3.3 LAND ACQUISITION, DISPLACEMENTS, AND RELOCATION OF EXISTING USES

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1 3.3 LAND ACQUISITION, DISPLACEMENTS, AND RELOCATION OF EXISTING USES Introduction to Analysis A community would be affected if private property currently being used for another purpose must be acquired for implementation of a project. This section describes the ROW and property acquisitions that could occur as a result of implementing the No Action Alternative or Build Alternative Summary of Results Implementation of the Build Alternative would require acquisition of between and acres plus UP Railroad ROW. The acquisitions in the Southern Section are for alignments outside of the railroad ROW and proposed stations. Acquisitions associated with the A-3 alignment in the Southern Section would be slightly less than the cross-country alignments, with 7.7 total acres being acquired. Total acquisition acreage would be similar among the cross-country alignments B- (41.3), B-3 (41.1), and B-4 (39.46). All of the alignments in the Southern Section would require the acquisition of CDOT ROW, principally along Brighton Boulevard. In addition to the UP Railroad ROW, property acquisitions in the Northern Section are for proposed stations. Acquisition acreage varies between all of the station options in both sections with the total in the Southern Section ranging from 6.06 to acres depending on the options selected. In the Northern Section, the stations would require acquisition acreage that ranges from to 5.3 acres. Paralleling stations are included within the footprint of stations. In the Southern Section, all alignments would partially impact residential parcels; however, residential structure impacts would only result with B-3 (two residences) and B-4 (three residences). With the Southern Section station options, only the 68 th Avenue Station option would result in impacts to residences (three residences). In the Northern Section, no residential structure impacts would occur from the alignment or the stations, although parcel impacts would occur. Commercial and industrial impacts in the Southern Section would result from all the alignments because a large portion of the alignment is outside the railroad ROW. In the Northern Section, there are a few commercial and residential properties that would be impacted by the alignment and stations. Only one potential business relocation would occur in the Northern Section, and that would occur with the 88 th Avenue Station option. The ROW impact analysis is conservative. The project team will continue to evaluate ways to avoid or minimize property impacts as the design advances. According to the Commuter Rail Maintenance Facility Supplemental Environmental Assessment to FasTracks Commuter Rail Corridors (FTA and RTD 009), which is a connected action, the CRMF would result in the acquisition of approximately 3.39 acres of property and would not result in the relocation of any businesses. The property acquisitions for the CRMF include a portion of the Owens Corning property and small strips of BNSF Brush Subdivision ROW. The remaining property located within the Fox North Site would already be required by development of the shared alignment from DUS to Pecos Street. Therefore, the CRMF location minimizes impacts to additional properties that might be required in another location November 009

2 The projects associated with the No Action Alternative may also require private property acquisitions; however, at this time, the amount of property required for ROW is unknown Relevant Law All acquisition of property must adhere to applicable Colorado state statutes and federal guidelines regarding acquisition and relocation assistance. The Uniform Act, as amended, provides guidance on the property acquisition process. It requires all federal, state, and local government agencies, as well as others receiving federal financial assistance for public programs and projects requiring the acquisition of real property, to comply with the policies and provisions set forth in the Uniform Act and the regulation. The Fifth Amendment to the US Constitution requires that owners receive just compensation for the acquisition of private property for public use. RTD must offer the property owner just compensation for all real property acquired. Also, under Colorado Revised Statute , RTD is required to pay the reasonable cost of the property owner s appraisal provided: The estimated value of the property to be acquired is more than $5,000. The appraisal is made using sound, fair, and recognized appraisal practices consistent with the law. Two signed originals of the appraisal are submitted to RTD within 90 days of the date of notification of the property owner of this statute. Relocation benefits are provided for all eligible businesses and residents including the owner occupants and tenants that are displaced as a result of the project. RTD has prepared a Right-of-Way Policies and Procedures Manual (006a; 006b), based on the CDOT Right-of- Way Manual (009), which has been approved by FHWA. This new manual was prepared at the direction of the RTD Board in late 006, and it is anticipated that future RTD ROW activities on all FasTracks alignments would be conducted under these policies and procedures which are in compliance with federal, state, and local laws and regulations Affected Environment This section describes the affected environment for the North Metro corridor study area for property ownership and land uses. As shown in Figure 3.3-1, the North Metro corridor study area is large, including parts of the CCD and Adams County. The project study area includes lands within 1,000 feet of the centerline of the alignment, as well as the station option footprint, plus 0.5 mile around the station footprint. The Build Alternative would be located adjacent to and on the east of the existing BNSF Brush Subdivision ROW from the DUS access in Denver to roughly the Adams County line. The alignment would then either continue along the BNSF ROW and cross Sand Creek and connect to the UP Boulder Branch just north of I-70 (A-3), or leave the BNSF ROW to proceed north on one of three proposed cross-country alignments (B-, B-3, and B-4) to bypass Sand Creek Junction. Continuing north on one of these new alignments, the alignment would connect with the existing UP Boulder Branch Alignment (Figure 3.3-). November

