3.1.4 Economic Considerations

Transcription

1 3.1.4 Economic Considerations Introduction to Analysis The area of analysis for economic, fiscal, and demographic conditions extends beyond the study area to include the area within 0.5 mile of the Platte Site (impact area). Retail sales trends are only available for the City and County of Denver as a whole and are therefore not included in this analysis. Summary of Results The recommended site would require the relocation of eight (West Lead Track option) or nine (East Lead Track option) businesses. These businesses provide an estimated 635 to 715 jobs that would also be relocated. The loss in property tax revenue due to implementation of the recommended site would be approximately $270,000 on an annual basis (City and County of Denver 2008a). During construction, the recommended site would generate approximately 490 direct jobs and 340 indirect jobs 4. Assuming that construction of the CRMF takes 24 months to complete, the total number of jobs generated per year would be approximately 415. Relocation of the RTD Platte Division BMF would generate an estimated 660 direct and indirect construction related jobs over a period of 24 months. Purpose The purpose of this section is to understand the economic structure of the communities and economic impacts of the alternatives Affected Environment Data sources used in this section include employment data from DRCOG (DRCOG 2005), property valuation and property tax revenues from the City and County of Denver Assessor s Office (2005), and household income data from the U.S. Census Bureau (2000). Data on employment and major employers are derived from published data sources as noted and supplemented by field assessments. Employment An evaluation of traffic analysis zone (TAZ) data prepared by DRCOG shows that employment within area of analysis is forecasted to increase 2.2 percent annually between 2005 and 2030 (DRCOG 2005). The estimate of jobs within the area of analysis in 2005 is approximately 25,187, increasing to approximately 42,983 by See Table 3.2-4, Figure 3.2-6, and Figure Approximately 50 percent of employment is currently categorized as service, and forecasts indicate that this proportion will not change through Retail employment in the area of analysis is located primarily outside of the study area. Primary employers noted in the study area include FedEx, Reddyice, RTD, and Ready Mixed Boral Concrete Company, as well as a few professional businesses in the Taxi Development. 4 Direct employment refers to employment directly related to the construction of the recommended site. Indirect employment refers to the employment that is generated in the businesses that supply goods and services to support the project. When income from this employment is spent on items in the broader economy, it gives rise to induced employment effects. 68

2 f a Table Emplo yment with in the Area o Ana lysis, 2005 nd TABLE Employment Within the Area of Analysis, 2005 and 2030 Change Employment Change Annual Number Annual % Production 8,500 13,800 5, % Retail 3,689 6,771 3, % Service 12,998 22,412 9, % Total 25,187 42,983 17, % Sources: CRMF Team, 2008; DRCOG, Jobs to Housing Balance The jobs-to-housing balance is a measure of the harmony between employment and dwelling units in an area. The commonly used metric of this balance is the jobs-to-housing ratio, which is simply the number of jobs in a community divided by the number of housing units in that community. A low jobs-to-housing ratio indicates a housing-rich community, while a high jobs-to-housing ratio indicates an employment center. DRCOG TAZ data indicate that land uses in the area of analysis are largely employment based (DRCOG 2005). Land uses within the project study area are also employment based with the exception of the residential units in the Taxi Development. A five percent vacancy rate is applied to the DRCOG household forecast to estimate the number of housing units in This household forecast indicates an increase of 4.3 percent annually through 2030 from 3,825 in 2005 to 11,815 housing units in While the ratio of jobs to housing is forecasted to decrease from six to four jobs per housing unit by 2030, this balance of jobs to housing is consistent with most urban employment centers. Household Income According to the U.S. Census Bureau s Census 2000, the area of analysis contains block groups with median household incomes ranging from approximately $14,000 to more than $76,000. Block groups are the geographic area the Census collects and provides various types of data within, including household income. The income data is presented uniformly for the entire block group, based on the averages. However, in the diverse neighborhoods surrounding the project, incomes may vary considerably from parcel to parcel, depending on redevelopment in the area. Within the study area, the only residential uses are contained in the Taxi Development, which falls within a block group with median household incomes ranging from $25,000 to $49,000 per year. See Figure Because the Taxi Development was constructed following the Census 2000, incomes associated with its residents are not included in these figures. According to the City and County of Denver Assessor s office, the majority of homes in the Taxi Development are valued at more than $300,000. This may indicate that household incomes differ from those in the surrounding area. 69

