Corners tone especially parks and pedest rian access additional access to the Rail Tra il by providing improvement to regional
Park En t rance to tra ils. for nearby Big Dry Creek Trail and an improved access to th e Big Dry Creek
Eng lewood Ca nine residences and future Rail Trail for connection with t he Trail a nd Rail Trail. which
Corra l Entrance) parks. a reas south of Big Dry Creek Trail. subsequently improves
Belleview Avenue. but thi s would not access to th e Sheridan -
Improved access to t he facili t ate improved Oxford Station.
Rail Trai l would also access to a LRT
provide better access st ation .
to th e Sheridan -
Oxford St a t ion.
Tufts Avenue Bicycle No an t icipated impacts Property may be No compat ibility Str iping and signage are Rail Trail is needed Carried forward as part of
and Pedestrian acquired for the issues an ticipated. rela tively low cost. before the project is th is st udy because of the
Improvement s (Navajo sidewalk extension Sidewalk extension is implemented. improved access to the Rail
St reet to Rail Trail) from the adjacen t for a short distance and Trail. and subsequently the
property owner. ADA ramps would Sheridan -Oxford Station.
require minimal
changes t o exis t ing
infras tructure.
Oxford Avenue/ Navajo Depending on Property may be Addressing Due to the cons t rained Coordinat ion with the Carried forward as part of
Street In tersection in tersec t ion design, the acquired for the geomet ric and sa fety nature of t he separa ted bikeway th is study because of the
Improvements propert ies in the in tersec t ion from issues at t he intersect ion. acquisition along Oxford Avenue recognized need: however.
so uthwest. southeast. th e adjacen t in t ersect ion would of righ t -of-way may would be required . would require modi f ica t ion
a nd northeast property owners. benefit adjacent make thi s improvement of RTD buses accessing th e
quadran ts are sites wi th existing and future cost-prohibi t ive. Sheridan -Oxford Stat ion
poten t ial hazardous land uses. and redevelopment of
material conditions a nd adjacent parcels to warran t
may be considered furth er analysis.
his toric.
Hampden Avenue/ The intersect io n is in an Property would be Would provide Would be cost -Projec t not Carried forward as part of
Shoshone Str eet area wi th the potential acqu ired from th e addit io na l access for beneficial t o p rovid e dependent on o th er thi s stu dy to provide
In tersect ion for hazardous mate r ia l adjacen t property exis t ing and future additional access to the projec ts. addit ional access to th e
condi ti ons. owner. land u ses west of areas west of US 85 areas west of US 85 and
US85 and north of Hampden nort h of Hampden Avenue.
Avenue.
98
Felsburg Holt & Ullevig -•
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• •
Evaluation Criteria
Environmental Community lmplementabiLity
Alternatives ~:~~~;~::~~~:~ Busi~;~~f~=~~ and Exiting! tnd ~~nned Cost-effectiveness I lndependen~ Summary/Notes
Impacts Displacements oca an se mprovemen
Dartmouth Avenue No anticipated impact s No an t icipa ted Provides easier Possible Can be constru cted Carried forward as part of
Protected Bikeway (Inca impact s bicycle access for redevelopment in the independently to th is study because it
Street to Federal existing residences area could justify the have benefits, but improves sa fety and
Boulevard} and any future cost. bu t th e safety and reaches full potential connectivity for bicyclists
development. while connectivity benefits for wi th the Rail Trail and west of US 85 , including
motorized vehicle those west of US 85 are a separated bicycle better access to the Engl
access remains in th e primary benefits fac ility along CityCenter Englewood
place. that are equally Dartmouth Avenue St ation. It also provides
important t o the o th er east of US 85. network continuity with any
separated bicycle facilities along Dar t mouth
facili t ies being planned Avenue east of US 85 .
along Dartmouth /
Clarkson/Oxford.
Hami lton Place or Floyd Construction of th e No anticipa ted No compatibi l ity Th e existing bridge is Project not Carried forward as part of
Avenue Bridge Bicycle/ bridge replacement impacts issues anticipa ted. stru c tu rally deficient dependent on other th is study because of
Pedestrian would poten t ially and will require projects bicycle/pedestrian
Improvements impact the Sou th Platte replacement. The connect ivi t y to the Old
River Trail. as well as bicycle/pedestrian Hampden Area of the City of
wetlands along th e improvements would Sheridan.
South Platte River be an addit ional cost
floodplain . but not significant.
Dartmouth Avenue No an t icipa ted impacts Property may be Would provi de Would be cost-Project not Carried forward as part of
(So uth Pla tte River Drive acquired for the addit ional access for beneficial t o provide dependent on o ther t his study to provide
to Zuni Street} Access/ in tersection from exist ing and future addi t ional access t o th e projects addi ti onal access to the
Intersection the adjacent land uses west of areas wes t of US 85 areas west o f US 85 and
Improvemen ts property owners. US85 and nort h of Hampd en north of Hampden Avenue:
Ave nu e. however. would be
dependent o n
redevelopment of parcels
and establishment of the
street rid .
US 85/Hampden No anticipa ted impacts No anticipated No anticipated Would be cost-Project not Not carried forward as part of
Avenue Intercha nge impacts impacts beneficial to provide dependent on other thi s study because of sa fety
Pedestrian additional access to the projects. issues with the in t roduction
Improvements areas wes t of US 85 of pedestrians to th e free
and north of Hampden flow, higher speed
Avenue. US 85/Hampden Avenue
interchange.
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Felsburg Holt & Ullevig -
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tNrr
Evaluation Criteria
Environmental Community lmplementabiLity
Alternatives Environmental and Property and . . Summary/Notes
Cultural Resources Business Impacts and Ex'sting and Planned Cost-effectiveness 1ndependent
Impacts Displacements Local Land Use Improvements
Little Dry Creek Trail
Connection
Bicycle/Pedestrian
Improvements (Along
the frontage road west
of US 85 to Little Dry
Creek Trail. Mary Carter
Greenway !South Platte
Traill . and wes t across
the South Platte River)
No anticipated im pacts
Felsburg Holt & Ullevig
•
Property may be
acquired for the
intersection from
the adjace nt
property owners.
Would impact
existing land use but
would be compatible
wi th future land uses
wes t of US 85 .
100
•
Would be cost-
beneficial to provide
add it io nal access to the
areas west of US 85
and north of Hampden
Avenue.
Project is not
dependent on other
projects. alth ough
the project co uld be
completed as part of
future
redevelopment of
parcels.
Carried forward as pa rt of
this study t o provide
addi tion al access to the
areas west o f US 85 and
north of Hampden Avenue:
however, would be
dependent on
redevelopment of parcels.
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5. V O ~
N@rr
t;.8 Tier? -Alterna Ive Refinemen
Following completion of the Tier 1, 2A. 28, 2C. and 2D evaluations, the previously proposed
projects were carried forward for conceptual engineering design and development of an opinion
of probable cost. In addition, the potential complementary improvement of the CityCenter
Englewood Station Bicycle/Pedestrian Bridge/Tunnel was carried forward for conceptual
engineering design and development of an opinion of probable cost. The remaining potential
complementary improvements carried forward from the Tier 2D analysis (Table 5-5) were
recommended for further evaluation . but conceptual engineering design and an opinion of
probable cost were not prepared for the remaining potential complementary improvements.
As part of the conceptual engineering design development. each improvement was refined
based on public feedback and agency coordination . This section summarizes the refinements
that occurred during the Tier 3 Evaluation .
5.8 .1 Rail Trail (Big Dry Creek Trail Connection to Elati Street}
The previously proposed project of the Rail Trail includes construction of a 10-foot-wide multi-
use bicycle/pedestrian trail with bridges over Oxford Avenue, Hampden Avenue, and Dartmouth
Avenue. Append ix D includes the conceptual engineering plans and opinions of probable cost for
the Recommended Transportation Improvements. Table 5-6 summarizes the alternative
refinements that were conducted but not carried forward for the Rail Trail.
Table 5-6. Rail Tra il -Alternat ive Refinements Summary
Rail Trail Segment Refinement Summary
1 Removing the bridge over Oxford Avenue
Big Dry Creek to the Sheridan I and relocating the trail along Navajo Street
-Oxford Station through the Oxford Avenue/Navajo Street I intersection
Sheridan -Oxford Station to
Little Dry Creek Trail
Fe/sburg Holt & Ulle vig
Removing the bridge over Hampden Avenue
I and relocating the trail along Kenyon Avenue
to Ja son Street/Inca Street and through the
Hampden Avenue/Inca Street intersection
and along In ca Street to the CityCenter
Englewood Station
In sta lling bike lanes on the roadway through
the bus transfer area at the CityCenter
Englewood Station
Installing the Rail Trail at the base of the
existing retaining wall through the bus
transfer area at the CityCenter Englewood
Station
101
Not carried forward as part of this study
because of safety concerns for bicyclists
and pedestrians with vehicle. truck. and bus
traffic at the Oxford Avenue/Navajo Street
intersectio n. out-of-direction travel for trail
users. and the possibility of providing a direct
connection to the Sheridan -Oxford Station
for properties south of Oxford Avenue
Not carried forward as part of this study
because of required improvements to the
existing sidewalk facilities and potential
acquisition of property for right-of-way; out-
of-direction travel for trai l users : and the
possibility of providing a direct connection to
the CityCe nter Englewood Station for
properties south of Hampden Avenue .
Not carr ied forward as part of this study
because of safety concerns related to
potential conflict between bicy clists and
bu ses on the roadway
Not carried forward as part of this study
because of a resultant need to shift the
roadway to the east and reconfigure the
existing bus statio ns and pull-outs with a
potential loss in capacity
ENGLEWOOD
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5 U D Y
Rail Trail Segment Refinement Summary
Little Dry Creek Trail to Bates
Avenue
Removing the bridge over Dartmouth
Avenue and relocating the trail through the
Dartmouth Avenue/Inca Street intersection
Connecting t he Rai l Trail to Elati Street
(approximately north of Am herst Avenue)
5.8.2 Bikeway Loop
Not carried forward as part of this study
because of out-of-direction travel for trail
users: and the possibi lity of a direct
connection to the CityCenter Englewood
Station for properties north of Dartmouth
Avenue.
Not carried forward as part of th is study
because of t he required acquis ition of
p ro p erty for rig ht-of-way o r an easement.
The prev iou sly proposed project of th e Se p arated Bi ke w ay Loop includes con struction of a
bi-di rectional. 6 -to 8 -foot-wide protected b ike w ay along Dartmouth Avenue from Inca Street to
Cla rkson Street. along Clar ks on Street from Da rtmouth Avenue to Oxford Avenu e. and along
Oxford A v enue from Clar kson Street to Ir v ing Street. Appendix D includes the conceptual
engineering plan s. cros s-section s. and opinion s of probable cost for the Recommended
Tran spo rtation Improvements. Table 5-7 summa ri ze s t he a lternativ e refinements that w ere
conduct ed for the Sep arate d Bikew ay Loop.
T able5-7 Bikeway Loop -Alternative Refinements Summary
Bikeway Loop
Segment
Dartmouth
Avenue (Inca
Street to Clarkson
Street)
Clarkson St r eet
(Dartmouth
Avenue to Oxford
Avenue)
Refinement
Installing a one-way couplet of buffer separated
shared parking and bicycle lane
Installing a one-way couplet of separated bicycle lanes
at sidewa lk level se p arated from the parking lan es.
Insta l ling a two-way separated bicycle lane at sidewal k
level
Insta lling a one-way co uplet of separated b icycle lanes
at si d ewalk level sepa rated fro m travel lanes by
park in g or landscaping .
Installi ng a bicycle bou levard with shared lane
markings. wayfinding signs for bicyclists. street
treatments to give b icyclists priority and to slow traffic
and improve bicycle and pedestrian safety
10 2
Felsburg Holt & Ullevig
Summary
Carried forward as part of t his study because
it mai ntains on-street parking, does not require
th e acquisitio n of property for right-of-way,
and minimizes impact to encroac hments on
t h e right-of-way.
Not carried forward as p art of t his st udy
b eca use of t he remova l of o n-street park in g at
d riveways and alleys to provide ad equate
sig ht distance and pub li c concern of t he
potentia l acquisition of property fo r right-of-
way.
Not carried forward as p art of t his study
because of the remova l of o n-street parking
o n one side of the street and p ubli c concern
of t he potential acqu isitio n of property for
right-of-way.
Not carri ed forward as part of t hi s study
b eca u se of t he remova l o f o n-street pa rk ing.
Car ried forwa rd as part of t hi s study b ecause
it uses the existing neighborhood street.
m a inta in s two lanes for ve hicle travel. and
generally m aintai ns on-street parking o n both
si d es of t he streets (some lim ited re moval
dep e nding on the street treatments).
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Oxford Avenue
(C larkso n Street
to Broadway)
Oxford Avenue
(Broadway to
Na vajo Street)
In sta lling a bicycle bouleva rd w ith shared lane
/ markings. wayfinding sig ns for bicycli sts. street
treatments to gi ve bicyclists priority and to slow traffic
and improve bicycle and pedestrian safety
Installing a one-way couplet of buffer separated
on-street bicycle lanes
In sta lling a one-way couplet at sidewa lk level
separated from the parki ng lanes
earned forward as part of this st udy because
it uses the existing neighborhood street.
m aintain s two lanes for vehicle travel. and
generally m aintains on-street parking on both
sides of the streets (some limited removal
depending on the street treatments).
Not carried forward as part of this study
because of the desire to have bicyclists at
sidewalk leve l.
Carried forward as part of this study because
of the safety benefits of sepa rated bicycle
1 lanes and the similarity to traditional flo w of
bicy cle traffic that one-way faci li ties prov ide.
Not carried forward as part of thi s stud y
In sta lling a two-way separated bicycle lane at sidewa lk because of the non-traditional flow of
Oxford Avenue
(Navajo Street to
the South Platte
Ri ver)
Oxford Avenue
(So uth Platte
Ri v er to Irvi ng
Street)
Oxford Avenue
(Irving Street to
Lo w ell
Boulevard )
level on the north side of Oxford Avenue bi cycli sts on one side of the ro ad way and
multiple cros s street intersection s.