3 FIGURE NORTH METRO CORRIDOR STUDY AREA SHOWING BUILD ALTERNATIVE November 009

4 FIGURE NORTH METRO ALTERNATIVES NEAR SAND CREEK JUNCTION November

5 In the summer of 009, RTD purchased the UP Boulder Industrial Lead (UP Boulder Branch) ROW. Although RTD now owns this property, the amount of ROW that would have been necessary to implement the Build Alternative, had RTD not acquired the property, will continue to be identified as a ROW impact. By continuing to identify this ROW amount, it fairly compares the alternatives Southern Section DUS Access to 84 th Avenue The alignment in the Southern Section would parallel the boundary of the BNSF Brush Subdivision ROW to approximately the Adams County line, generally through industrial or commercial properties. From the Adams County line, the alignment would be located in the current SH 65 (Brighton Boulevard), requiring the acquisition of CDOT ROW. There are two basic strategies to avoid Sand Creek Junction. The first, A-3, would generally continue along the BNSF and Brighton Boulevard and cross Sand Creek, then continue under I-70 on the west side of the junction to connect to the UP Boulder Branch just north of I-70. The other alignment would leave the BNSF alignment near Brighton Boulevard and Columbine Street at the Denver and Adams County line to avoid Sand Creek Junction, and proceed northwest along the O Brian Canal, over Sand Creek, under I-70, and continue through industrial, commercial, and residential property to connect to the UP Boulder Branch south of the Commerce City Station. There are three alignments (B-, B-3, and B-4) in this cross-country area. Once the alignment connects to the UP Boulder Branch, the rail line would be within the railroad ROW Northern Section 84 th Avenue to 16 nd Avenue Area The Northern Section Alignment would be located completely within the BNSF/UP Boulder Branch ROW, which snakes north toward the proposed end of the line just north of SH 7 (Figure 3.3-1). The alignment would be double-tracked from 84 th Avenue to just south of 18 th Avenue, where it would become single-track. The Northern Section has a predominantly suburban character. The alignment runs between subdivisions with interspersed industrial, commercial, and undeveloped properties. Industrial areas are most abundant in the project study area from about 10 th Avenue north. North of 136 th Avenue, pockets of agricultural areas remain, but many of these are platted for future residential development Impact Evaluation This evaluation includes analysis of the Build Alternative with DMU and EMU vehicle technology. The ROW and relocation impacts for both technologies are the same Methodology This analysis identifies all properties that would be acquired for construction of the No Action Alternative and the Build Alternative. Street ROW is not included in this analysis. The impact evaluation also identifies businesses that would be relocated. Relocation is defined as necessary when property acquisition boundaries come into contact with a built structure or when the remaining portion of a property is not adequate to maintain its prior use. This can differ among land use types. For example, if the ROW to be acquired comes within 15 feet of a residence, the intrusion of noise may eliminate the livability of that home. For an industrial business, however, a separation of only 10 feet may not significantly impede November 009