3 Figure Emplo yment Wi thi n an d A djacent to the S tu dy Area, 2005 (by Transp ortati on A nalysis Zo ne) FIGURE Employment Within and Adjacent to the Study Area, 2005 (by Traffic Analysis Zone) 70

4 Figure Emplo yment Wi thi n an d A djacent to the S tu dy Area, 2030 (by Transp ortati on A nalysis Zo ne) FIGURE Employment Within and Adjacent to the Study Area, 2030 (by Analysis Zone) 71

5 Figure Median House hol d I ncome Wit hin a nd Adjacen t t o the Stu dy Area (by Ce nsus 2000 Block Grou p) FIGURE Median Household Income Within and Adjacent to the Study Area (by Census 2000 Block Group) Note: Some areas present large values for income as a result of the geography associated with Census block groups. Income information data is collected by Census block group. The income information is presented uniformly for the entire Census block group. For example, although there are no residences at the BNSF Railway Company 31 st Street Yard, median income is shown to be between $25,000 and $49,999 per year. In this case the rail yard is representing the data for neighborhoods north of 44 th Avenue. 72

6 Property Valuation and Taxes The total assessed property valuation in the area of analysis is approximately $556 million. The estimated total property tax revenue for the City and County of Denver from these parcels is approximately $39 million. Commercial uses account for approximately threequarters of the total assessed valuation and property tax revenues for this area (City and County of Denver Assessor 2005) Impact Evaluation Methodology The impacts considered include shifts in employment, changes to property value and tax revenues generated, and temporary construction-related impacts. The impacts on employment and individual businesses were determined through site visits, field assessments, and in-depth review of aerial photography and parcel data. Construction employment was estimated by taking the estimated construction costs of the No Action and recommended sites and attributing a portion of it to labor costs (assuming an industry standard of 50 percent). The estimated labor cost was then divided by the average income (including benefits) for a construction worker in the Denver metropolitan area ($53,000). This produced an approximate number of employees. A standard construction sector job multiplier of 1.7 was used to estimate the number of indirect jobs generated by construction of the CRMF 5. Results No Action Alternative Direct Impacts The I-70 Viaduct Project Phase I would potentially require the acquisition of commercial property on the north and south sides of I-70 to accommodate reconstruction of the viaduct from Brighton Boulevard to Colorado Boulevard. Full or partial acquisitions would likely be required, businesses would require relocations, and jobs would likely be lost. The impacts associated with this project will be presented in CDOT s I-70 East DEIS. The DUS FEIS identifies negligible changes in employment or tax revenues as a result of the project (FTA 2008a). The US 36 EIS estimates in their retained alternatives Packages 2 and 4, that Package 2 would result in 138 business displacements and Package 4 would result in 135 businesses displacements. Long-term loss of annual property tax revenues could be approximately $1.9 to $2.3 million. The expected on-going and planned development in the corridor would offset these impacts and create a net growth in the tax base and revenues within the project area by 2030 (FHWA and FTA 2007). The Gold Line DEIS estimates that the Gold Line project would require the relocation of 12 to 23 businesses, impacting between 132 and 237 employees and resulting in the loss of annual property tax (FTA 2008b). Construction of the NWR corridor, East corridor, North Metro corridor, I-225 corridor, Southeast extension, and Southwest extension projects would also require the acquisition of 5 The multiplier is derived from IMPLAN (2005), a software package and database for estimating local economic impacts. 73