Installing a 10 -ft multi-use trail on the north side of
Oxford Avenue
Installing a 10 -ft multi-use trail on the north side of
Oxford Avenue
r Installing a one-way couplet at sidewalk level
separated from the parking lanes.
In stalling a bicy cle bouleva rd w ith shared lane
markings. wayfinding signs for bicyclists. street
treatments to gi ve bicy clists priority and to slow traffic
and improve bicy cle and pedestrian safety
Carried forwa rd as part of this study becau se
of the existing multi-use trail on the north side
of Oxford Avenue west of US 85
Carried forward as part of this study because
of the existing multi -use tra il on the north side
of Oxford Avenue west of US 85
Not carried forw ard as part of this study
because of th e existing multi-use trail on the
north side of Oxford Avenue west of US 85
Carried forward as pa rt of this study because
it u ses the existing neighborhood street.
maintains two lanes for ve hicle tra vel. and
generally m aintain s on-street parking on both
sides of the streets (some limited remova l
depending on the street treatments).
5.8.3 Southwest Greenbelt Trail and Extension
The previously proposed project for the Southwest Greenbelt Trail and Extension includes
reconstruction of the existing 8-foot-wide asphalt trail in Rotolo Park from Cherokee Street to
Huron Street with a 10-foot-wide multi-use trail and construction of a new 10 -foot-wide multi -
use trail from Huron Street to the Rail Trail. Append ix D includes the conceptual engineering
plans and opinions of probable cost for the Recommended Transportation Improvements. The
following alternative refinements were made for the Southwest Greenbelt Trail and Extension :
► Provide a connection to Cherokee Street both north and south of the Southwest
Greenbelt Trail Extension
► Shift the alignment of the trail to the north in Rotolo Park to provide access to the existing
playground
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► Extend the South w est Greenbelt Tra i l along Stanford Dri ve to the south along the
road w ay in front of the single re sidence on the north side of Stanford Drive instead of
routing the trail to the north of the re sidence
CityCenter Englewood Station Platform Shelter
The previously proposed project of reconstructing the CityCenter Englew ood Station Platform
Shelter included con structing w eather shelters at the CityCenter Englew ood Station . Appendix D
includes the conceptual engineering plans and opinions of probable cost for Recommended
Transportation Improvements.
5.8.5 Englewood Parkway Extension and Bus Transfer /Piazza Redesign
The previously proposed project for the Englewood Parkw ay Extension and Bus Transfer /Piazza
Redesign included constructing a 29-foot-w ide Englewood Park w ay road w ay (two 12-foot
through lanes with 2.5-foot curb and gutter) and associated bus transfer /pedestrian piazza from
Inca Street to the CityCenter Englew ood access road . The Englew ood Parkway Road w ay would
be widened to accommodate RTD bus turn movements in the area of the bus transfer. Widening
would require demolishing and reconstructing the e xisting pedestrian access bridge to the
CityCenter Eng lewood Station or acquiring or partially demolishing the ex isting apartment
complex to the northeast. Consequently, this previously proposed project w as not carried
•
forw ard as part of this study. Figure 5-8 depicts the Englewood Parkway Extension and Bus •
Transfer /Piazza Redesign .
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Figure 5-8 Englewood Parkway Extension and Bus Transfer /Piazza Redesign
5.8.6 CityCenter Englewood Bicycle/Pedestrian Bridge/Tunnel
Since the Floyd Avenue Extension w as not carried forw ard as part of this study, a
pedestrian/bicycle bridge/tunnel with access to the CityCenter Englewood Station was
evaluated . Figure 5-9 depicts the options of a bicycle/pedestrian bridge across the LRT tracks ,
CML railroad tracks, and US 85 (Santa Fe Drive). An opinion of probable cost was prepared for
each option based on the conceptual level of engineering design (Figure 5-7). The opinion of
probable cost based on the conceptual engineering was :
► Option 1 Bridge with an elevator /staircase to the station platform -$12 .18 million
► Option 2 Bridge with an elevator /staircase to street -level -$12 .51 million
► Option 3 Tunnel -$14.59 million
Based on cost. Option 1 was further refined . Appendix D includes the conceptual eng ineering
plans and opin ions of probable cost for the Recommended Transportation Improvements .
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Figure 5-9 CityCenter Englewood Station Bicycle/Pedestrian Bridge/Tunnel Options
Englewood -City Center LAT Station
Bicycle/Pedestrian Bridge/Tunnel Options
Option 1 -Bridge Elevator to Station Platform
-Option 2 -Bridge with Elevator to Street Level
-Option 3 -Tunnel
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6.o Recommended Transportation Improvements
Chapter 6 .o describes the pac kage of Recommended Transportation Improvements resulting
from the analysis conducted in this Next Steps Study. Figure 6-1, Figure 6-2, and Figure 6-3, show
the package of Recommended Transportation Improvements. Appendix D includes the
conceptual engineering plans and opinions of probable cost for the Recommended
Transportation Improvements. Conceptual engineering plans and opinions of probable cost w ere
not prepared for the Complementary Transportation Improvements.
b.l I rr1nc; ortation /mprovementc;
► Rail Trail (Big Dry Creek Trail Connection to Elati Street)
• Constructing a 10-foot-wi de multi-use bicycle/pedestrian trail adjacent to the
Southwest LRT Corridor from the Big Dry Creek Trail to Elati Street with
bicycle/pedestrian bridges over Oxford Avenue, Hampden Avenue, and Dartmouth
Avenue .
► Dartmouth Avenue, Clar ks on Street. and Oxford Avenue Bikeway Loop
• Dartmouth Avenue Bikeway
o Installing a one-way couplet of a buffer separated shared parking and bicycle lane
along Dartmouth Avenue from Inca Street to Clarkson Street.
• Clarkson Street Bikeway
o Installing a bicycle boulevard along Clarkson Street from Dartmouth Avenue to
Oxford Avenue with shared lane markings. wayfinding signs for bicyclists. street
treatments to give bicyclists priority. to slow traffic. and to improve bicycle and
pedestrian safety.
• Oxford Avenue Bikew ay
o Installing a bicycle boulevard along Oxford Avenue from Clarkson Street to
Broadway with shared lane markings. wayfinding signs for bicyclists. street
treatments to give bicyclists priority, to slow traffic. and to improve bicycle and
pedestria n safety.
o Installing a one -way couplet along Oxford Avenue from Broadway to Navajo
Street at sidewalk level separated from the parking lanes.
o Installing a 10-ft multi-use trail on the north side of Oxford Avenue from Navajo
Street to Irving St reet.
o Installing a bicycle boulevard along Oxford Avenue from Irving Street to Lowell
Boulevard with shared lane markings, wayfinding signs for bicyclists. street
treatments to give bicyclists priority. to slow traffic, and to improve bicycle and
pedestrian safety .
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► Southwest Greenbelt Trail and Extension
• Reconstructing the existing 8 -foot-wide asphalt trail in Rotolo Park from Cherokee
Street to Huron Street with a 10-foot wide multi-use trail and constructing a new
10-foot-wide multi-use trail from Huron Street to the Rail Trail
► CityCenter Englewood Station Platform Shelter
• Reconstructing the CityCenter Englewood Station Platform Shelter with a weather
shelter
► CityCenter Englewood Station Bicycle/Pedestrian Bridge
• Constructing a 12-foot-wide pedestrian grade-separated crossing of the LRT tracks.
CML railroad tracks. and US 85 (Santa Fe Drive) with an elevator and a staircase to the
CityCenter Englewood Station Platform
Table 6.1 summarizes t he opin ions of probable cost for t he transportation improvements.
Table 6-1 . Summary of Opinions of Probable Cost
Transportation Improvement
Ra il Trail (B ig Dry Cree k Tr ail Co nnection to Ela ti Street)
Rail Trail (Big Dry Creek Trail to Sheridan -Oxford Station)!
Bridge over Oxford A venue
Rail Trail (S heridan -Oxford Station to Little Dry Creek Trail Connection to South Platte River Traill'
Bridge over Hampden A venue
Rail Trail (Little Dry Creek Trail Co nnection to South Platte River Trail to Bates Avenue)!
Bridge over Dartmouth A venue
Dartmouth Avenue , Cla rkson Street. and Oxford Aven ue Bikeway Loop
Dartmouth Avenue Bikeway (Inca Street to Clarkson Street)
Clarkson Street Bicycle Boulevard (Da rtmouth Avenue to Oxford Avenue)
Clarkson Street Bicycle Boulevard (Dartmouth A venue to Oxford A venue) -Pavement Markings Only
Oxford Avenue Bic ycle Boulevard (Clarkson Street to Broadway)
Oxford Avenue Bikeway (Broadway to Navajo Street)
Oxford Avenue Bikeway (Navajo Street to Irving Street)
Oxford Avenue Bi cycle Bouleva rd (Irving Street to Lowell Boulevard)
Southwest Greenbelt Tra il Extens ion
CityCenter Englewood Station Platfo rm Shelter
CityCenter Englewood Stat ion Bicycle/Pedestrian Bri dge
Notes:
(1) Includes bridge cost for segment.
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$5,043 ,000
$2,375,000
$773,000
$1,566,000
$1,038.000
$1,102,000
$1,456,000
$11,050,000
$204,000
$297,000
$30.000
$26,000
$9,163,000
$1,347,000
$13,000
$2 ,959,000
$200,000
$7,162,000
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Figure 6-1. Package of Recommended Transportation Improvements -Bikeway Loop and Rail Trail
LEGEND
CE Light Rail Station• --Rail roads <,J City Boundaries
"""-" Rtvers Recreational ResourcH
Proposed Transportation Improvements
Bikew ay Loop
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Figure 6-2. Package of Recommended Transportation Improvements -CityCenter Englewood Station Area
0
LEGEND
Pr ewl ou sl y Propose d Tra nspo rtati on lm prow emen ts
Blkew•y Loop
-R1il Trell
-Engl•wood City Cetll•r Station Blcyc .. /Pede1tri1n Brldv•
Englelll'ood City Center LAT Station Pllltform Shelter
Po te ntia l Comp le ment ary Im proveme nts
1111111 Englewood Cily Center SUition P•dotritln 8f1d9• or Tunnel
Fk)yd Avenue (ShMman to Elati) Bicyde/PedHtrian
o,nmooth AVIHIU. (Inca to F~r•I) Bikewey
Uttle Dry Creek Trait Connection Bioycle/Pedestrian Improvement s
Dartmouth 4venu. (South Platt• Rlvu Dr to Zuni AcceHI
('•: Hampdan Avenue/Sho~ Street lnt«1ectlon
••••• US 85101rtmoulh Avenue lnwt$ectlon
Hamilton Bndge Blcycte/Pedestrlan
Place or noyd Avenue
Felsburg Holt & Ullevig •
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Figure 6-3. Package of Recommended Transportation Improvements -Sheridan -Oxford Station Area
CE Light Rall Stati ons -Railroads GJ
Re c reationa l RHOUrc H
Proposed Transportation Improvements
Bikeway Loop
-Rall Trall
-Southwest Greenbelt Extensi on
Potential Complementary Improvements
111 11 11 Winde rmere Street Shar e d Use Path
Tufts Avenue (Navaj o t o Ra ll Trail) Bicycle/Ped estri an
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6 :::> Comolemen ,v Transoortation Improvements
The following represent the Complementary Transportation Improvements.
6 .2 .1 Bicycle/Pedestrian Improvements
► Floyd Avenue Bike Lanes (CityCenter Englewood Station to Sherman Street)
• Restriping to include 5-foot bike lanes in both directions. requiring the removal of the
center turn lane from the CityCenter Englewood Station to Elati Street. and a road diet
from four lanes to two lanes with a possible center turn lane from Elati Street to
Sherman Street or a similar type of treatment.
► Dartmouth Avenue Bikeway (Platte River Trail to Federal Boulevard)
• Extending the construction of a bi-directional. 6-to 8-foot-wide protected bikeway
along Dartmouth Avenue from the Little Dry Creek Trail to Federal Boulevard.
► Windermere Shared Use Path Extension (Batting Cages at Cornerstone Park Entrance to
Englewood Canine Corral Entrance)
• Replacing the existing sidewalk with an extension of the existing 8-foot shared use
path along the east side of Windermere Street (Belleview Avenue to the Batting
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Cages at Cornerstone Park Entrance). north to the Englewood Canine Corral Entrance, •
providing connectivity to the Big Dry Creek Trail.
► Tufts Avenue Bicycle and Pedestrian Improvements (Navajo Street to Rail Trail)
• Extending the sidewalk along the south side of Tufts Avenue to connect with the
future Rail Trail where Tufts Avenue turns north into Windermere Street
• Painting bike sharrows and installing "Share the Road" signs
• Installing crosswalks where Tufts Avenue turns north into Windermere Street
(including ADA ramps). where Windermere Street continues south from Tufts Avenue,
and where Navajo Street continues north from Tufts Avenue
► Little Dry Creek Trail Connection Bicycle/Pedestrian Improvements (Along the frontage
road west of US 85 to Little Dry Creek Trail. Mary Carter Greenway [South Platte Traill, and
west across the South Platte River)
• Extending the sidewalk a long the frontage road west of US 85 to Little Dry Creek Trail
6.2 .2 Intersection/ Access Improvements
► US 85 / Dartmouth Avenue Intersection Improvements
• Providing a fourth northbound and southbound through-lane along US 85 to the next
largest intersections (US 85/Hampden Avenue and US 85/Evans Avenue).
► US 85 / Oxford Avenue Intersection Improvements
• Providing a fourth northbound and southbound through-lane along US 85 to the next
largest intersections (US 85/Hampden Avenue and US 85/Belleview Avenue).
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► Oxford Avenue/ Windermere/ Navajo Street Intersection Improvements
• Improving bus circulation to the Sheridan -Oxford Station
► US 285 / Shoshone Street Right-In / Right-Out
• Working with CDOT to construct a righ t -in/ right-out to/from US 285 and Shoshone
Street to provide easier vehicular access to areas west of US 85 and north of US 285
► Dartmouth Avenue Intersection Improvements (South Platte River Drive to Zuni Street)
6 .2.3
• Providing intersection and access cont rol improvements along Dartmouth Avenue
from the South Platte River Drive to Zuni St re et as the street grid is reestablished
(Dartmou t h Avenue/Shoshone Street Dartmouth Avenue/Ouivas Street etc.)