6 business activities on the site. A partial property acquisition occurs when the project does not require the entire parcel and maintains the integrity of the existing function of the property. Impacts were first identified by evaluating geographic information system (GIS) maps for the alignment (using a 100-foot ROW for areas outside of the railroad ROW) and station footprints. Then, aerial photographs and field visits were completed to determine if the impact would result in full or partial acquisition. A full acquisition was identified when the impact would result in an uneconomic remnant, such as the acquisition of the structures, lack of access, or an acquisition of the majority of the property. The DMU or EMU vehicle technology does not impact the amount of land that would need to be acquired. If EMU is the selected technology, the power sources (overhead wires, poles, and up to two paralleling stations) would be contained within the alignment ROW and the paralleling stations would be located within the station footprints Results Impacts expected from the No Action Alternative and Build Alternative are summarized in Table TABLE DIRECT AND INDIRECT IMPACTS SUMMARY LAND ACQUISITION, DISPLACEMENTS, AND RELOCATION OF EXISTING USES 1 Alternative/Alignment NO ACTION ALTERNATIVE SOUTHERN SECTION AND NORTHERN SECTION Direct Impacts No additional impacts other than those included in the No Action Alternative (which will be evaluated in the project-specific environmental analyses). BUILD ALTERNATIVE SOUTHERN SECTION DUS Access to 84 th Avenue Alignments A-3 Three residential (0 relocations), 45 commercial/industrial 4 (1 relocations), and two other 5 properties, plus CDOT and UP Railroad property Estimated property acquisition: 7.7 acres B- Two residential (0 relocations), 44 commercial/industrial 4 (13 relocations), and five other 5 properties, plus CDOT and UP Railroad property Estimated property acquisition: 41.3 acres B-3 Four residential ( relocations), 49 commercial/industrial 4 (16 relocations), and four other 5 properties, plus CDOT and UP Railroad property Estimated property acquisition: 41.1 acres B-4 Nine residential (3 relocations), 46 commercial/industrial 4 (14 relocations), and four other 5 properties, plus CDOT and UP Railroad property Estimated property acquisition: acres Indirect 3 Impacts RTD s UP Boulder Branch ROW is surplus property November

7 TABLE DIRECT AND INDIRECT IMPACTS SUMMARY LAND ACQUISITION, DISPLACEMENTS, AND RELOCATION OF EXISTING USES 1 Stations Station Target Area Coliseum/Stock Show (Denver) Commerce City Alternative/Alignment Direct Impacts Station Option Coliseum/Stock One commercial/industrial, and one other 5 Show South property (0 relocations) Coliseum/Stock One commercial/industrial property Show North (0 relocations) 68 th Avenue Four residential (3 relocations) and three commercial/industrial properties (1 relocation) 7 nd One commercial/industrial property Avenue South (0 relocations) NORTHERN SECTION 84 th Avenue to 16 nd Avenue Area Alignment Four commercial properties, one residential property, one exempt property, and UP Railroad property (0 relocations) Stations Station Target Area Station Option 88 th Avenue 88 th Avenue Two commercial/industrial (1 relocation), and (Thornton) one other 5 property 88 th Avenue Welby One residential, one commercial/industrial, Road Relocation and one other 5 property (0 relocations) 104 th Avenue (Thornton) 11 th Avenue (Northglenn/Thornton) 14 th Avenue/Eastlake (Thornton) 144 th Avenue (Thornton) Indirect 3 Impacts 104 th Avenue Two undeveloped residential, four commercial/industrial, and one other 5 property (0 relocations) 11 th Avenue Parking Three undeveloped residential properties West of York Street (0 relocations) 11 th Avenue Parking Two undeveloped residential properties East of York Street (0 relocations) 14 th Avenue One agricultural, and one other 5 property (0 relocations) 144 th Avenue West Two agricultural properties (0 relocations) 144 th Avenue East Two agricultural properties (0 relocations) 144 th Avenue Split Two agricultural properties (0 relocations) 16 nd Avenue 16 nd Avenue West One agricultural property (0 relocations) (Thornton) 16 nd Avenue East One residential and one agricultural property (0 relocations) Source: Adams County, 007; CCD, 007; and Project Team, 008. Notes: Data presented for the alignment include alignment impacts only and do not include station impacts. The selected mix of station options would determine total impact. Direct impacts include both partial and full acquisitions. 1 The UP Railroad Company right-of-way is assumed to be part of the alignment, even though small amounts may be attributed to station needs. Direct impacts: effects that occur immediately with implementation of the proposed action. 3 Indirect impacts: impacts caused by the proposed action later in time or impacts further removed in distance but reasonably foreseeable. 4 Globeville Landing Park is included in this category. 5 Other parcels include state assessed (public) and tax exempt (e.g., non-profit or exempt businesses) parcels. CDOT = Colorado Department of Transportation DUS = Denver Union Station ROW = right-of-way RTD = Regional Transportation District UP = Union Pacific November 009