7 commercial property for development of the track alignments and station sites. Impacts associated with these projects will be identified in the environmental documents being prepared for these projects. Indirect Impacts The roadway and transit projects included in the No Action Alternative would generate indirect jobs and jobs related to TOD and operations and maintenance of the transit system. Land values near transit stations would also be expected to increase. Temporary Construction Impacts Construction of the roadway and transit projects included in the No Action Alternative would generate temporary construction-related employment. The I-70 Viaduct Project Phase I would generate an estimated 1,980 direct construction-related jobs and 1,390 indirect and induced construction-related jobs throughout the construction period. Construction of DUS is estimated to generate 17,000 direct, indirect, and induced temporary construction jobs throughout the construction period (FTA 2008a). The US 36 project is expected to generate between 4,800 jobs (Package 2) and 4,300 jobs (Package 4) annually, over an estimated five-year construction period (FHWA and FTA 2007). The Gold Line is expected to generate approximately 960 temporary construction jobs per year with a 36-month construction schedule and 720 temporary construction jobs per year with a 48-month construction schedule (FTA 2008b). Employment generated during the construction of the NWR corridor, East corridor, North Metro corridor, I-225 corridor, Southeast extension, and Southwest extension projects is unknown at this time and will be quantified in the environmental documents being prepared for these corridors. Cumulative Impacts Economic conditions within the area of analysis have been heavily influenced by industrial development and the construction and operation of interstate roadways and railroads. Prior to 1950, the area was dominated by industrial and manufacturing land uses. Neighborhoods developed in response to employment opportunities provided by local industries. The Platte Site and surrounding area have experienced some redevelopment in recent years. Examples include the Taxi Development, historic Denargo Market, and DUS. The No Action Alternative would not change employment or alter development trends in the area. If plans for mixed-use development are realized in the area, there could be an increase in employment, income, property tax revenues, and retail sales. Employment and economic activity associated with the construction of the FasTracks system would result in additional (gross) employment and activity throughout all economic sectors with the Denver metropolitan area. Recommended Site Direct Impacts While it is not discernable whether the net change in jobs as a result of implementation of the recommended site, with either lead track option, would be positive or negative, it is likely that it would not result in a major employment sector shift. The recommended site would require the relocation of eight to nine businesses, depending on the lead track option selected (Table 3.2-5). In July 2008, the project team contacted these businesses to gather additional information about employment. Five businesses provided employment data. 74

8 Table Business Reloca tions Based on Lead Track Op tio ns Employment for the remaining businesses was estimated using industry standard square feet per employee ratios. According to this information, these businesses provide an estimated 635 to 715 jobs that would also be relocated. The total assessed valuation and tax revenues generated by these businesses comprise an estimated 0.5 percent of the valuation and taxes of all parcels within 0.5 mile of the study area. The loss in property tax revenue due to implementation of the recommended site would be approximately $270,000 on an annual basis. Additional detail concerning the direct and indirect effects of these relocations and acquisitions is discussed in Section 3.3, Land Acquisition, Displacements and Relocation of Existing Uses. TABLE Business Relocations Based on Lead Track Options Parcel Address Business Jobs 1 Lead Track Option Delgany Street Student Movers 50 East Delgany Street T-Mobile Systems, Inc. 50 East/West Delgany Street Motorola Wireless Phones 50 East/West Delgany Street Ongard Systems, Inc. 50 East/West Denargo Street King Soopers Warehouse 100 East/West st Street FedEx Distribution Center 200 to 250 East/West st Street Reddyice Corporation 50 to 75 East/West Ringsby Court Demiurge Design Build Solutions Ringsby Court Ready Mixed Boral Concrete Company Total 635 to 715 Source: CRMF Team, to 10 East/West 80 East/West 1 The number of jobs was estimated using industry standard square feet per employee ratios or based on phone interviews with business owners. The loss in jobs as a result of businesses being relocated could be offset to a degree by the 300 jobs created by the CRMF. As identified previously, approximately 50 percent of the jobs within a 0.5 mile of the study area are service sector jobs. The businesses identified for relocation represent service, manufacturing, and industrial sector employment. The operation of the CRMF would generate primarily industrial jobs. Indirect Impacts The relocated RTD Platte Division BMF would employ approximately 692 persons; however, jobs would be shifted from the Platte Site to the new location resulting in no net change in permanent jobs. The cost of relocating the RTD Platte Division BMF is estimated at approximately $42 million and would generate an estimated 390 direct and 270 indirect construction-related jobs (URS 2007). Over a period of 24 months, this would be an estimated 330 jobs per year. The conversion of a private parcel to a public use for the RTD Platte Division BMF would also have an impact on property valuation and result in the loss of property tax revenues and potentially displaced jobs. Temporary Construction Impacts The estimated construction cost of the recommended site is $52.4 million. The estimated number of jobs generated directly from construction of the recommended site is 490, in 75