Other Improvements
► Sheridan -Oxford Station park -n-Ride / Shared Use Parking
• Redeveloping a nearby parcel into a RTD park-n-Ride f acility or working with a
developer to construct a shared use parking structure as part of a mixed-use
redevelopment where a portion of parking would be dedicated to RTD riders using
the Sheridan -Oxford Station .
► Hamilton Place or Floyd Avenue Bridge Bicycle and Pedestrian Improvements
• Widening the Hamilton Place Bridge to accommodate 8-foot sidewalks and 5-foot
bike lanes on each side or providing a separate adjacent bicycle/pedestrian only
bridge and/or providing a separate Floyd Avenue Bridge over the South Platte River .
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7.0 Community Engagement
Community engagement for the Next Steps Study was conducted simultaneously with two other
City of Englewood major planning studies that directly impact the future of transportation in and
around the community :
► Englewood Comprehensive Plan Update
► Englewood Light Rail Corridor Next Steps Study
► Walk and Wheel Master Plan and Program
Although three separate consultant teams were contracted to work with City staff on each study,
the overall process was branded as Englewood Forward Conducting the studies simultaneously
and in collaboration with each other reduced citizen public meeting fatigue, enabled the public
to see firsthand the integration of the studies and how one fits or impacts the other, enabled
consistency in recommendations among the studies . increased effectiveness of the study
process, and resulted in more efficient and effective agency and stakeholder involvement. There
were specific instances where public and agency involvement activities took place specific to
the goals and objectives of one of the individual studies , but generally, community engagement
and outreach was conducted simultaneously and seamlessly for all three studies .
71 Communltv En 'a emen Pro e
Open and transparent community engagement and public participation were key elements in
the process of developing the Next Steps Study. The goal of community engagement and
outreach was to increase public awareness of the study and its goals and objectives and to
promote community participation in the study process . Public input was solicited throughout the
entire study process. Public participation included open discussion through small group
meetings, stakeholder interviews, neighborhood walk-abouts, an agency staff technical meeting,
City Council briefings, written comments, surveys and well-publicized public meetings.
7.2 Plan 1 oo e
At the beginning of the study, a detailed Community Engagement Plan was developed to
describe public and agency participation methods and objectives to identify where each activity
fit into the schedule. The Integrated Studies Community Engagement and Outreach Plan guided
all outreach activities for maximum effectiveness.
7 < nmmun,catton Ob1ecl!ves
Objectives of community engagement were to:
► Increase public awareness of the study, promote public participation in the process, and
collect public input/feedback.
► Provide direction for the study through focused, effective, and efficient input from
stakeholder groups. as well as to efficiently obtain broader public views and opinions .
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wt.,,:1~1 '"' • "'
\ ~;+-
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► Develop a variety of proactive. efficient. and cost-effective public outreach tools /tactics
to inform, involve, and generate community buy-in leading to continued project support.
The tools/tactics used publicized all public meetings at least two weeks in advance of
each meeting .
► Encourage public participation in the study process to ensure input is gained from a
broad range of community leaders. agencies. elected officials. citizens . and organizations
that have an interest in the outcome of the study. Provide involvement opportunities for
area citizens. neighborhoods, businesses and community leaders/organizations, including
underserved populations based on income, ethnicity. age and/or disabilities .
► Ensure public meetings were easily accessible to the public to encourage broad
participation . Preference was given to the use of the Englewood Civic Center as the
primary meeting venue due to its accessibility to public transit routes , in accordance w ith
ADA
► Ensure residents were informed and had timely access to meeting proceedings and the
decision-making process. which encouraged participation and feedback. Public meeting
summaries and materials were posted to the project website within two weeks of each
meeting .
Documentation and evaluation methods included a combination of the following :
• ► Meeting summaries (who attended /what was achieved)
► Meeting attendance/sign-in to document participation at every meeting
► Documentation of all public and stakeholder comments/input
► Response to public queries/questions
► Response rate of online survey questions
► Establishment of the project website as the most authoritative source of study
information
7 ,3.1 Study Areas/ Audiences
Each Study Team , City of Englewood and City of Sheridan staff. and others responsible for
engaging the public throughout the study process used the Integrated Studies Community
Engagement and Outreach Plan . The plan was used as a guide to implement public involvement
activities and engage stakeholders in and around the study areas to provide valuable input and
to help inform the decisions within each study.
Englewood Light Rail Corridor Next Steps Study
Study Areas/Target Audiences
► Englewood Stati on -Wes t Ne ighbo rhood : The West Neighborhood is located between
Dartmouth and Hampden Avenues on the north and south. and Santa Fe Drive and Zuni
Street on the east and west. and includes the South Platte River. The area is currently
developed with industrial uses and is not directly connected to the CityCenter Englewood
Station.
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► CityCenter Englewood Neighborhood : The Engle w ood Light Rail Corridor Plan envisioned
the development of additional multi-unit residential developments immediately adjacent
to the CityCenter Englew ood Station over current RTD and City parking areas .
► Oxford Stat ion -South Neighbo rhood : The Englew ood Light Rail Corridor Plan envisioned
the development of two parks located north and south of Oxford Avenue that would
serve to attract higher quality multi-unit residential housing . including for-sale units .
► Bates Sta ti on -North Ne ighborhood : The Bates Station-North Neighborhood primarily
consist s of the Winslo w Crane and General Ironworks properties . PUDs were recently
approved for both properties that allow redevelopment for multi-unit residential use,
without establishing site plans .
Community and stakeholder input/involv ement w as based on the follo w ing goals :
► Provide the most cost-effective means of providing next steps to deliver transportation
improvements that enhance the CityCenter Englewood TOD
► Provide multimodal connections to the CityCenter Englew ood and Sheridan -Oxford
Stations
► Trigger substantial private investment in Englewood and Sheridan
► Increase transit ridership
Agency Coordination
FHU coordinated with the City of Engle w ood staff about specific coordination needed with the
agencies to keep them informed about the progress of the studies .
► Agencies w ere included in the Agency Technical Workshop.
► City of Englew ood staff provided the agencies monthly progress reports or briefings on
the Next Steps Study.
Project Management Team
FHU Project Management Team and the cities of Englewood and
Sheridan's technical staff met as needed throughout the duration of the
Next Steps Study timeframe to address project challenges and
opportunities.
74 communication Tools/Tactics
Brand/Logo/Templates
LIG H T R A IL COR R I D OR
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A key strategy in assuring awareness of the three studies was to establish an overall project
brand/logo for Englewood Forward along with three compatible individual study logos and
communicat ion material templates. These were produced to give a similar look and feel
between online and print materials across all projects and were used in creating all
commu nication materials.
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All study-related information and materials, study purpose and
scope, study timeline. public meeting schedule. public meeting
presentations. meeting summaries. photos. displays and maps
were posted to the project website and updated follow ing each
public meeting . Citizens also learned about other ways to get
involved in the studies through the w ebsite and the calendar of
meetings/activities and had an opportunity to provide feedback
through online surveys . Nearly 2 ,300 unique visitors have visited the Englewood Forward
website.
£-Newsletters
E-newsletters w ere developed and distributed to 521 contacts in the
database. including agencies. stakeholders . and members of the
general public who requested information on the project. The
e-newsletters included a project update summary paragraph . a
synopsis of public involvement. links to additional information on
the specific study project webpages. and dates of the next public
event (if available). The e-newsletters were distributed at the start
of the year-long process. before each public meeting event and
after each public meeting with a summary from each study.
Public Meetings
~ tNGLEWOOO
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Three public outreach meetings w ere held in which the three studies presented information and
gathered public feedback through a variety of interactive tools and discussions . Videos were
produced from the first two public meetings. The videos provided an overall introduction by City
of Englewood Mayor Randy Penn . a project description from each project leader. and citizen
interviews. The videos were placed on the Englewood Forward website to provide citizens an
additional opportunity to obtain information presented during the public meetings.
Meeting dates and locations were as follows:
► November 12, 2014, 6 -g p .m., Englewood Civic Center
► February 11. 2015, 6 -g p.m.. Englewood Civic Center
► June 18. 2015, 6 -g p .m ., Englewood Civic Center outdoor concert
► June 20. 2015 , 1 -5 p.m ., outdoor street festival
► September 26, 2015, 1 -5 pm, outdoor street festival
Publictfy Tactics Used to Promote the Public Meetings
The following communications tools were used to publicize each public meeting:
► Landing page of Englewood Forwardwebsite
► Englewood Forwardwebsite calendar
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► City of Englewood website "eNotifier" subscribers
► City of Englewood, City of Sheridan , and others (Chamber of Commerce, school districts)
posting to their websites and on City Bulletin Boards
► Social media/Facebook posts (City of Englewood and City of Sheridan)
► News releases developed by the consultant team and distributed to local news media by
the City of Englewood and City of Sheridan
► Community calendars of local new s media
► Englewood Citizen and Sheridan Citizen newsletters
► E-newsletter (distributed two weeks and two to three days
before each public meeting) to a database of more than 500
and distributed to community business and civic
organizations , which then redistributed them to their
database of constituents
► Englewood Police Department "Ne xt Door" online social
network
... ...,.,.,.--.~ .. ...w...t~.-,...w.1~0ar'-o.tior,j, ,....,.....,_._IMllr,~~~~ ......... -MWe ........,........,__,.._ .. ...,llpt,.. ............ ca, .. ~---tNI ~~-,......._.,...,........., .• _..,_...i ........ ~ ._.,,~~,-.-,1,......iwa.,w..,.......,..,...,..........,
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~CM<C..,.(--"Y ...... r ....... 1000 ._...-........, --
► Flyers to public locations throughout the community and to businesses , real estate
offices, schools , apartment complexes , and local homeowner associations
► Postcards to property owners along key corridors (Dartmouth, Clarkson, Oxford , Navajo,
•
Windermere , Inca, Englewood Parkway and Southwest Greenbelt) before the second •
public meeting . Property owners were made aware of the study process, public meetings,
and website address.
► Project Biz Cards : 1,000 business cards were printed and handed
out during the Holiday Bazaar . The study team was provided 250
business cards to distribute as needed.
► Electronic billboards that promoted the public meetings within
two days of each meeting .
November 12, 2014 Meeting Information
As the first opportunity for public engagement in the planning process,
the purpose of the November 12 kickoff public meeting was to:
► Explain the consolidated planning process and project goals for
each plan/study
► Identify issues and priorities of the Next Steps Study
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► Articulate elements of an updated community vision to revitalize. redevelop, and reinvent
► Gather thoughts, ideas, and desires from the community regarding opportunities and
issues related to the Next Steps Study
City of Englewood Mayor Randy Penn began the meeting with a welcome and presentation ,
followed by short presentations by each study consultant team project manager. Following the
formal presentation , citizens visited stations for each study, provided input. and discussed with
the consultant teams . More than 50 local citizens attended the public meeting .
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Other participants included:
► Councilman Rick Gillitt, City of Englew ood
► City Manager Eric Keck . City of Englew ood
► City of Sheridan Planning Commission members
► Additional City of Englew ood staff
February 11, 2015 Meeting Information
The second public meeting also involved an introduction by City of Englew ood Mayor Randy
Penn and separate stations for each study. The study team presented results of its data
collection and conditions assessment w ork including :
► Ex isting and projected daily traffic volumes and truck data
► Ex isting peak hour intersection turning movement counts and levels of service at all
intersections within the corridor study area
► Ex isting transit routes
► Potential bicycle and pedestrian conflict areas
► Analysis of several proposed transportation improvements
Overall Feedback (Comments and Questions) From the
Public Meetings
Citizens of various groups from the cities of Englewood
and Sheridan provided input and feedback throughout
the public meetings. Common themes heard from the
public included :
► Parking
► Floyd Street Extension -costs /benefits/ options
► Serving senior citizens
► Infrastructure for pedestrians along Hampden
Avenue for better access to LRT station
► Auto snow melt area
► Cover for RTD ticket machines
► Covered waiting area
► Redevelopment of properties at both the CityCenter
Englew ood Station and the Sheridan -Oxford Station
► Bikeways
► Additional LRT stops
► Land use
► Increased connectivity for walking and biking
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Contact Database (Stakeholder/Public)
A contact database was developed and expanded throughout the study to include all
stakeholder and groups/individuals interested in or potentially impacted by the study. Email
addresses were collected from interested parties and residents via the website and during the
public meetings. In addition to citizens, the contact database also includes community
organizations, boards and commissions , government agencies, developers. local businesses. etc.
A link was posted on the website and on other communication materials for interested parties to
sign up fore-newsletter notifications throughout the project. There are currently 521 contacts in
the Englewood Forward database .
Media/News Releases
At the beginning of the study and before every large public gathering , press releases were
written and provided to the cities of Englewood and Sheridan for distribution to print and
electronic news media . These press releases were provided at key project milestones and to
announce public meeting events. New s media outlets included Englewood Weeklies
(Englewood Herald and The Vi/lagen . the Denver Post and Denver Post YourHub .com (Arapahoe
County).
Neighborhood Outreach/Business Walk-Abouts
•
Each neighborhood in the study areas is different in nature and in demographics. Thus.
neighborhood concerns and desires had the potential to be different from other stakeholders . •
Walk-abouts were conducted in which the Next Steps Study consultant team visited more than
100 business owners/managers in the study area. obtained contact information , provided
project-related information and solicited their input. concerns, and suggestions.
Land/Property Owner Outreach
The City of Englewood provided the contact list of 600 property owners from the previous
station area planning study . Outreach focused on property owners who own key parcels that
may represent redevelopment opportunities in the vicinity of key focus areas (such as around
the Sheridan -Oxford Station . to the west side of Santa Fe across from the Englewood station .
and property owners south and east of Hampden and Santa Fe). A postcard mailing was sent to
these property owners before the second public meeting . In addition to the mailing , the
consultant team visited a number of key property owners.
Developer Roundtable (February 20. 2015)
A roundtable forum of real estate developers from around the metro area . as well as developers
familiar with the Englewood market. was convened to discuss the findings of the market study
for the four study areas in Englewood . Input was gathered on how to potentially move forward
with implementation of development concepts for each study area .