8 Market research into available replacement housing and industrial relocation will be investigated for the FEIS. No Action Alternative The No Action Alternative represents a 030 design-year scenario for the region and the corridor with no new major transit investment in the North Metro corridor study area. The No Action roadway system in the region and the North Metro corridor study area is assumed to include only the improvements identified in the Metro Vision 030 Plan (DRCOG 006a), the TIP (DRCOG 006b), and the local jurisdictions CIPs. For the transit system, the No Action Alternative includes separate assumptions for transit service and facilities outside the North Metro corridor versus transit service and facilities inside the corridor. Outside the corridor, the transit system is represented by existing services and facilities, plus improvements contained in the RTD FasTracks Program. The FasTracks Program is a component of the Metro Vision 030 Plan. Inside the corridor the transit system is represented by existing and committed improvements, which include only improved bus services and supporting facilities that are programmed and funded as part of the TIP and the FasTracks Program, except the North Metro corridor. The environmental impacts of these projects would be addressed in project-specific environmental evaluations. Direct Impacts Transportation Projects In general, transportation projects associated with the No Action Alternative can be grouped into two categories: those that are likely to require a substantial amount of ROW, and those that are likely to require minimal or no new ROW. Projects such as road widening or the construction of a new road are likely to require the acquisition of private property for ROW. As part of the No Action Alternative, there are 41 projects that may require new ROW within the North Metro corridor study area. It is possible that current ROW can accommodate the planned changes but these projects would be evaluated in their own environmental studies. Depending on the location of these projects, acquisitions could include residential or commercial properties. Projects that are likely to require minimal or no new ROW are signal upgrades, bridge replacements, and intersection improvement projects. Sixteen projects are in this category. Indirect Impacts No indirect impacts associated with proposed projects are anticipated with the No Action Alternative. The lack of a Project in the No Action Alternative would result in RTD s UP Boulder Branch ROW being surplus property. Temporary Construction Impacts No temporary construction impacts would be assessed for projects under the No Action Alternative. Cumulative Impacts Since the 1950s, a large amount of undeveloped land has been converted to residential or commercial land uses in response to the growth of the Denver metropolitan area. According to Census 000, the population in the Denver region grew by 86% between 1970 and 000. This represents an almost doubling in population during three decades, with an increase of 1.1 million people (RTD 007). Small towns that were founded in the 1950s without schools, telephones, or paved streets quickly grew to become small cities surrounding Denver. To accommodate this growth, public infrastructure was also required, necessitating large amounts of public ROW. This growth also pushed the development of residential neighborhoods and November