9 Table Propose d Miti gati on Measures Ec onomic Co nsiderati ons addition to 340 indirect and induced jobs. Assuming that construction of the CRMF takes 24 months, the total number of jobs generated per year would be approximately 270. Relocation of the eight to nine businesses identified in this section could result in the temporary disruption of operations and services that each provides. Various factors that could influence the length of this disruption include the time and cost of moving operations, as well as the time, cost, and effort of identifying a new site and/or acquiring any necessary entitlements or permits. Aside from these eight to nine businesses, none of the businesses in the study area would experience restricted access during construction. Due to the proximity of the Taxi Development to the Platte Site, its businesses and residents could experience temporary disruptions of activity as a result of construction vehicle movement or construction related noise and dust. Cumulative Impacts Cumulative impacts would be the same as those described for the No Action Alternative Mitigation Mitigation for economic impacts is described in Table TABLE Proposed Mitigation Measures Economic Considerations Impact Impact Type Mitigation Measures for the recommended site Acquisition of commercial or industrial properties Temporary construction impacts (including traffic congestion, noise, air, and visual) Source: CRMF Team, Construction/ Operation Construction/ Operation Acquisition or relocation of property as a result of the recommended site will comply with the Uniform Relocation Assistance and Real Property Acquisition Policy Act of 1970, as amended (see Section 3.3, Land Acquisition, Displacements, and Relocation of Existing Uses). RTD will prepare a Construction Management Plan (CMP) that specifies public communications and construction means and methods to reduce or mitigate the inconveniences of construction such as noise, dust, visual blight, construction traffic, and preservation of access to businesses. 76

10 Table Preferred Alterna tive - Summary o f Impacts Land Acquisition, Displacements, and Relocation of Existing Uses Land Acquisition, Displacements, and Relocation of Existing Uses Introduction to Analysis This section presents the property acquisition requirements that would result from development of the recommended site, and the two lead track options extending south from the CRMF. Currently, RTD owns much of the property needed to develop the recommended site; however, some adjacent private properties or portions of properties would also be needed. Summary of Results The recommended site requires sufficient property for the CRMF buildings, storage tracks, and yard areas. The CRMF would also require a lead track connection south of the South Platte River to provide a link to multiple FasTracks commuter rail corridors. A portion of this lead track would be shared with the North Metro corridor operations passing through the CRMF. As noted previously, two lead track options are being considered; the East Lead Track option and the West Lead Track option, with the West Lead Track option as the preferred option. The recommended site, with either lead track option, would require additional property and would cause the relocation of existing businesses. Table displays a summary of the property impacts and relocations. The recommended site would not result in any residential relocations. TABLE Recommended Site - Summary of Land Acquisition Impacts Alternative Recommended Site with the East Lead Track Option Recommended Site with the West Lead Track Option (the preferred lead track option) Source: CRMF Team, Based on parcel impacts Acres of Property Acquisition Number of Full Property Acquisitions 1 Number of Partial Property Acquisitions 2 Number of Business Relocations Number of Residential Relocations Purpose Property acquisition is needed for public right-of-way (ROW) to construct the recommended site. Concerns regarding property acquisition have been expressed during public involvement activities and have remained an important issue throughout the project.