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Agency Technical. Workshop -Light Rail. Comdor Next Steps Study Oanuary 22, 2015)
The study team hosted an initial kickoff to the Light Rail Corridor Next Steps Study on January 22 ,
2015, involving agency staff, elected officials, key community groups, and stakeholders with an
interest in learning details and participating in the
study. More than 25 people joined in the workshop .
Invited agencies included:
► City of Englewood staff
► City of Sheridan staff
► Arapahoe County staff
► Elected officials from the cities of Englewood
and Sheridan and Arapahoe County
► DRCOG staff
► RTD staff
► City of Englewood Transportation Advisory
Committee
► City of Englewood Urban Renewal Authority
► CDOT staff
► FHWA staff
• ► Railroad representatives
Workshop discussions focused on :
► Goals for the Next Steps Study
► Project overview
o Previous planning efforts
o Study area
o Project goals
o Schedule / key decision points
o Critical project elements
o Community engagement
► Data collection efforts
o Real estate feasibility
o Transportation system
o Environmental overview
► Alternatives development. evaluation, and design
o Screening process
o Preliminary screening results
o Feedback
o Conceptual design
► Action Plan
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Englewood and Shendan City Counetf Briefings (February 25, 2015 I.Joint!' June 1, 2015,· June 22,
2015,· July 6, 2015,· July 13, 2015)
The study team updated the City Councils on the project findings based on data collection.
public input, transportation improvements analysis , and the real estate development feasibility
analysis .
RTD Coordination (February g, 2015,· Apnf 30, 2015)
The study team coordinated w ith RTD regarding potential Locations of the Sheridan -Oxford
Station park-n-Ride /Shared Parking facility, the Englewood Parkway Extension , as well as
provided conceptual design for the Rail Trail and the CityCenter Englewood Station Weather
Shelter for review . Comments received from RTD are included in Appendix E and were
addressed as appropriate on the conceptual plans (Appendix DJ .
Public Involvement Outcomes
The community engagement process for the Next Steps Study has been systematic and
inclusive and has informed and provided guidance to the alternatives analysis and
recommendations. Public outreach consisted of stakeholder interviews , an agency technical
workshop (26 attendees), neighborhood walk-abouts (more than 100 personal contacts), and
public meetings (combined attendance over 150 citizens after two public meetings). Study
information and meeting notification took place through flyer distribution (400 flyers), community •
calendars (Local media , chambers of commerce, and school districts), press releases to the Local
media, direct mailings (600 property ow ners), e -newsletter (521 contacts), digital signage and
e-mails. A project website provided those w ho w ere not able to attend meetings direct access
via the internet to all project materials and presentations throughout the extent of the planning
effort. Information and feedback gathered through these public meetings, stakeholder
interview s, property and developer interviews has helped shape the alternatives and will inform
the final recommendations .
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8.o Action Plan
Experience has sho w n that an articulate and thoughtful action plan w ill help increase the
probability of funding success in the current economic environment. Good information .
collaboration . broad support. and readiness to proceed to construction are all keys to successful
project prioritization .
The primary intent of this action plan is to identify and prioritize projects so that the leadership of
the City of Englewood and the City of Sheridan can have a bas is for consideration and ultimate
selection and fund ing of projects . To simp lify the prioritization process. the approach wa s more
qualitative than quantitative. although there is rich information available through this Next Steps
Study to assist w ith a qualitative evaluation . It is designed to provide decision-makers w ith key
information required to effectively understand potential projects. their benefits, and their
readiness to encumber transportation funds. A key objective of this Action Plan is to pursue
opportunities in advance of project requests. identify a variety of potential funding sources. and
take advantage of unanticipated funding that might become available.
1 /aen lft~ahon and vaLuatton ot Projects
The study team identified projects for consideration in the action plan using input from the cities
of Englewood and Sheridan . public feedback, and the transport ation improvements analysis
(Chapte r 5.0 ). The package of Recommended Transportation Improvements summarizes the
projects identified .
The study team developed evaluation criteria to qualitatively rate the projects' characteristics
that cumulatively identify project benefits for the traveling public and the cities of Englewood
and Sheridan . The study team identified five evaluation criteria :
► Project readiness
► Safe t y benefits
► Multimodal benefits
► Community benefits
► Estimated cost
Project readiness evaluates how quickly a project could go to construction . This considers the
approx imate length of time for preliminary and final engineering design , if property is required
for right-of-way acquisition . and if environmental clearances can read ily be obtained (if required
by funding). Evaluation thresho lds are as follows:
► Low : Advertisement (for bidding) would li kely requi re more than 18 months
► Medium: Can likely be advertised (for bidding) between 6 and 18 months
► High : Can likely be advertised (for bidding) in less than 6 months
Safety benefits evaluate the need for safety improvements and the potential for improv ing
cond itions . Hot spots for crashes and p otential vehicle, bicycle, and pedestrian conflict points are
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considered when evaluating the need for safety improvements. Evaluation thresholds are as
follows:
► Low : Little anticipated benefit
► Med ium: Moderate anticipated benefit
► High : Significant anticipated benefit
Mult imodal bene fi ts evaluate if a project is likely to improve access to and use of transit. bicycle.
and pedestrian modes. as well as vehicular movement. Improvements to bicycle. pedestrian. and
transit facilities are considered when evaluating multimodal benefits. Evaluation thresholds are
as follows :
► Low : No anticipated enhancements to bicycle, pedestrian , or transit facilities or access to
those facilities
► Med ium: Anticipated enhancements to a single modal facility. bicycle. pedestrian , or
transit facilities or access to those facilities
► High : Anticipated enhancements to a combination of bicycle. pedestrian. or transit
facilities or access to those facilities
Community benefits evaluate if the project enhances or furthers the realization of the goals and
•
plans of the cities of Englewood and Sheridan. including those for economic development. The •
study team considered specific input provided during public meetings. project management
team meetings. public official meetings. the developer forum. and specific stakeholder input and
information from relevant comprehensive and transportation planning documents. Evaluation
thresholds are as follows:
► Low : No stakeholders identified the project as a priority and the project is not supported
by the relevant planning documents
► Med ium: Stakeholders identified the project as a priority or the project is supported by
relevant planning documents, but not both
► High : Stakeholders identified the project as a priority and the project is supported by
relevant planning documents
Est imated cost evaluates the opinion of probable cos t for preliminary and final engineeri ng
design and construction, including acquisition of property for right-of-way if necessary. for each
project. Evaluation thresholds are as follows:
► Low : Greater than $10 million
► Med ium: $500 ,000 to $10 million
► High : Less than $500.000
The study team rated all of the projects as low. medium. or high based on the identified criteria,
as summarized in Table 8-1. These ratings are based on the information developed through this
study. Once the cities of Englewood and Sheridan advance specific projects. these criteria could
be updated accordingly.
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Table 8-1. Composite Rating of Projects
Evaluation Criteria
Transportation Improvement f l " d l C ·t E t· ted p · ·t · t· Project Sa ety Mu t1mo a ommuni y s 1ma non 1za 10n
Readiness Benefits Benefits Benefits Cost
Rail Trail (Big Dry Creek Trail Connection to Sheridan -Oxford Medium High High High Medium Short -term
Station)
--t-
Rail Trail (Oxford Station to Little Dry Creek Traill Low High High Medium Medium Long-term
Rail Trail (Little Dry Creek Trail to Bates Avenue) Medium High Medium High Medium Mid-term
Dartmouth Avenue Separated Bikeway (Inca Street to Clarkson High Medium Medium Medium High Short-term
Street)
Clarkson Street (Dartmouth Avenue to Oxford Avenue) and Oxford High Medium Medium Medium High Short-term
Avenue (Clarkson Street to Broadway) Bicycle Boulevard
Oxford Avenue (Broadway to Navajo Street) Separated Bikeway Medium Medium Medium Medium Low Long-term
+
Oxford Avenue (Navajo to Irving Street) Separated Bikeway Medium Medium Medium Medium Medium Mid-term
Oxford Avenue (Irving Street to Lowell Boulevard) Bicycle Bouleva rd High Medium Medium Medium High Short-term -Southwest Greenbelt Trail Improvements and Extension Medium Medium Medium Medium Medium Mid -term1
---+-
CityCenter Englewood Station Bicycle/Pedestrian Bridge Medium High High High Medium Mid-term2 5
CityCenter Englew ood Station Platform Shelter High Lo w Low Me dium High Mid-term
Complementary Transportation Improvements
Floyd Avenue Bike Lanes (CityCenter Englew ood Station to Sherman High Medium Medium Medium High Short-term
Street)
Dartmouth Avenue (South Platte River Drive to Federal Boulevard) Medium Medium Medium Low Medium Mid-term
Separated Bikeway
+-
Windermere On-Street Shared Use Path Extension (Batting Cages at High High Medium Low High Mid-term1
Cornerstone Park Entrance to Englewood Canine Corral Entrance)
-+ ---t
Tufts Avenue Bicycle/Pedestrian Improvements (Navajo Street to High High Medium Low High Mid-t er m 1
Rail Trail)
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Evaluation Criteria
Transportation Improvement f l • d l c ·t E t· ted p · ·t· t· Project Sa ety Mu t1mo a ommuni y s 1ma non 12a 10n
Readiness Benefits Benefits Benefits Cost
Little Dry Creek Trail Connection Bicycle/Pedestrian Improvements
(Along the frontage road west of US 85 to Little Dry Creek Trail. Mary
Carter Greenway (South Platte Traill. and west across the South
Platte River)
US 85/Dartmouth Avenue Intersection Improvements
US 85/Oxford Avenue Intersection Improvements
Oxford Avenue/Navajo Street Intersection Improvements
US 285 (Hampden Avenue)/Shoshone Street Right -in/Right-out
Intersection
Dartmouth Avenue Intersection Improvements (South Platte River
Drive to Zuni Street)
Sheridan -Oxford Station park-n-Ride or Shared Use Parking
Hamilton Place Bridge Bicycle/Pedestrian Improvements or
separate adjacent bicycle/pedestrian only bridge and/or Floyd
Avenue Bridge over the South Platte River
Notes:
Prioritization is funding dependent.
Medium
Low
Low
Low
Medium
Lo w
Medium
Medium
Medium Medium Low
High Medium Low
High Medium Low
High High Low
Low Low High
Low Low High
Low Medium Low
High Medium Medium
(1) Requires construction of Rail Trail to provide connectivity to either th e CityCenter Englewood Station or th e Sheridan -Oxford Station
(2) Could be implemented sooner if parcels west of US 85 redevelop a nd install adequate bicycle/pedestri an facili t ies along frontage road
(3) Should be pursued by COOT in rela tion to the US 85 corridor
Medium Long -term2
Lo w Long -term 3
Low Long -term 3
Medium Mid-term4
Medium Mid -term 5
Medium Long -term
Medium Long -term6
High Mid -term7
(4) Would require modification of RTD buses accessing the Sheridan -Oxford Station. as well as redevelopmen t of adjacen t parcels to warrant further
ana lysis
(5) Would provide additional access to the parcels west of US 85
(6) May be implemented sooner as parcels in the vicinity of the Sheridan -Oxford Station redevelop
(7) Requires construction of the CityCenter Englewood Station bicycle/pedestrian bridge to optimize connectivit y to the station
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Based on the ratings (Table 8 -1), projects were prioritized into three categories : short-term (within
5 years), mid-term (5 to 10 years), and long -term (greater than 10 years). Projects, such as the
Tufts Avenue Bicycle/Pedestrian Improvements, that require completion of another project
(such as the Rail Trail) were categorized as mid-term projects . Projects, such as the Little Dry
Creek Trail Connection Bicycle/Pedestrian Improvements, that would require acquisition of
property for right-of-way or redevelopment of parcels, were categorized as long-term projects .
It is important to note that all prioritization is funding dependent.
fl;,, ,-,oren ,al 1-undtng :::,ources
There are many options worth exploring for suitability for funding the package of Recommended
Transportation Improvements. These strategies require coordination and participation among the
departments of the cities of Englewood and Sheridan, as well as RTD, DRCOG, and COOT,
among others. A concerted t eam effort will most likely result in successfully securing funds for
the improvements as well as the need for matching local funds . The presence of a champion to
guide this effort is important.
The potential funding sources outlined in T able 8-2 are proposed for consideration, in addition to
funding opport unities through COOT and DR COG . It is likely that a mix of the strategies will form
a final funding package for Recommended Transportatio n Improvements. Table 8 -3 matches
potential funding sources with the package of Recommended Transportation Improvements.
• Tab le 8 -2. Summary of Potential Funding Sources
•
Funding Source Description
US DOT Transportation
Investment Generating
Economic Recovery (TIGER)
grant
US Department of Interior
National Park Service Land and
Water Conservation Fund
(LWCF)
State Infrastructure Bank (SIB)
Federal Highway Administration
Transportation Alternatives
Program (TAP)
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The TIGER discretionary grant funds capital investments in surface
transportation infrastructure.
The LWCF Program provides matching grants to states and to local
governments for the acquisition and development of public outdoor
recreation areas and facilities .
The SIB is in effect a bank funded by the state. It provides loans for
infrastructure projects at a low rate of interest. For planned
improvements, the SIB cou ld provide the up-front capital to form a
local match against COOT or FHWA dollars. The cities could then
pay back the SIB by dedicating a small amount of its revenues over
a period of several years .
This program for non-motorized forms of transportation activities
includes facilities for pedestrians and bicyclists , safety and
educational activities for pedestrians and bicyclists: and conversion
of abandoned railroad corridors to trails . Administered through the
DRCOG Transportation Improvement Program (TIP) .
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Funding Source Description
Federal High way Administration
Recreational Trails Program -
funds drawn from larger TAP
Colorado State Recreational
Trails Grant Program (Colorado
Parks and Wildlife)
COOT Bridge Pool Funding
COOT Funding Advancements
for Surface Transportation and
Economic Recovery Act of 2009
(FASTER) Safety Improvements
COOT FASTER Colorado Bridge
Enterprise
COOT FASTER Trans it Grants
COOT Responsible Acceleration
of Maintenance and Partnerships
(RAMP)
COOT Federal Discretionary
Funds
DRCOG Congestion Mitigation
and Air Quality (CMAO) grants
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This program focuses on the maintenance and restoration of
existing trails : deve lopment or rehabilitation of tra ilside and trailhead
facil itie s and linkages: acquisition of necessary easements:
assoc iated administrative costs : and new trails and educational
programs. Administered through the DRCOG TIP .