9 commercial and industrial parks, providing jobs for the new residents. Population projections by DRCOG predict that the regional population would continue to grow, from.3 million in 000 to 3. million in 030, an increase of 38% over the next 30 years (RTD 007). Historically, about 0% of developed lands are used for local infrastructure projects such as streets, parking facilities, schools, utility ROWs, and parks. This trend is expected to continue in the North Metro corridor study area. Assuming a density of 10 people per acre and 13,396 new residents in the North Metro corridor study area by 030 (DRCOG 005), about 1,340 acres of new development would be required. If 0% is committed to public infrastructure, about,468 acres would be required for infrastructure in the North Metro corridor study area. There could be a cumulative impact to the residents of the North Metro corridor study area as a result of the FasTracks Program since the project study areas for the DUS and East corridor projects overlap with the North Metro corridor study area. As a result, property would be acquired for all of the associated projects in the same area. The majority of the East corridor is planned to be located outside the railroad ROW. This is being evaluated in the East Corridor EIS. The combination of these projects could create a cumulative ROW impact within the North Metro corridor study area since property would be acquired for each project. Build Alternative Direct Impacts Residential, commercial, industrial, agricultural, and other parcels would be acquired for ROW in order to implement the Build Alternative. The Southern Section has four alignments. The A-3 alignment generally utilizes existing ROW; however, there are areas of this alignment that would require acquisition of private property for the alignment and station options. There are three alignments (B-, B-3, and B-4) that are generally outside railroad ROW, and therefore, would require acquisition of private property for the alignment and station options. The Northern Section follows an existing railroad alignment in the current railroad ROW; therefore, most of the private property impacts would be associated with the proposed stations. Table 3.3- summarizes the ROW impacts by alignment and station options for the Build Alternative. Depending on the alignment and station options, between and acres of private property would be acquired, including three to eleven full residential properties (up to six of which would include an actual residence), and to 30 full commercial/industrial/ agricultural properties (up to 18 of which would result in impacts to a business). Up to acres of UP Railroad property would need to be acquired. Market research into available replacement housing and industrial relocation will be investigated for the FEIS November 009

10 Southern Section DUS Access to 84 th Avenue Within the Southern Section, the alignment would be parallel to the existing railroad ROW and all four alignments would impact private property. Therefore additional ROW would be required for the alignment. Depending on the alignment selected, the alignment would result in the acquisition of between 7.7 and 41.3 acres of private property, which includes impacts from the realignment of Brighton Boulevard. The A-3 alignment would partially impact three residential parcels (0 relocations), while B- would partially impact two residential parcels (0 relocations). The B-3 alignment would impact four residential parcels, two of which would result in relocations. The B-4 alignment would impact nine residential parcels, three of which would result in relocations. The A-3 alignment would result in 1 full business relocation impacts, while B- would result in 13 full business relocation impacts. The B-3 alignment would result in 16 full business relocation impacts, while B-4 would result in 14 full business relocation impacts. Table and Figures through summarize the ROW impacts for the three alignments in the Southern Section. Alignment sections adjacent to or in existing railroad ROW would not result in cohesion or barrier impacts to the neighborhoods because there is an existing railroad line. In the area with the cross-country alignment alternatives, there would be more of a barrier effect because the rail line would be new. This area is primarily commercial/ industrial, so impacts to residences would be minimal. The amount of UP Railroad ROW needed in the Southern Section ranges from 40.8 to acres, depending on the alignment selected. Market research into available replacement housing and industrial relocation will be investigated for the FEIS. November