11 Property acquisition for federally funded projects is regulated and all federal guidelines apply Affected Environment The majority of the property required for development of the recommended site is currently owned by RTD. Additional properties required for the development of the recommended site are owned by other public and private entities including the BNSF Railway Company, Union Pacific, the City and County of Denver, and multiple individual private property owners. Properties within the impact area for the CRMF and the two lead track options are used for large warehouse operations such as King Soopers, commercial uses such as the FedEx Distribution Center, and some manufacturing such as Reddyice Corporation and Ready Mixed Boral Concrete Company. Residential units at the mixed-use Taxi Development are located directly adjacent to the impact area. As part of the recommended site, approximately 33 acres of RTD-owned property would be used for the CRMF, with either lead track option selected Impact Evaluation Methodology This analysis identifies all properties that would be acquired and businesses that would be relocated for construction of the recommended site with either lead track option. Parcel data was obtained from the City and County of Denver Assessor s Office. For this analysis, relocation is defined as being necessary when property acquisition boundaries come into contact with a built structure or when the remaining portion of property is not adequate to maintain its prior use (an uneconomic remnant). A partial property acquisition occurs when the project does not require the entire parcel and the integrity of the existing function of the property is likely to be maintained. To gain an understanding of the current industrial market and availability, the project team surveyed the Denver area to find space that may be available for business relocations. A query of several local business and industrial market reports was made to establish a general availability of commercial and industrial space. Results No Action Alternative Direct Impacts The I-70 Viaduct Project Phase I would likely require the acquisition of property on the north and south sides of I-70 to accommodate reconstruction of the viaduct and adjacent roadway improvements. Right-of-way is constrained along this segment of I-70 with urban residential, commercial, and industrial development directly adjacent. The impacts associated with this project will be presented in CDOT s I-70 East DEIS. The DUS project would require approximately 0.04 acre of property from the Ice House lofts. The acquisition of this property is required to widen the 18 th Street access to the Regional Bus Facility and the proposed parking structure (FTA 2008a). 6 Uniform Relocation Assistance and Real Property Acquisition Act of 1970, as amended. 78

12 Table Preferred Alterna tive Propert y Acq uisiti on wit h East or West Lea d Track Op tion The US 36 EIS estimates that US 36 would require the acquisition of between 555 and 637 acres of land depending on which build package is selected. Package 2 would result in 182 residential displacements and 138 business displacements. Package 4 would result in 183 residential displacements and 135 businesses displacements (FHWA and FTA 2007). The Gold Line DEIS documented that approximately 36 acres of railroad ROW and between 59.5 and 62 acres of private property would be acquired. Additionally, the Gold Line project would require the relocation of 12 to 23 businesses, depending on which stations are selected. No residential relocations would be required for the Gold Line (FTA 2008b). As a result of the NWR corridor, East corridor, North Metro corridor, I-225 corridor, Southeast extension, and Southwest extension projects, public and private property would need to be acquired to construct the alignment and station sites. These impacts will be evaluated in the environmental documents being prepared for these projects. Indirect Impacts The commercial property acquisitions associated with the roadway and transit projects included in the No Action Alternative would likely result in indirect job creation, as discussed in Section 3.2.2, Economic Considerations. Temporary Construction Impacts Temporary construction impacts are related to the easements that need to be acquired for staging and construction of the roadway and transit projects included in the No Action Alternative. The extent of these easements cannot be estimated until these projects have been further designed. Cumulative Impacts Property acquisition required for the projects included the No Action Alternative would be additive to those required for other infrastructure projects throughout the region. However, the beneficial land development impacts associated with No Action Alternative s transit projects would generally negate these projects contribution to cumulative property acquisition impacts. With the implementation of FasTracks, more compact development patterns would be anticipated helping to conserve land resources by promoting TOD over more land consumptive, dispersed development practices (RTD 2007a). Recommended Site Direct Impacts The recommended site would result in acquisition of 30 to 32 acres of property by RTD, depending on the lead track option selected. Table presents the specific property acquisitions associated with the recommended site with the East Lead Track option and the West Lead Track option. Figure and Figure provide graphic representations of the potential property acquisitions for the recommended site with each lead track option. Potential property acquisitions north of the South Platte River, depicted in Figure are the same for both lead track options. 79

13 TABLE Recommended Site Property Acquisition with East or West Lead Track Option Parcel ID Number Acres to be Acquired 1 Partial or Full Acquisition Existing Land Use/Business <0.01 Partial Used for City and County of Denver (CCD) road, bridge and current railroad ROW Number of Businesses to be Relocated Lead Track Option 0 East/West <0.01 Full CCD ROW 0 West <0.01 Partial Railroad ROW 0 East Partial CCD ROW 0 East/West Partial Railroad Fueling, staging and Storage yard 0 West Full Railroad ROW 0 East Full Student Movers Inc. 1 East Full T-Mobil Systems, Inc.; Motorola Wireless Phones; and Ongard Systems, Inc. 3 East/West Full Railroad Track 0 West Partial Railroad ROW 0 East Partial Railroad ROW 0 East/West Full Railroad ROW 0 East/West Full Railroad ROW 0 East/West Partial Lodo Self Storage 0 East/West Full Railroad ROW 0 East/West Full Railroad ROW 0 East/West Full Railroad ROW 0 East/West Full King Soopers Warehouse 1 East/West Full Railroad ROW 0 East/West Full Railroad ROW 0 East/West Partial Garden Addition B9 Subdivision 0 East/West Full Railroad ROW 0 East/West Full Railroad ROW 0 East/West Full Railroad ROW 0 East/West Full Vacant land next to Railroad ROW Full Vacant land next to Railroad ROW Full Vacant land next to Railroad ROW Partial Small parcel that is part of the BNSF 31 st Street Yard Full FedEx Distribution Center 0 East/West 0 East/West 0 East/West 0 East/West 1 East/West <0.01 Full CCD ROW 0 East/West 80