This program administers funds for trail layout. design, engineering.
feasibility studies, inventory, use studies, analysis of existing and
proposed trails . master plans , or prepares plans to build a volunteer
organization or increase capacity. and trail training .
This funding pool provides for the construction, repair, and
replacement of off-system bridge projects based on performance
measures, as we ll as public safety, engineering judgment. project
readiness , and funding limits. Administered through the DRCOG TIP .
This funding pool provides for the construction, reconstruction , or
maintenance of projects that are needed to enhance the safety of a
state high way, county road, or city street. Adm inistered through the
DRCOG TIP.
This program finances the repair, reconstruction, and replacement
of bridges designated as structurally deficient or functionally
obsolete and rated "Poor." Administered through the DRCOG TIP.
FASTER t ra nsit funds are split between local transit grants
($5 million per year) and statewide projects ($10 million per year).
The $5 million in local transit grants is awarded competitively by
COOT reg ional offices. Local recipients are required to provide a
minimum 20 % local match . Types of projects that have been
awarded include those that improve transit access
(bicycle/pedestrian access, park-n-Ride facilities, bus shelters, etc.).
Administered through the DRCOG TIP .
Program funding will be revisited annually by the Transportation
Commission . To be eligible, a project must be constructed within 5
years , be consistent with the Long Range Statewide Transportation
Plan and CDOT Policies , incorporate on-system improvements or be
integrated w ith the state highway system, and provide project-
specific sufficient information on additional eligibility and evaluation
criteria . Administered through the DRCOG TIP .
Program funding is through the DRCOG TIP for projects using
federal discretionary funds .
These grants are provided for projects that reduce congestion and
improve air quality for the people of Colorado , including
bicycle/pedestrian improvements. Administered through the
DRCOG TIP .
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Funding Source Description
-"•-=--"'-'------s-•-w•-•---=•-•~-•--•----
COOT and DRCOG CMAO Travel
Demand Management (TOM)
Pool
US Department of Housing and
Urban Development (HUD)
Sustainable Communities
Regional Planning Grants
FTA Urbanized Area Formula
Grants-5307 Funds (Urbanized
areas of more than 200.000
people)
Federal Transit Administration
Enhanced Mobility of Seniors
and Individuals with Disabilities -
5310 Funds
Arapahoe County Open Space
Grants
Great Outdoors Colorado Grants
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These grants facilitate mobility options for residents of the Denver
region whi le reducing single-occupant vehicle (SOV) trave l by
eliminating or shortening t ri ps , changing the mode of tra ve l. or
changing the time of day a trip is made. It includes actions that
increase transportation system efficiency through the promotion
and facilitat ion of transportation options such as, but not limi ted to,
carpooling. carsharing , vanpooling, transit. bicycling , bike sharing
and wa lking . Administe re d through the DRCOG TIP .
Thi s grant program supports locally led collaborative efforts that
bring together diverse interests from the many municipalities in a
region to determine how best to target housing , economic and
workforce development. and infrastructure investments to create
more jobs and regional economic activity.
This program provides grants to urbanized areas for bicycle routes
that connect to transit. Administered through the DRCOG TIP .
This program provides grants for bicycle improvements that provide
access to an eligible public transportation facility and meet the
needs of the elderly and individuals with disab ilities. Administered
through the DRCOG TIP .
This program funds projects in Arapahoe County that provide trail
connections and provide for park development.
Local government grants typically fund community parks , trails , and
recreation facilities like skate parks . bike parks , ice rinks , pools , and
other amenities that help communities gain easy access to the
outdoors.
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Funding Source Description
Foundation and Company Grants • People for Bikes Foundation Community Grants
This grant program provides funding for important and
influential projects that leverage f ederal funding and build
momentum for bicycling in communities across the U.S. These
projects include bike paths and rail tra ils. as well as mountain
bike trails, bike parks, BMX facilities, and large-scale bicycle
advocacy initiatives .
• Gates Family Foundation Capital Grants
The Urban Land Conservancy (ULC), Enterprise Community
Partners. the City and County of Denver. and several other
investors have partnered to establish the fi rst affordab le housing
TOD acquisition fund in the country. The purpose of th e De nver
TOD Fund is to support the creation and preservation of over
1,000 affordable housing units through strategic property
acquisition in current and future transit corridors .
• Mile High Connects
Th is program supports projects that establish and improve safe
connections (connected and intact sidewa lk s, bike routes.
•
pedestri an bridges. ADA-accessible amenities. addressing •
safety concerns, etc .) to and from transit stops and destinations.
Rai lway-Highway Crossing
Hazard Elimin ation
City of Englewood and City of
Sheridan Bonding
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The program provides funding for sa f ety improvements at both
public and private high way-rai l grade crossings a long federally
designated high-speed rail corridors. Federal Railroad
Administrat ion (FRA) and FHWAjointly administer the program.
The cities of Englewood and Sherid an can issue bonds to raise local
revenue for transportation improvements.
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Table 8-3. Summary of Potential Funding Sources for Recommended Transportation Improvements
Package of Recommended Transportation Improvements
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Funding Source
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ENGLEWOOD
FORWARD
t,1Qt<l filAH C01Uh00U
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134
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R? DRCOG RTP and TIP
The Metro Vision Plan serves as a comprehen sive guide for future development of the Denver
metropolitan region w ith respect to grow th and development. transportation , and the
environment. One component of the Metro Vision Plan is the Regional Transportation Plan . The
RTP presents the vision for a multimodal transportation system that is needed to respond to
future grow th and to influence ho w the grow th occurs . The fi scally-constrained RTP defines the
specific transportation elements that can be provided by the planning year based on reasonably
ex pected revenues . The DRCOG RTP is amended on a six-month cycle.
The Transportation Improvement Program is a short-term capital improvement program that is
consistent wi th the long-range RTP . The TIP is updated every four years and includes a six -year
planning horizon . All projects to be granted federal funds through the TIP must implement the
improvements and/or policies in the Metro Vision RTPand abide by federal and state la ws.
ueneral NEPA F< u,rements
This study provides a framework for the long -term implementation of the transportation
improvements as funding becomes available. Although NEPA wi ll not apply to all projects and
w ill depend on funding sources and interaction with CDOT facilities, this Next Steps Study is to
be used as a resource for future NEPA documentation. Chapter 5.0 of this study has identified
is sues that will require additional evaluation in any future NEPA documentation .
Funding for the package of Recommended Transportation Improvements has not been
identified at this time. However, the identification of a package of Recommended Transportation
Improvements is consistent w ith FHW A 's objective of analyzing and selecting transportation
solutions on a broad enough scale to provide meaningful analysis and avoid segmentation . Fiscal
constraint requirements must be satisfied for FHWA and CDOT to approve further NEPA
documentation . Before FHWA and CDOT can sign a final NEPA decision document (Record of
Decision , Finding of No Significant Impact. or programmatic or non-programmatic Categorical
Exclusion), the proposed project. as defined in the NEPA document. must meet the following
specific fiscal-constraint criteria :
► The proposed project or phases of the proposed project within the time horizon of the
RTP must be included in the fiscally -constrained RTP , and other phase(s) of the project
and associated costs beyond the RTP horizon must be referenced in the fiscally-
unconstrained vision component of the RTP .
► The project or phase of the project must be in the fiscally-constrained TIP , which includes:
• At least one subsequent project phase, or the description of the ne xt project phase
(For project phases that are beyond the TIP years , the project must be in the fiscally-
constrained RTP and the estimated total project cost must be described within the
financial element of the RTP and /or applicable TIP).
• Federal-Aid projects or project phases and state/locally funded, regionally significant
projects that require a federal action .
• Full funding is reasonably available for the completion of all project phase(s) within
the time period anticipated for completion of the project.
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In cases where a project is implemented in more than one phase . care must be taken to ensure
that the transportation system operates acceptably at the conclusion of each phase. This is
referred to as "independent utility," the ability of each phase to operate on its own. Additionally. it
must be demonstrated that air quality conformity will not be jeopardized. Any mitigation
measures needed in response to project impacts must be implemented with the phase in which
the impacts occur, rather than deferred to a later phase .
Once funding is secured , the environmental planning process can be initiated . The environmental
process will build on the environmental work, public outreach. and agency outreach conducted
by this study .
CatExs are the most common NEPA documents and are for actions that do not individually or
cumulatively have a significant environmental impact. are excluded from the requirement to
prepare an EA or an EIS. and do not have substantial public controversy. CatExs are defined in
23 CFR 771 .117, meet the definition from the Council on Environmental Quality in 40 CFR 1508,4,
and are based on the past e x perience with similar actions of FHW A
fi reum,narv ana t-1nat cno1neennq ues1an
•
Appendix D includes the conceptual engineering plans and opinions of probable cost for the
Recommended Transportation Improvements. Additional information is necessary to proceed to
preliminary and final engineering design. such as survey , verification of property ownership and
boundaries. public right-of-way (Englewood. Sheridan , RTD. and coon geotechnical •
information , verification of utilities, etc .. In addition , further coordination with RTD will be required
in regard to :
► RTD right-of-way, access to gates and other maintenance activities
► Crime prevention through environmental design strategies along trail sections
► Preparation of a Threat and Vulnerability Analysis
► Aesthetics and signage, including pedestrian and bicycle safety
► Compliance w ith NFPA 130
86 t<&a! 1:::.s a e 1n1 !&rnentation
The prioritized transportation improvements must work with complementary economic
development initiatives and activities to fully realize the potential of Englewood 's station areas
and key neighborhoods in Englewood and Sheridan . The following section outlines the project
team's recommendations pertaining to future land use activities and public policies. The
CityCen ter Englewood and Sheridan -Oxford station areas are discussed first. followed by a
discussion of the North Neighborhood focusing on the redevelopment site at Bates and Elati
Streets, and the West neighborhood, which is the area west of Santa Fe and north of Hampden .
The associated market study more fully discusses these areas. the market potentials, and the
outreach conducted that informs the implementation recommendations .
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8.6.1 CityCenter Englewood
To realize the long term goal of creating an activated and high-quality CityCenter Englew ood
station area, current market conditions require incremental infill development. phasing over time ,
the use of public private partnerships, and the potential use of tools such as a DDA. along with
TIF. Add itional potential tools include Title 32 Metropolitan Districts and Public Improvements
Fees , both of w hich are tools not hi storically used in the City of Englew ood .
A new master plan for the area should be developed in conjunction with the creation of a DDA.
The plan should be developed in concert w ith a detailed development strategy (planning .
design , financial and legal) that has the cooperation and buy-in of major property o w ners and
large employers along both sides of Hampden Avenue . A new TIF district orchestrated through
the DDA should be put into place w ith both sales and property ta x TIFs used at the appropriate
times to generate revenues to help fund needed public improvements.
Given the importance of the Broad way corridor to the CityCenter Englewood area , the DDA
boundaries should include the CityCenter Englewood area and critical sections of the Broad w ay
corridor. Given the breadth of the area . subareas should be designated with specific plans in
place for each .
Areas could be subdivided into :
► Property and businesses west of Wal-mart. as their focus tends to be CityCenter
Englew ood and the LRT station
► Property and businesses east of Wal-mart. as the focus tends to be Broadway
► Property and businesses along the Broadway corridor. north of Hampden
► Property and businesses along the Broadway corridor. south of Hampden
The City previously had a Business Improvement District (BID) along the Broadw ay corridor. An
ex panded DDA can undertake the same types of projects that a BID typically oversees.
Other potential tools include:
► Title 32 Metropolitan Districts have been successfully used in urban infill developments.
such as Belmar. to help offset the cost of public infrastructure. One of the impediments to
the use of this tool in CityCenter Englewood may be the fractured pattern of o w nership in
the area . These districts are typically most effective when property is under one
ownership.
► Public Improvement Fees (PIFs), which are added on top of sales ta xes . are currently
being used at River Point and Belmar. The River Point PIF of 1 percent was established to
pay for the River Point public improvements, including environmental remediation , open
space and trails . public roads and bridges. public street lighting , regional stormwater
facilities. and water quality and protection . A Retail Sales Fee can also be considered . At
the Centerra development in Loveland . retailers collect a PIF and a Retail Sales Fee (RSF)
within The Promenade Shops, Centerra Marketplace, and Centerra Motorplex .
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The following table outlines specific recommendations with suggested time frames .
. . Short Term Medium Long Term
CityCenter Englewood Station Action Items (o-4 y ) Term (S-0 y )
ears <s-? Years) 1 ears
Institute a Do w ntown Development Authority ✓
Institute other financi al tools and mechani sms as ✓ ✓
appropriate including Title 32 Metropolitan Districts, other
special districts, Public Improvement and Retail Sales
Fees
In conjunction with the current visioning proces s at ✓
CityCenter Englewood, obtain strategic development
advice from organizations like the Urban Land Institute
Technical Advisory Panel program, the University of
Denver (DU) or University of Colorado (CU)
Develop detailed master / vision plan for the properties ✓
east of Wal-mart
Develop detailed master/ vision plan for the immediate ✓
CityCenter Englewood area (north and south side of
Hampden) with major property o w ners
t
Investigate current legal agreements at CityCenter ✓
Englew ood wi th an attorney to determine if agreements
can /should be modified to inform or help implement the
V isi on /Master Plan .