11 TABLE DIRECT IMPACTS AS A RESULT OF THE BUILD ALTERNATIVE Location Acres Southern Section DUS Access to 84 th Avenue Alignments A-3 B- B-3 B-4 Alignment Subtotal (Range) Stations Station Target Area Station Option Residential Properties Commercial/Industrial/ Agricultural Properties Other Properties 1 Total Full Partial Total Full Partial Total Full Partial Total Full Partial Total () 4 (3) 0-4 (0-3) () 9 (3) -9 (0-3) 19 (1) 0 (13) 4 (16) 1 (14) 19-4 (1-16) 6 4 () 5 () 5 () 4-6 (1-) 45 (13) 44 (15) 49 (18) 46 (16) (13-18) 0 19 (1) () (1-) (14) 8 (19) 7 (18) NA 31 9 (3) 9 () 3 () 50 (13) 51 (17) 57 (1) 59 (0) NA NA Coliseum/ Coliseum/Stock Show South Stock Show (Denver) Coliseum Stock Show North Commerce City Station Subtotal (Range) Section Subtotal (Range) 68 th Avenue (3) 1 4 (4) (4) 7 nd Avenue South (0-3) 0-7 (0-6) (0-4) -13 (0-7) (1-17) (1-) (13-19) (0-) NA NA 1 7 (5) NA NA NA NA November 009

12 TABLE DIRECT IMPACTS AS A RESULT OF THE BUILD ALTERNATIVE Location Acres Northern Section 84 th Avenue to 16 nd Avenue Area Residential Properties Commercial/Industrial/ Agricultural Properties Other Properties 1 Total Full Partial Total Full Partial Total Full Partial Total Full Partial Total Alignment Stations Station Target Area 88 th Avenue 104 th Avenue 11 th Avenue 14 th Avenue/ Eastlake 144 th Avenue 16nd Avenue Station Option 88 th Avenue th Avenue Welby Road Relocation 104 th Avenue 11 th Avenue Parking West of York Street 11 th Avenue Parking East of York Street 14 th Avenue th Avenue West th Avenue East th Avenue Split nd Avenue West nd Avenue East November

13 TABLE DIRECT IMPACTS AS A RESULT OF THE BUILD ALTERNATIVE Station Subtotal (Range) Section Subtotal (Range) Total (Range) Location Acres Residential Properties Commercial/Industrial/ Agricultural Properties Other Properties 1 Total Full Partial Total Full Partial Total Full Partial Total Full Partial Total (0-6) (0-7) (1-18) (1-) (13-0) (4) 6-10 (0-) NA NA NA NA NA NA NA NA NA Source: Project Team, 008, 009. Notes: 1 Other parcels include state-assessed (public) and tax-exempt (non profit or exempt business) parcels. Full acquisitions are based on a parcel that would be rendered as an uneconomic remnant. Acres rounded to the nearest hundredth, with differences in totals attributed to rounding. The Union Pacific Railroad Company property is not included. In some cases, the subtotal or total of rows and columns is not equal because the numbers are not additive. This is because the column totals a single alignment or station option, while the row totals a combination of different alignment and station options, to give the worst case scenario, even though they may not be able to be added. As a result, the highest number of full acquisitions and the highest number of partial acquisitions may occur on competing alignments and/or stations; therefore, the total of full plus partial may not equal the total column. (x-x) = number of impacts to a residence or business as opposed to vacant/undeveloped land. DUS = Denver Union Station NA = not applicable November 009