14 TABLE Recommended Site Property Acquisition with East or West Lead Track Option Parcel ID Number Acres to be Acquired 1 Partial or Full Acquisition Existing Land Use/Business Number of Businesses to be Relocated Lead Track Option Full Reddyice Corp. 1 East/West Full Vacant Land 0 East/West Full Vacant Land 0 East/West Partial Demiurge Design Build Solutions Partial Ready Mixed Boral Concrete Company Full Ready Mixed Boral Concrete Company Partial Parcel being used by Ready Mixed Boral Concrete Company Full Ready Mixed Boral Concrete Company 1 East/West 1 East/West 0 East/West 0 East/West 0 East/West Full Vacant Land 0 East/West Source: CRMF Team, Numbers have been rounded to the nearest hundredth 2 Impacts to this parcel would require the shift of BNSF Railway Company track and possibly a service road The recommended site would require acquisition and use of a portion of the site proposed for Taxi-3. This property currently includes a temporary gravel parking lot designated as overflow parking for Taxi-2. This temporary parking area was approved by the City and County of Denver on October 25, 2006, and is intended to be redeveloped as a part of the future Taxi-3 plan. Removal of this parking would not reduce Taxi-2 parking available below the 199 spaces required in the Taxi Development plan. The parking provided in the approved site plan totaled 212 spaces, 13 more than required. The value associated with this parking, as well as other approved entitlements of this property, will be incorporated into the fair market value. If the BEDI grant associated with this parcel is not transferable to another parcel, its value would be considered and incorporated into the fair market value of the property. Taxi Freight is currently under building permit review. One building within the western portion of the Taxi Freight parcel would need to be acquired, resulting in the relocation of one existing business (Demiurge Design Build Solutions). Negotiations between RTD and the property owners would result in compensation for these properties. Table presents the relocations required for the recommended site with the East Lead and West Lead Track options. The acquisition of property to construct the recommended site would result in the relocation of nine businesses with the East Lead Track option as depicted in Figure and Figure and eight businesses with the West Lead Track option as shown in Figure and Figure

15 Figure Property Acquisi tio n an d B usiness Relocat ions o f t he Preferred A lternat ive w ith the East Lead Track O ptio n, Area So ut h of the S ou th Plat te River FIGURE Property Acquisition and Business Relocations of the recommended site with the East Lead Track Option, Area South of the South Platte River 82

16 Figure Property Acquisi tio n an d B usiness Relocat ions o f t he Preferred A lternat ive, Area North of t he So ut h Pla tte River FIGURE Property Acquisition and Business Relocations of the recommended site, Area North of the South Platte River 83

17 Figure Property Acquisi tio n an d B usiness Relocat ions o f t he Preferred A lternat ive w ith the Wes t Lea d Track Opt ion, Area Sou th of t he So ut h Pla tte Ri ver FIGURE Property Acquisition and Business Relocations of the recommended site with the West Lead Track Option, Area South of the South Platte River 84