Determ ine the future role of the Englewood ✓
Environmental Foundation
Develop a financial plan concurrently with the major ✓ ✓
property owners
Re zone appropriately based on outcomes of Vision / ✓ ✓
Master Plans
Pursue shorter term residential infill opportunities aligned ✓
with the longer term vision of property owners
Determine whether an Ow ner's Representative w ith ✓
development experience should represent the City during
discussio ns about the immediate CityCenter Englew ood
area or whether a relationship w ith a Master Developer
should be pursued
Develop TOD Overlay District Regulation s ✓
Stay in touch with and determine the role of major ✓ ✓ ✓
employers in the area including Sports Authority,
Wal-mart
Explore, with property managers, a w ider range of shorter ✓
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Short T Medium L T
CityCenter Englewood Station Action Items (o 4 y erm) Term (Songy erm)
-ears (5 _7 Years) -10 ears
term uses for unsuccessful ground floor reta il
Continue to refine alignment of the Rail Trail Section in
CityCenter Englew ood area as a Vision / Master Plan is
developed
Regularly follow up with area developers and developers
w ho participated in the forum
Pursue funding for Station Bicycle/Pede strian Bridge at
Englew ood Light Rail Station
Construct Floyd Avenue Bike Lane
Continue to coordinate w ith RTD and pursue funding for
LRT Station Platform Shelter
8 .6 .2 Sheridan -Oxford Station
✓
✓ ✓ ✓
✓
✓
✓
South of the Sheridan -Oxford Station, the former industrial area has begun transitioning to a
mixed-use land use orientation . Given the current activity, rail trail improvements to help facilitate
station connectivity and area redevelopment should be prioritized . Longer term, development of
a shared parking strategy would help enhance area redevelopment. As mi xed use retail
develops in the area , the City should consider using Urban Renewal as a financial tool to capture
sales (and property) tax increment to help pay for shared structured parking .
Oxford Station Action Items
I
Short Term
(0-3 Years)
Medium
Term
(3-5 Years)
Long Term
(6-10 Years)
I
Develop TOD zoning regulations to accommodate ✓
industrial mi xed use areas
Work with area developers and property o w ners to ✓ ✓
facilitate area redevelopment and shared parking in
locations that fit within RTD 's Transit Access Guidelines
for parking, ideally south of Oxford
Proactively work with the development community to ✓ ✓
acquire properties for shared parking / development
Work with RTD on providing additional commuter parking ✓
spaces
Institute Urban Renewal as area redevelopment includes ✓ ✓
retail and restaurant uses
t
Continue to refine design and pursue funding for Rail Trail ✓
connection in this segment
Pursue Oxford Avenue Separated Bikeway short-term ✓ ✓ ✓
actions in addition to long-term improvements. Short-
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term improvements could include p ainting th e section
from the Sher idan -Oxford station area to Broad w ay
Plan and pursue fund ing for US 85/Oxford Intersection
Improvements
Plan and pursu e funding for Oxford Avenue / Navajo
Street Intersection Improvements
Plan and pursue fund ing for Sheridan-O xford UH Station
park-n-Ride or Shared Use Parking
8 .6,3 North Neighborhood
✓ ✓
✓ ✓
✓
The Winslow Crane property is the primary development opportunity in the North Neighborhood.
Given the nature of the neighborhood surrounding this area, this planned redevelopment could
be sizeable enough with enough critical mass to start changing perceptions of the area . Mixed
income housing can be a catalyst for area redevelopment. Metro area redevelopments have
often seen the introduction of ta x credit affordable, senior and rental housing as the first housing
types into a market to help catalyze future area redevelopment. Although there is currently
market support for the development, better connectivity to the Englewood -CityCenter Station
and amenities along the South Platte River is critical to attracting future residents to the area . A
•
stronger, vibrant, more attractive Broadway corridor would also enhance the neighborhood 's •
redevelopment potential.
, . Short Term Medium Long Term
North Neighborhood Action Items (o -3 Years) Term (6 _10 Years)
Support current development proposal for mi xed income ✓
housing development through CHFA LIHTC process.
Facilitate letters of support from City , Urban Renewal
Authorities (URAs), neighborhood organizations,
affordable housing groups, and others.
Assist the developer of the Winslow Crane property in
communicating w ith neighborhoods about the ov erall
master plan for the development project
Continue to plan and seek funding for Rail Trail
improvements commensurate with the timing of
development
✓
✓
Deve lop strategies and programs that encourage exterior ✓
home/yard improvements in the single family residential
neighborhoods surrounding the North Neighborhood
Work closely w ith the developer on identifying and ✓
attracting appropriate employment to the station area
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Medium . . Short Term Long Term North Neighborhood Action Items (o -3 y ) Term (6 -0 y )
The Winslow Crane property is within the General
Iron works URA Work with the developer on the potential
timing of triggering the TIF mechanism to offset/ assist
with public infrastructure costs .
Develop subarea plan for the North Neighborhood
focusing on neighborhood revitalization and connectivity
Work with developer/ help with publici zi ng / branding of
the area .
Monitor the construction defects issue and consider
taking action if it is not resolved in the state legislature.
Lake wood and Lone Tree have passed local ordinances
allowing "ri ght to repair " before litigation and modifying
the requirements of Homeow ners Association 's ability to
sue
Develop appropriate TOD overlay regulations
Plan and pursue funding for the Dartmouth Avenue
Separated Bikeway
Plan and pursue funding for US 85/Dartmouth Avenue
Intersection Improvements
Plan and pursue funding for Dartmouth Avenue
Intersection Improvements
8 .6,4 West Neighborhood
ears (3_5 Years) 1 ears
✓
✓
✓
✓
✓ r
l
✓
✓
✓
✓
✓
The most critical challenges with redevelopment in the West Neighborhood are the current
industrial nature of the area and the potential jurisdictional issues . The inadequacy of
infrastructure in the area and the lack of connectivity to the surrounding street network are also
significant barriers to redevelopment. On the other hand. the regionally central location of the
area. coupled with the prospect of improved connectivity to the east side of Santa Fe and the
potential to create enhanced amenities along the South Platte River. will enhance the viability of
future real estate deve lopment. Additional planning by both Englewood and Sheridan is critical in
realizing this potential.
. Short Term Medium Long Term
Action Item (o-3 y ) Term (6 _10 y )
Develop Englewood and Sheridan cross-jurisdictional
subarea plan, which would identify critical businesses to
maintain. potential catalytic parcels, prioritized
connections , infrastructure needs. appropriate zoning
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As part of this effort. create a working group of
Englewood and Sheridan officials w ho wou ld meet
regularly to focu s and coordinate redevelopment efforts
in th is area and along the Santa Fe corridor (including the
Sheridan -Oxford station area)
Plan and pursue funding for CityCenter Englewood/ LRT
Station Bike / Pedestrian Bridge
Continue to w ork inter-jurisdictionally on the creation of
improved and better connections to South Platte River
Public Finance
✓
✓
87
8 .7.1 Special Authoritie s/ Tax Increment Financing
✓ ✓
✓ ✓
✓ ✓
Special authorities are quasi -municipal organizations intended to address and redevelop
deteriorating or "blighted" areas . Two types of special authorities exist: Downtown Development
Authorities and Urban Renewal Authorities . Both can employ TIF , which is a special fund
consisting of increases in property or sales tax (or both) revenues generated within the specified
areas . A base property valuation or base sales ta x level is identified or "frozen ." The ta xing
•
jurisdictions continue to receive the revenue in the base, and the TIF entity collects the revenue •
generated by the levy on the incremental increase above the base.
A mayor-appointed authority board governs these authorities , which are designed to address
multiple projects over a period of time. The team is recommending the establishment of a ODA
for the CityCenter Englewood area , which would also encompass parts of the Broadway
Corridor, to potentially provide revenues for needed public improvements in the CityCenter
Englewood area and in strategic locations along the Broadway Corridor.
There are important differences between DDAs and URAs :
► The timeframes for TIF districts for URAs are 25 years and 30 years for DDAs .
► URAs require a resolution stating that blight is being eliminated while DDAs require a
statement indicating that blight is being prevented.
► The City Council or a separate board can administer a URA A separate board must be
created to administer a DOA
► URAs don't require a public vote to establish a district and issue bonds. DDAs require a
vote to establish the district. They do not have the ability to issue bonds on their own
behalf (although they can work with an entity that does have the authority). They do have
the ability to levy taxes .
► URAs have condemnation authority while DDAs do not.
8 .7.2 Improvement Districts
There are a number of different types of improvements districts.
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Business Improvement Districts
BIDs are formed by petition and election by commercial property o w ners to provide services
such as planning, management of development activities, promotion or marketing, busines s
recruitment. and /or maintenance.
Public Improvement Districts/ General Improvement Districts / Local
Improvement Districts
A General Improvement District (GID) in a city is a public infrastructure district that applies an
additional property ta x or assessment to a specific improvement area to pay for new public
infrastructure. GIDs are commonly used to fund shared infrastructure facilities . They can be
initiated by a majority of property owners. Boulder has used a GID to pay for shared parking
facilities in its downtown, its University Hills neighborhood, and its Transit Village area .
A Local Improvement District (LID) is a public infrastructure district that assesses specific
improvement costs to abutting property. It charges an assessment for a specific capital
improvement project. A LID is best applied for very specific infrastructure costs relating to a
discrete number of abutting properties that directly benefit from the improvements. They are not
separate entities but rather are under the full control of the City . The City of Denver created a LID
to help pay for the streetscape amenities of the South Broadway street reconstruction.
• Title 32 Metropolitan Districts
Title 32 Metropolitan Districts (Metro Districts) are often seen particularly in large scaled master
planned new development and redevelopment projects where there are major property owners.
Several TOD sites in Metro Denver have metro districts including Alameda Station (BMP Metro
District) and Belleview Station (Madre Metro District). A metro district is a quasi-governmental
entity and political subdivision of the state formed to finance , construct. and maintain public
facilities . A wide array of public improvements can be addressed , including: street
improvements, water, sewer, drainage, parks and recreation , fire protection, public transportation
systems, ambulance, solid waste, and limited security. Metro districts are most often created by
a land developer (but require the City's approval of the service plan) to apply an additional mill
levy to future development to help pay for infrastructure costs . There is a statutory max imum of
50 mills but no time limit on the duration of the district. Metro Districts have the power to issue
general obligation and revenue bonds and have limited condemnation powers.
Retail Fees and Programs
There are several fees and programs in place that specifically leverage retail sales taxes for local
improvements. Tools such as PIFs and Retail Sales Fees (RSFs) have been used in large scale
developments in Lakewood and Loveland, for instance, but so far not in Englewood.
Public Impr ov ement Fees
A PIF is a fee imposed by the developer on retail and service tenants to fund public
improvements. PIFs are used to finance public improvements and are collected as a fee charged
on sales within a set of negotiated categories and a designated geographic boundary. General
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obligation or re v enue bond s may be iss ued. Becau se PIF s are fees. they become a part of the
cost of the sale or service and are subject to sales ta x. The fee is admini stered through
covenants on the retail lea se and is usually collected by a metro district establi shed as part of a
project. Because the additional fee can result in a higher effective ta x rate. the center can
potentially be at a disadvantage to competitiv e retail destinations so cities sometimes forego a
portion of the ex isting sales ta x rate to offset the cumulative impact of the PIF . PIFs have been
used at Belmar and River Point.
Retail Sales Fee
Similar to a PIF , a RSF is imposed by developers on retail tenants as a percentage of the reta il
transaction . It is typically used for retail operations , primarily in the form of marketing . events and
promotion s. RSFs are adm inistered through covenants on the retail lease and collected by a
metro district or similar entity. Although this tool has been used at the Centerra project in
Loveland , it tends not to be widely used .
Enhanced Sales Tax Incentive Prog ram
Cities use an Enhanced Sales Ta x Incentive Program (ESTIP) to promote new development
and /or provide funding for renovations or improvements to local businesses. ESTIPs allow local
sales ta xes generated from specific ne w businesse s to be earmarked for local development
•
improvements. ESTIPs do not require that the project be located in a special district and are •
often e xecuted through a formal development agreement on a case-by-case basis.
8 ,7,4 City of Englewood Tools
Enterprise Zones
All of the station areas examined as part of the Next Steps Study are located in enterprise zones.
The enterprise zone program provides ta x incentives to encourage businesses to locate and
expand in designated economically distressed areas. defined as areas with high unemployment
rates, low per capita income. and /or slo w er population growth. The program encourages job
creation and capital investment by providing ta x credits to businesses and projects that promote
and encourage economic development activities. Costs eligible for ta x credits include:
► 3 percent investment ta x credit for equipment acquisition
► $500 per employee ta x credit for new and e x panding business facilities
► Two-year credit of $200 per employee. for a total of $400 . for employer sponsored health
insurance programs for new and expanding businesses
► Ta x credi t of 10 percent for ex penditures on job training and school-to-career related
programs
► Ta x credit of up to 25 percent of e x penditures to rehabilitate vacant buildings at least
20 years old and vacant for a minimum of 2 years
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8 .7,5 Economic Development Incentives
The incentives outlined below are provided by the City of Englew ood , at the sole di scretion of
City Council. and are considered on a ca se-by-ca se basi s.
Building Use Tax Reimbursements
The City may consider a reimbursement of construction and equipment use ta x generated b y
the development of a project. All proceeds of the use ta x reimbursement must be used for
purposes such as public infrastructure, eliminating obstacles or eyesores to development. or
public improvements such as public spaces . Building use ta x rebates shall not e xceed
50 percent (w ith a maximum rebate to be determined by cost/benefit analysis) of the actual use
ta x collected
Furniture Fixtures and Equipment Use Tax Reimbursements
The City may consider partial or full reimbursement of the use ta xes paid for furniture fi xtures
and equipment generated by a project. All proceeds of the use ta x reimbursement must be used
for purposes such as public infrastructure, eliminating obstacles or eyesores to development. or
public improvements such as public spaces. Rebates of up to 100 percent (with a max imum
rebate to be determined by cost/benefit analysis) may be granted for furniture, fi xtures, and
equipment use ta x .
City Property Tax Reimbursement
The City may consider partial or full reimbursement of the City 's portion of property ta x
collections for a finite period of time .
Reduction in Fees
The City may consider offsetting all or a portion of the development fees for commercial or
residential projects that meet the goals and objectives of the Comprehensive Plan and Subarea
Plans (if applicable), and provide a unique and quality project in terms of product type, tenant
mi x, and overall physical environment.
Rebates of up to 100 percent (w ith a max imum rebate to be determined by cost/benefit
analysis) may be granted for building permit fees and development application fees , not to
include plan review fees or other contractual fees .
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g.o References
Arapahoe County. 2010. Arapahoe County 2035 Transportation Plan.
Denver Regional Council of Government (DRCOG). 2011. 2035 Metro Vision Regional
Transportation Plan. February 16 .
DRCOG . 2014 . FY 14-15 Station Area /Urban Centers Studies -Project Eligibility Rules .
City of Englewood . 1997. North Englewood Smalt Area Plan.