14 TABLE IMPACTS AS A RESULT OF THE ALIGNMENT SOUTHERN SECTION Parcel Number Description Impacts (acres) Alignment A-3 Alignment B- Alignment B-3 Alignment B City and County of Denver ROW Partial (<0.01) Partial (<0.01) Partial (<0.01) Partial (<0.01) (also listed as ) T-Mobile Systems, Inc.; Motorola Wireless Phones; and Ongard Systems, Inc. (0.39) (0.39) (0.39) (0.39) Lodo Self Storage Partial (0.0) Partial (0.0) Partial (0.0) Partial (0.0) King Soopers Warehouse (0.01) (0.01) (0.01) (0.01) Garden Addition B9 Subdivision Partial (0.07) Partial (0.07) Partial (0.07) Partial (0.07) Undeveloped land next to ROW Full (0.3) Full (0.3) Full (0.3) Full (0.3) Undeveloped land next to ROW Full (0.05) Full (0.05) Full (0.05) Full (0.05) Undeveloped land next to ROW Partial (0.6) Partial (0.6) Partial (0.6) Partial (0.6) FedEx Distribution Center (0.8) (0.8) (0.8) (0.8) City and County of Denver ROW Full (<0.01) Full (<0.01) Full (<0.01) Full (<0.01) Reddi Ice Corporation Future Taxi III Development (does not preclude Taxi III) (.00) (.00) (.00) (.00) Partial (0.55) Partial (0.55) Partial (0.55) Partial (0.55) Future Taxi III Development (does not preclude Taxi III) Partial (0.58) Partial (0.58) Partial (0.58) Partial (0.58) Future Taxi III Development (does not preclude Taxi III) (Partial (0.9) Partial (0.9) Partial (0.9) Partial (0.9) Ready Mix Concrete 1 Partial (.44) Partial (.44) Partial (.44) Partial (.44) North Star Automotive Glass (0.47) (0.47) (0.47) (0.47) City and County of Denver Partial (.77) Partial (.77) Partial (.77) Partial (.77) Western Stock Show Complex Partial (0.13) Partial (0.13) Partial (0.13) Partial (0.13) November

15 TABLE IMPACTS AS A RESULT OF THE ALIGNMENT SOUTHERN SECTION Parcel Number Description (also listed as ) Impacts (acres) Alignment A-3 Alignment B- Alignment B-3 Alignment B-4 Parking - Western Stock Show Partial (3.68) Partial (3.68) Partial (3.68) Partial (3.68) Undeveloped Land Full (0.93) Full (0.93) Full (0.93) Full (0.93) Detention Pond - Western Stock Show Full (0.33) Full (0.33) Full (0.33) Full (0.33) Unnamed Business Full (0.33) Partial (<0.01) Partial (<0.01) Partial (<0.01) United States Post Office J & B Used Parts Company Sawaya Auto Body and Fiberglass Repair/Transport Refrigeration Auto Service (0.06) (0.45) (0.8) (0.06) (0.45) (0.8) (0.06) (0.45) (0.8) (0.06) (0.45) (0.8) Undeveloped Land Full (0.39) Full (0.39) Full (0.39) Full (0.39) Race Tire Service (0.1) (0.1) (0.1) (0.1) Wyatt Towing Partial (0.43) Partial (0.43) Partial (0.43) Partial (0.43) Eco Truck Wash (0.41) (0.41) (0.41) (0.41) Unnamed Business Partial (<0.01) Partial (<0.01) Partial (<0.01) Partial (<0.01) Da Hook Up (Bar) Offen Petroleum/Sinclair/Shell Gas Station City and County of Denver Impound Facility (0.16) (0.37) (0.16) (0.37) (0.16) (0.37) (0.16) (0.37) Partial (0.73) Partial (0.73) Partial (0.73) Partial (0.73) November 009

16 TABLE IMPACTS AS A RESULT OF THE ALIGNMENT SOUTHERN SECTION Parcel Number Description City and County of Denver Vehicle Auction Yard Impacts (acres) Alignment A-3 Alignment B- Alignment B-3 Alignment B-4 Partial Impact to an Improvement (0.88). Partial-Impact to an Improvement (0.88) Partial-Impact to an Improvement (0.88) Partial-Impact to an Improvement (0.88) Sidewinder Used Auto Parts/Junkyard Partial (1.31) Partial (1.30) Partial (1.30) Partial (1.30) Harpel Oil Company None Partial (0.48) Partial (0.48) Partial (0.48) Suncor Energy (U.S.A.) Inc. None Partial (3.99) Partial (3.99) Partial (3.99) North Metro Terminal Railroad None Full (0.15) Full (0.15) Full (0.15) Republic Paperboard Company None (1.70) (1.70) (1.70) Metro Wastewater None Partial (.73) Partial (.89) Partial (.73) Conoco Phillips None Partial (0.84) Partial (0.95) Partial (0.84) Weaver Electric Company None Full (0.5) Full (0.4) Full (0.5) Farmer's Reservoir and Irrigation None Company (0.68) (0.81) (0.69) Unnamed Commercial Property None Partial-Impact to an Improvement (0.07) Partial-Impact to an Improvement (0.14) Partial-Impact to an Improvement (0.44) Partial (0.16) Undeveloped Land None Partial (1.16) Partial (0.79) None City and County of Denver and South Partial-Impact to an Adams County Water and Sanitation None None None Improvement (6.59) District Albert Frei and Sons None Partial (0.34) Partial (0.04) None November