City of Englewood . 2000 . CityCenter Englewood Redevelopment of the Cinderella City Mall
City of Englewood . 2002 . The Englewood Civic Center Pedestrian Underpass Feas1b11ity Study
City of Englewood . 2003 . Englewood and Oxford Station Area Plan.
City of Englewood . 2004. Master Bicycte Plan.
City of Englewood . 2006. Parks and Recreation Master Plan.
City of Englewood . 2009. Ready Set, Action.' An Urban Design Action Plan for the Englewood
Downtown & Medical Districts. October.
City of Englewood. 2011. Complete Streets Toolbox
City of Englewood . 2012 . Master Bicycte Plan Route Development Study and Implementation
Program.
City of Englewood . 2013 . Englewood Light Raif Comdor Station Master Plan. June.
City of Englewood . 2014 . Comprehensive Plan Update.
City of Englewood . 2014 . Walk and Wheel Master Plan and Program.
City of Englewood. 2015 . Roadmap Englewood 2003 Englewood Comprehensive Plan Update.
E-21 Engineering Inc . and Major Environmental Services, Inc . 2003a . Modified Phase I
Environmental Site Assessment Area 1 . South Santa Fe Drive Comdor Englewood, Colorado.
September 30 .
E-21 Engineering Inc. and Major Environmental Services, Inc. 2003b. Modified Phase I
Environmental Site Assessment Area 2. South Santa Fe Drive Comdor Englewood, Colorado.
September 30 ..
E-21 Engineering Inc. and Major Environmental Services, Inc. 2003c. Modified Phase I
Environmental Site Assessment Area J. South Santa Fe Drive Comdor Englewood, Colorado.
September 30 .
EDA W /AECOM . 2006. Englewood Parks and Recreation Master Plan. September.
Elsey Partners . 2013 . Navajo Apartments TOD -PUD Site Plan.
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Englewood Urban Renewal Authority. 2000 . Englewood Industrial Urban Renewal Plan.
Englewood Urban Renewal Authority. 2002 . Genera! Ironworks Development Plan.
Littleton Capital Partners. 2012 . Oxford Station TOD -PUD Site Plan.
National Research Center. 2014 . The National Citizen Survey Englewood, co, Community
Livability Report
Regional Transportation District (RTD). 2000 . Southwest Light Raif Transit Line Major Investment
Study
RTD . 2006 . Transit Oriented Development (TOD) Policy.
South Suburban Parks and Recreation Website. Accessed November 20 , 2014 at
http:/ /www.ssprd .org/Parks
City of Sheridan . 2004. Comprehensive Plan. October.
Tri-City Planning Group. 1992. South Santa Fe Drive Comdor Improvements Study
WHI Investors. 2013. TOD-PUD Stfe Plan.
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COUNCIL COMMUNICATION
Date: Agenda Item: Subject:
September 21, 20 15 11 ci Resolution Adopting the En glewood Light Rail
Corridor Next Steps Study
Initiated By: Staff Source:
Community Developm ent Department John Voboril , Long Range Pl anner II
PREVIOUS COUNCIL ACTION
Ci ty Council approved a bill fo r an ordinance authorizing an Intergovernmental Agreement (IGA)
with the Regional Transpo rt at ion Distri ct (RTD) on first reading May 19, 2014 and second reading
June 2, 2014. Ci t y Council approved a consu ltant contract by motion with Felsburg Holt and
Ullevig on September 15, 2014. City Counci l study sessions were held on October 20, 2014 and
February 25, and April 13, 2015 to provide updates on project progress. Study sessions were held
on June 1 and July 6, 2015 for consultant presentations on study findings and conclusions, and on
July 13, 2015 to present the draft document.
City Council held a public hearing on the Eng lewood Light Rail Corridor Next Steps Study at
September 8, 201 5 regular Council m ee ting .
RECOMMENDED ACTION
Staff recommends that Council approve a resolution adopting the Eng lewood Light Rail Corridor
Next Steps Study as a supplementary City plan document in support of the original Englewood Light
Rail Cor ridor Plan, as well as Roadmap Englewood: The 2003 Englewood Co mprehens iv e Plan, and
Englewood Forward: The 2016 Englewood Co mpr ehe nsiv e Plan.
BACKGROUND, ANALYSIS, AND ALTERNATIVES IDENTIFIED
The Englewood Light Rail Corr id or Next Steps Study project was funded through a station area
planning grant from the Denver Re gio nal Council of Governments (DRCOG).
Planning Process Scope of Work
The scope of work for the Englewood Light Rail Corridor Next Steps Stud y was focused in two
areas: a transportation infrastructure feasibility and alternative design ana lysis, and a real es tate
development feasibility ana lysis. The transportation infrastructure feasibi lity and alternative design
ana lysis looked at transportation infrastructure projects identified in the orig in al Englewood Light
Rail Corridor Station Area Master Plan . The real estate development feasibi lity analysis was charged
with eva lu ating the four neighborhood areas outlined in the original Englewood Light Rail Corridor
Station Area Master Plan in terms of development potential and market readiness, in o rd er to create
an implementation strategy timeline for cr iti ca l planning and infrastructure projects .
2 ·
Next Steps Study Findings: Transportation Alternative Design Feasibility and Evaluation
Key transportation infrastructure projects identified in the Englewood Light Rail Corridor Station
Area Master Plan were analyzed for constructabil ity, conceptualized in terms of general dimensions
and physical location, and cost estimated.
Rail Trail
The Rail Trail will connect the Big Dry Creek Trail at the southern terminus and include bridge
crossings of Oxford, Hampden, and Dartmouth Avenues to the northern terminus at Bates Avenue
and Galapago Street. The Rail Trail has been divided into three sections to be developed near, mid,
and long term.
Short Term:
Mid Term:
Long Term:
Oxford Bicycle/Pedestrian Bridge
Big Dry Creek to Oxford Station (south section)
Little Dry Creek to Bates Avenue (north section)
Oxford Station to Little Dry Creek (middle section)
Oxford-Clarkson-Dartmouth Bikeway Loop
$1 ,602,000
$ 773 ,000
$2 ,604,000
$2 ,558,000
The Oxford route wou ld then connect to a bicycle boulevard treatment east of Broadway, and
•
continue north on Clarkson to Dartmouth . The Dartmouth portion of the loop wou ld incorporate a •
shared bicycle/parking lane similar to the stretch of Dartmouth east of Downing Street.
Floyd Avenue Extension
The Floyd extension idea was dropped in favor of a pedest ri an bridge at Englewood Station due to
high costs. The pedestrian bridge is a long term project with an estimated cost of $7,162,000.
Oxford Station Pedestrian Bridge/Tunnel
The original conception of the Oxford Station Pedestrian Bridge/Tunnel over Santa Fe Dri ve was
dropped due to difficulties in identifying as an acceptab le landing spot on the west side of Santa Fe
Drive.
Southwest Greenbelt Trail
The existing Southwest Greenbelt Trail would be rebuilt to a modern 10 foot width, and would be
extended through Rotolo Park and along W. Stanford Drive. A trai l easement along the north side
of Windsor Industries would allow the trail to directly connect t o the f uture Rail Trail.
Additional Enhancement Projects
The Next Steps Study also identified an additional 25 potential enhancement projects for th e station
planning area. All projects were classified as short, medium, and long term , and possible sources of
funding were identified for each project. •
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Next Steps Study Findings: Real Estate Development Feasibility Analysis
The four neighborhood areas originally identified in the Englewood Light Rail Corridor Station Area
Master Plan were analyzed in terms of market readiness for redevelopment.
North and South Neighborhoods
3
The North and South neighborhoods are on the verge of seeing the first private investments in
redevelopment come out of the ground. The City should begin working with key property owners
to develop infrastructure site plans for the North and South neighborhoods, and develop financing
mechanisms to help pay for these public amenities that will enhance the design quality of the North
and South Neighborhood areas.
North Neighborhood -Short Term Initiatives
• Continue support for housing tax credits
• Assist developers with communication to the existing neighborhood
• Work with developer to market site to employment prospects
• Monitor construction defects issue
North Neighborhood -Long Term Initiatives
• Sub-area planning for adjacent neighborhood
• Rail Trail Connection to Englewood Station
• Dartmouth Avenue Bicycle Improvements
• Intersection Improvements -Dartmouth at Santa Fe and Inca
South Neighborhood -Short Term Initiatives
• Improved Bicycle Markings on Oxford Avenue
• Rail Trail Connection to Oxford Station
• Transit Oriented Development Overlay Zone District Regulations
South Neighborhood -Long Term Initiatives
• Develop a shared use parking plan with RTD
• Consider use of tax increment financing in conjunction with retail use for site improvements
• Continue planning for intersection improvements -Oxford at Santa Fe and Navajo
West Neighborhood
The West Neighborhood is genera ll y not ripe for development at this time. The City of Englewood
shou ld work closely with the City of Sheridan in order to develop infrastructure pla n s for the area,
as well as advance design work on the pedestrian bridge project.
CityCenter Neighborhood
The CityCenter neighborhood area is not immediately ripe for redevelopment at this time. The
curre nt reta il market for the area is saturated, and infill sites are generally not readily available.
However, there are a number of short term initiatives that the City can pursue and help faci litate
4 ·
that will bolster economic activity and i nves tm en t in the area . Chief among these initiatives are •
bicycle improvements to Floyd Avenue from Sherman to Inca Street, and the con tinu ed support of
residential infill opportun iti es.
Conformance with Roadmap Englewood: The 2003 Englewood Comprehensive Plan
The Englewood, Oxford, and Bates Station areas are prom in ently highlighted in the vision laid o ut in
Roadmap Eng lewood: The 2003 Englewood Comprehensive Plan.
FINANCIAL IMPACT
Opinions of probable costs were generated for the major transportation infrastructure projects. The
sum of all project opinions of probable cost is $27,195,000. The most cost ly projects include the
sepa rat ed bikeway section of Oxford Avenue from Navajo to Bro adway, the Englewood Station
pedestrian bridge over Santa Fe Drive, the Rail Trail. These three projects wou ld make good
candidates for DRCOG TIP projects, where up to 80 % of constru ction cos t s wou ld be funded
through federal transportation dollars.
Adoption of th e Eng lewood Light Rail Corridor Next Steps Study does not commit the City to any
financial expenditu res. Decisions to commit City do ll ars towards any project w ill be made on an
individual project basis.
LIST OF ATTACHMENTS
Eng lewood Light Rail Corridor Next Steps Study Final Document
Planning and Zoning Commission Findings of Fact
Planning and Zoning Commission July 16 th , 2013 Public Hearing Minutes
Resolution •
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CITY OF ENGLEWOOD PLANNING AND ZONING COMMISSION
REGULAR MEETING
CITY COUNCIL CHAMBERS
August 4, 2015
I. CALL TO ORDER
The regular meeting of the City Planning and Zoning Commission was called to order at 7:00 p.m .
in the City Council Chambers of the Englewood Civic Center, Chair Fish presiding.
Present:
Absent:
Staff:
~E)
Bleile, Brick, Freemire , King , Kinton , Knoth , Townley, Pittinos (a rrived 7:05), Fish
Madrid (Excused)
Mike Flaherty, Deputy City Manager
Chris Neubecker, Senior Planner
John Voboril, Planner II
Harold Stitt , Senior Planner
Dugan Comer, Assistant City Attorney
11. APPROVAL OF MINUTES
• July 21, 2015 Minutes
Knoth moved :
King seconded: TO APPROVE THE JULY 2 1, 2015, MINUTES
Chair Fish asked if there were any modifications or corrections. There were none.
AYES:
NAYS:
ABSTAIN:
ABSENT:
Brick, King , Kinton , Knoth , Townley, Fish
None
Bleile, Freemire
Madrid
Motion carried. e
Ill. FINDINGS OF FACT CASE #USE2015-010 3555 SOUTH CLARKSON STREET. SIGNATURE
SENIOR LIVING
Knoth moved ;
King seconded: To approve th e Findings of Fact Case #USE2015-010 3555 South Clarkson Street,
Signature Senior Living as amended.
Chair Fish asked that #4 , Conclusions , be changed to read "That the height of the new structure
would be in character with the building height limits."
AYES:
NAYS:
ABSTAIN :
Brick, King, Kinton , Knoth , Townley, Fish
Non e
Bleile, Freemire
ABSENT: Madrid
Motion carried .
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Ill. PUBLIC HEARING #2015-03 NEXT STEPS STUDY
Brick moved;
Freemire seconded: To open the Public Hearing for Case #2015-03 Light Rail Corridor Next Steps
Study
AYES:
NAYS:
ABSTAIN:
ABSENT:
Bleile, Brick, Freemire, King , Kinton, Knoth, Townley, Fish
None
None
Madrid
Motion carried.
fl)
Staff Presentation
John Voboril , Planner II , was sworn in. Mr. Voboril asked the Commissioners to correct dates and
information on the staff report he prepared. The changes do not have an effect on the case.
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Staff recommends the following findings to the Commission:
1) That case 2015-03 was brought before the Planning and Zoning Commission by the
Community Development Department. Notice of the public h earing was published in the
Englewood Herald July 23, 2015, and on the City website from July 15 to August 4, 2015.
2) That City Council voted to enter into an Intergovernmental Agreement with the Regional
Transportation District (RTD) to develop a follow up Next Steps study on the original
Englewood Light Rail Corridor Station Area Master Plan on first reading May 19, 2014, and
second reading June 2, 2014.
3) That the Englewood Light Rail Corridor Next Steps Study was advertised in conjunction with
The Englewood Forward Planning Campaign in the Englewood Citizen Newsletter in
September and November 2014, and January, March, May and July 2015. A postcard mailing
to 596 property owners with properties abutting proposed locations for transportation
improvements was conducted in January 2015.
4) That e-mai l notices of each Englewood Light Rail Corridor Next Steps Study meetings were
sent via the City's e-notifier system.
5) That three meetings were held by project consultants Felsburg Holt Ullevig with the purpose of
gathering public input on the transportation infrastructure feasibility alternatives design
analysis.
6) That the Englewood Light Rail Corridor Next Steps Study conforms to the vision, goals and
objectives outlined in Roadmap Englewood: 2003 Englewood Comprehensive Plan as well as
the upcoming 2016 Englewood Forward Comprehensive Plan.
7) That Planning and Zoning Commission study sessions were held on February 25 , 2015 , jointly
with City Council as a project progress update and on July 7 and 21, 2015 , to review the
development and final draft of the Englewood Light Rail Corridor Next Steps Study, and that
City Council study sessions were held October 20, 2014, and February 25 , April 13 , July 6 and
July 13 , 2015 , to provide updates on project progress and review the development of the final
draft of the Englewood Light Rail Corridor Next Steps Study.
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8) That the Englewood Light Rail Corridor Next Steps Study be adopted as a supplementary
planning document in support of Roadmap Englewood: 2003 Englewood Comprehensive Plan
as well as the upcoming Englewood Forward 2016 Englewood Comprehensive Plan.
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Mr. Voboril provided the Commission with background information on station area master
planning activities . The Denver Regional Council of Governments (DRCOG) secured funds from
the Federal Government to fund station area master planning to further the goals of MetroVision ,
the regional planning vision for the entire metro Denver area . These studies are intended to
maximize the utilization of the investments made in the Light Rail system. In addition , DRCOG
felt that this would help to minimize future traffic congestion and its effects on air quality in the
region.
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The City of Englewood chose to take the opportunity to enhance the station areas as they are
recognized as an asset to the City as well as being the primary growth areas. The original Station
Area Master Plan was a development and preferred land use scenario and identification of major
transportation infrastructure that would be necessary to implement the land use scenario .
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The City became eligible for funds to conduct a Station Area Master Plan and DRCOG requested
that Englewood allow the City of Sheridan to become a junior partner to the Englewood planning
project.
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The study was completed in conjunction with the Englewood Forward planning process and
reinforced by the Walk and Wheel Master Plan and the Comprehensive Plan update. The City was
well funded to complete the three planning projects in a short amount of time.
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The projects were well publicized and promoted in the Englewood Citizen newsletter. The key
public meetings were held on November 12 , 2014, February 11 and June 20 , 2015 . The June 20th
meeting took place at the Walk and Wheel Fest event where all three projects were able to gather
public input.
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The consultant team was led by Felsburg Holt Ullevig and utilized Bachman PR , Toole Design
Group (bicycle planning specialists), Arland (land use economics) and Design Workshop . e
Mr. Voboril reviewed the meeting process and the information that was disseminated and gathered
through the public meetings. The Next Steps Study consisted of two main components which
were examination of the major transportation connections that were identified in the original
Station Area Master Plan and the Real Estate Development Feasibility Analysis. The four areas of
study included the north area near General Iron Works, the south neighborhood including O xford
station , the west neighborhood west of Santa Fe and the City Center neighborhood including areas
south of Hampden and east of Elati Street. Mr. Voboril presented the Commission with a map of
the four areas. e
The major areas identified in the feasibility study include the Rail Trail which is the City's top
priority project. The trail will serve the redevelopment that is currently under way at the Oxford
station and General Iron Works properties. The plan includes three bridges over Hampden
Avenue, Oxford Avenue and Dartmouth Avenue. Additional projects examined through the
feasibility process include the Oxford-Dartmouth-Clarkson protected bikeway loop, the Southwest
Greenbelt trail improvements and extension into the future Rail Trail, the Floyd Avenue extension
3
and the associated Englewood Parkway extension and piazza redesign. Mr. Voboril listed the
ancillary projects that were identified in both Englewood and Sheridan.
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The projects were prioritized by cost and benefit to the identified neighborhood areas. Mr.
Voboril outlined the costs associated with each project including the Oxford station
bicycle/pedestrian bridge , the pathway extension to the south to the Big Dry Creek trai I, the
section of trail from General Iron Works to Bates Avenue and trail development from Oxford
station to Englewood Station to Little Dry Creek.
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Mr. Voboril described the enhanced off street bike path alon the Sheridan section of Oxford
Avenue. The bike loop will be implemented by the use of signage and road markings . A shared
bicycle/parking lane as they are used in Denver may be an option for creating the bicycle route on
Dartmouth Avenue.
B
fhe Floyd Avenue extension is not an option due to prohibitive construction costs. A pedestrian
bridge would be viable at a lower cost. The Oxford station pedestrian access across Santa Fe from
the west is not an option due to the lack of a "landing spot" on the west side of Santa Fe . The City
of Sheridan expressed that because the majority of their citizens are further west along Oxford ,
they did not see a benefit in moving the bridge to the north. The Regional Transportation District
(RTD) has long term plans to build overpasses at Dartmouth and Oxford along Santa Fe , which
would solve the problem. e
Twenty five additional enhancement projects were identified during the study and were classified
by short, medium and long term projects with potential sources of funding. The real estate
feasibility study indicates that the north and south areas are ready for redevelopment due to the
number of projects currently underway. Mr. Voboril listed the recommendations from the
consulting team.
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The consultants recommended a shared use parking plan with RTD for the Oxford station ,
potentially at the current location of Sam 's Automotive at Oxford. Intersection improvements were
also recommended . The west neighborhood is not ready for redevelopment at this time; property
owners in the area are amenable to improvements but expressed that they are not ready to sell
their properties.
t]
City Center is not currently considered ready for redevelopment as there are not many infill
opportunities . It was determined that the area is saturated with regards to retail.
A recommendation was made by the consultants to create a Downtown Development Authority to
include City Center and South Broadway to unify the downtown areas and assist with financing
public improvements.
E
Short term suggestions include bicycle improvements to Floyd Avenue from Sherman Street to Inca
Street to create an east-west route and continued support for residential infill developments .
Bicycle improvements should commence later this year.
El
Additional funds may be available from DRCOG for the Next Steps II and Next Steps Ill planning
projects. The Next Steps II study will include 100% engineering of the three rail trail bridges and
Next Steps 111 wi 11 be for a variety of projects.
B
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• The Next Steps Study conforms to Roadmap Englewood: 2003 Englewood Comprehensive Plan.
Mr. Vobo ril listed the goals of the Comprehensive Plan and the specific outcomes of the planning
project that are in conformance.
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Comments by the Commission
Mr. Brick asked when the marketing of the plan will begin. Mr. Voboril responded that it is not
too soon in his opinion to begin marketing employment opportunities, specifically near the
General Iron Works property. e
Ms. Townley asked if there will be education regarding the bike lane usage . Mr. Voboril replied
that there will be a white paper advocacy and incentive program to assist with the education
effort. Ms. Townley also confirmed with Mr. Voboril that the the Next Steps Study is an addition
to the original Station Area Master Plan.
·O
Mr. Kinton asked if a bike sharing program is being considered. Mr. Voboril explained that the
density is not yet to the point where a bike share program would be feasible. A bicycle "library"
may be an alternative . e
Public Comment
No members of the public were present to comment.
King moved;
Townley seconded: To close the Public Hearing for Case #2015-03 Light Rail Corridor Next Steps
• Study
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AYES:
NAYS:
ABSTAIN:
ABSENT:
Bleile, Brick, Freemire, King, Kinton, Knoth , Townley, Fish
None
None
Madrid
Motion carried.
Knoth moved;
Brick seconded: To approve Case #2015-03 Light Rail Corridor Next Steps Study and forward to
City Council with a favorable recommendation.
Bleile -Yes , the consultants have identified good opportunities for the City to implement.
Brick -Yes, the adherence to the Comprehensive Plan and the regional cooperation with Sheridan
are satisfactory. The opportunities for public input were appreciated.
Freemire -Yes, these are the next logical steps for the City.
King -Yes, the study is consistent with the direction of the new Comprehensive Plan.
Kinton -Yes , the study is consiste nt with the planning process and the goals of the City and will
improve access to transit.
Knoth -Yes , he is looking forward to implementation.
Townley-Yes, the plan addressed complex issues and has solid, implementable projects and good
vision. It is well aligned with the Comprehensive Plan.
Fish -Yes, concurs with the previous comments and feels that it will provide the Commission with
good direction.
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AYES:
NAYS:
A BST A IN :
ABSENT:
Bleile, Brick, Freemire, King , Kinton , Knoth, Townley, Fish
None
None
Madrid
Motion carried.
El
IV. PUBLIC FORUM
No members of the pub I ic were present e
V. ATTORNEY'S CHOICE
Assistant City Attorney Comer did not have any comments for the Commission.
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VI. STAFF'S CHOICE
Michael Flaherty reminded the Commission that one of their duties is to review the Capital Plan and
he will bring it fo rward to the Commission in the near future .
Chris Neubecker reviewed the upcoming topics for the Commission. Accessory Dwelling Units, the
AirBnB short term rental issue and cannabis social club regulations. C hair Fish asked if the
Commission will be examining regulations regarding historic des ignatio ns; Mr. Neubecker
responded that if it becomes a priorit y in the Comprehensive Plan or arises as an issue commu nity
wide, it may be considered by the Commission .
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Commissioner's Choice
Mr. Brick commented on the crosswalk at Federal and Bellewood and feels that it enhances safety
near the interse ction .
Ms. Townley updated the Commission on the 100 Poppies art in sta ll ation at Broadway and
Englewood Parkway.
The meeting adjourned at 8 :1 0 p.m .
luli e Bailey , Recording Secretary
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CITY OF ENGLEWOOD PLANNING AND ZONING COMMISSION
IN THE MA TIER OF CASE #2015-03
ENGLEWOOD LIGHT RAIL CORRIDOR
NEXT STEPS STUDY,
FINDINGS OF FACT, CONCLUSIONS
AND RECOMMENDATIONS
INITIATED BY:
Community Development Department
City of Englewood
1000 Englewood Parkway
Englewood, CO 80110
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FINDINGS OF FACT AND
CONCLUSIONS OF THE
CITY PLANNING AND
ZONING COMMISSION
Commission Members Present: Bleile, Brick, Fish, Freemire, King, Kinton, Knoth,
Townley
Commission Members Absent: Madrid
This matter was heard before the City Planning and Zoning Commission on August 4,
2015, in the City Council Chambers of the Englewood Civic Center .
Testimony was received from staff. The Commission received notice of Public Hearing,
the Staff Report, and a copy of the Englewood Light Rail Corridor Next Steps Study which
were incorporated into and made a part of the record of the Public Hearing.
After considering the statements of the witnesses and reviewing the pertinent documents,
the members of the City Planning and Zoning Commission made the following Findings
and Conclusions.
FINDINGS OF FACT
1. THAT the Englewood Light Rail Corridor Next Steps Study was brought before the
Planning Commission by the Department of Community Development, a department
of the City of Englewood.
2. THAT notice of the Public Hearing was posted on the City of Englewood website from
July 15, 2015 through August 4, 2015 and published in the Englewood Herald on July
23, 2015.
3. THAT the Staff report was made part of the record .
4. THAT no members of the Public testified at the Public Hearing on August 4, 2015 .
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5. THAT City Council voted to enter into an Intergovernmental Agreement wilh the •
Regional Transportation District to develop a follow up Nex t Steps Study to the original
Englewood Light Raif Corridor Stat ion Area Master Plan on first reading May 19 , 2014 ,
and second reading June 2, 2014 .
6. THAT the Englewood Light Rail Corridor Next Steps Study was advertised in
conjunction with the Englewood Forward plann i ng campaign in the Englewood
Citizen Newsletter published in September and November of 2014 , and January,
March, May, and July of 2015 and that a postcard mailing list of 596 property owners
with properties abutting proposed locations for transportation improvements was
conducted in January of 2015.
7. THAT email notices of each Englewood Light Rail Corridor Next Steps Study meeting
were sent out via the City 's e-notifier system .
8. THAT three sets of meetings were held by project consultant Felsberg Holt and Ullevig
with the purpose of gathering public input on the transportation infrastructure
feasibility and alternatives design analysis.
9 . THAT Planning and Zoning Commission study sessions were held on February 25
(jointly with City Council) as a project progress update and on July 7 and July 21, 2015
to review the development and final draft of the Englewood Light Rail Corridor Next
Steps Study and that City Council study sessions were held on October 20, 2014 and
February 25, April 13, June 1, July 6, and July 13 , 2015 to provide updates on project •
progress or review the development and final draft of the Englewood Light Rail
Corridor Next Steps Study.
10. THAT goals from the comprehensive plan are supportive of the Englewood Light Rail
Corridor Plan.
CONCLUSIONS
1. THAT the Study is a logical follow up to the original Englewood Light Rail Corridor
Station Area Master Plan.
2. THAT significant public outreach and opportunities for partic ipation were made
available over the course of the Study .
3. That the Study provides the City with direction for future planning and implementation
efforts over the course of several years.
4 . That the Study addresses complex issues, includes solid implementable solutions, and
is support ive of the original Englewood Light Rail Corridor Station Area Master Plan
vision.
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• 5. That the implementation projects identified and investigated in the Study will improve
the Englewood community's access to transit.
6. That the Englewood Light Rail Corridor Next Steps Study (the Study) identifies
redevelopment opportunities for the ·city to pursue through implementation of
pedestri~n and bicycle connections to the light rail stations.
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7. That the Study furthers the goal of regional cooperation by including the City of
Sheridan as a planning partner. _..,_
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8 . That the Study conforms to the goals and objectives of Roadmap Englewood: The
2003 Englewood Comprehensive Plan.
9. That the Study is consistent with the direction of Englewood Forward: The 2016 ·
Englewood Comprehensive Plan.
RECOMMENDATION
THEREFORE, it is the recommendation of the City Planning and Zoning Commission that
Case #2015-03 Englewood Light Rail Corridor Next Steps Study be app roved and adopted
by City Council.
• The recommendation was reached upon a vote on a motion made at the meeting of the
City Planning and Zoning Commission on August 4 2015, by Knoth, seconded by Brick,
which motion states:
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AYES:
NAYS:
ABSTAIN:
ABSENT:
TO RECOMMEND APPROVAL OF CASE #2015-03 ENGLEWOOD LICHT
RAIL CORRIDOR NEXT STEPS STUDY AND FORWARD SUCH
RECOMMNEDA TION TO CITY COUNCIL
Bleile, Brick, Fish, Freemire, King, Kinton, Knoth, Townley
None
None
Madrid
Motion carried .
These Findings and Conclusions are effective as of the meeting on August 4, 2015.
BY ORDER OF THE CITY PLANNING & ZONING COMMISSION
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