17 TABLE IMPACTS AS A RESULT OF THE ALIGNMENT SOUTHERN SECTION Parcel Number Description Impacts (acres) Alignment A-3 Alignment B- Alignment B-3 Alignment B-4 Full-Residential Impact (0.36) Full-Residential Impact Residence None None (0.38) None None Residence None None Jalisco International, Inc. None None Full-Residential Impact (1.97) Full-Residential Impact (0.86) (0.59) Pro Van USA None None Partial (0.99) None Sturgeon Park None None Full (1.) None Colorado Power Coating None None (0.69) Atlas Copco CMT USA, Inc. None None (0.85) None Undeveloped Land None None None Full (0.10) SOAS Excavation None None None None None (0.60) Residence None None None Partial (0.71) Baker Corp None None None Partial 3 (1.79) TEREX Utilities None None None Partial (0.69) Residence None None None Full-Residential Impact (0.0) Residence None None None Partial (0.51) Undeveloped Land None None None Partial (0.14) Public Service Company of Colorado Partial (0.56) Partial (0.56) Partial (0.56) Partial (0.56) Residence Partial (<0.01) Partial (<0.01) Partial (<0.01) Partial (<0.01) Residence Partial (<0.01) Partial (<0.01) Partial (<0.01) Partial (<0.01) Welby Road Company Partial (<0.01) Partial (<0.01) Partial (<0.01) Partial (<0.01) November 009

18 TABLE IMPACTS AS A RESULT OF THE ALIGNMENT SOUTHERN SECTION Parcel Number Description Impacts (acres) Alignment A-3 Alignment B- Alignment B-3 Alignment B Vacant Commercial Property Partial (0.53) None None None Sidewinder Used Auto Parts/Junkyard (Same as ) Sidewinder Used Auto Parts/Junkyard (Same as ) Partial (0.07) None None None Partial (0.4) None None None Suncor Energy (U.S.A.), Inc. Partial (0.80) None None None General Air Partial (0.47) 4 None None None Allied Insulation Partial (0.13) None None None Vacant Parking Lot Full (0.0) None None None Prime Source Building Products Partial (0.05) None None None Mountain State Crane Partial (0.01) None None None Residence Partial (<0.01) None None None South Adams County Water and Sanitation District Partial (0.08) None None None Source: CCD, 007; Adams County, 007; Project Team, 008. Notes: 1 Assumes that Ready Mix will reconfigure its current operations on the site. Assumes sufficient vertical clearance for road access. 3 Alignment splits and isolates parcel; assumes access to north section of parcel. 4 Appears to impact an improvement, but this would be avoided. Impact would only be to land. < = less than ROW = right-of-way November

19 Draft Environmental Impact Statement and Section 4(f) Evaluation FIGURE ALIGNMENT IMPACTS (A-3, B-, B-3, AND B-4) SOUTHERN SECTION MAP # November 009

20 Draft Environmental Impact Statement and Section 4(f) Evaluation FIGURE ALIGNMENT IMPACTS (A-3, B-, B-3, AND B-4) SOUTHERN SECTION MAP # November