18 Table Recommended Si te - Business Reloca tio ns TABLE Recommended Site - Business Relocations Parcel ID Number Property Address Delgany Street Delgany Street Delgany Street Delgany Street Denargo Street st Street st Street Ringsby Court , and Source: CRMF Team, and 4301 Washington Street Business or Tenant Student Movers T-Mobil Systems, Inc. Motorola Wireless Phones Ongard Systems, Inc. King Soopers Warehouse FedEx Distribution Center Reddyice Corp. Demiurge Design Build Solutions Ready Mixed Boral Concrete Company Property Owner Delgany Way, LLC James E. Judd James E. Judd James E. Judd Dillon Real Estate Co. Inc. Belle Haven Realty Co Reddyice Corp. Acres Impacted Structure Impacted Existing Land Use 2.07 Warehouse Industrial East Office Space Industrial Office Space Industrial Office Space Industrial Lead Track Option East/West East/West East/West 0.95 Warehouse Industrial East/West 3.73 Warehouse Industrial East/West 6.28 Warehouse Industrial East/West Freight LLC 1.0 Office Space Industrial East/West Ready Mixed Boral Concrete Company Buildings Batch plant Industrial 1 These are three businesses from the same property address (2323 Delgany Street); therefore, the parcel size is only noted once. 2 Ready Mixed Boral Concrete Company conducts business on three parcels. East/West The businesses impacted by the recommended site, with either lead track option, are larger warehouse operations that require semi-truck loading and unloading docks. Market studies in the Denver area show a vacancy rate for industrial properties of 6.77 percent for the first quarter of This means a somewhat higher availability of industrial/ commercial properties over the previous quarter, which registered a 6.41 percent vacancy rate. The information available at the time of this analysis indicates adequate availability exists for sale or lease of replacement sites for relocated businesses. Indirect Impacts Construction of the recommended site would require relocation of RTD s Platte Division BMF. RTD is currently working to identify an appropriate, new location for the facility. Multiple sites are being evaluated to determine which would best meet RTD s requirements. It is estimated 20 to 40 acres of property would be acquired to accommodate the new Platte Division BMF site. This property would no longer be available for sale or other uses. 85

19 Table Propose d Miti gati on Measures La nd Acqu isitio n, Dis placements, a nd Reloca tio n of Exist ing Use As described in Chapter 2, Alternatives Considered, RTD will involve the stakeholders near the potential BMF sites in their evaluation and will use community input and other screening criteria before making a final selection. Temporary Construction Impacts Construction of the buildings, parking areas, and other site plan elements would be confined to the property acquired by RTD. However, temporary construction easements would be required to develop the lead track. The extent of the easements can not be estimated until the project has been further designed. Cumulative Impacts Private property acquisition required for the recommended site (30 to 32 acres) would be additive to the property required for the No Action Alternative Mitigation The recommended site has been designed to minimize impacts to private property. Mitigation measures are described in Table TABLE Proposed Mitigation Measures Land Acquisition, Displacements, and Relocation of Existing Use Impact Impact Type Mitigation Measures for the recommended site Acquisition of 30 to 32 acres of property, including 23 to 25 full property acquisitions and 11 to 12 partial property acquisitions. Relocation of eight or nine businesses. Source: CRMF Team, Operation Operation Acquisition. Acquisition of real property interests will comply fully with the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, as amended (Uniform Act) and the Fifth Amendment of the United States Constitution. The Uniform Act applies to all acquisitions of real property or displacements of people resulting from federal or federally assisted programs or projects. All impacted owners will be provided notification of the acquiring agency s intent to acquire an interest in their property, including a written offer letter of just compensation specifically describing those property interests. Relocation Analysis. RTD will prepare a relocation analysis to enable relocation activities to be planned in such a manner that the problems associated with the displacement of businesses are recognized and solutions are developed to minimize the adverse impacts of displacement. The Relocation Study will estimate the number, type, and size of businesses and non-profit organizations to be displaced and the approximate number of employees that may be affected; and consider any special advisory services that may be necessary from RTD and other cooperating agencies. Relocation Assistance Advisory Services. Relocation assistance will include determining the relocation needs and preferences of each business to be displaced and explaining the relocation payments and other assistance for which the business owner is eligible; providing current and continuing information on the availability, purchase prices, and rental costs of comparable replacement commercial properties; and other programs administered by the SBA and other federal, state, and local programs offering assistance to the displaced businesses. Payments. The relocation payments provided to displaced businesses are determined by federal eligibility guidelines. 86

20 Cultural Resources Archaeological Resources Introduction to Analysis In compliance with Section 106 of the National Historic Preservation Act (NHPA), this section presents the analysis of archaeological and historic resources (cultural resources) for the CRMF project. This section has been organized differently from other resource sections in this analysis. In general, this section presents the following information: General summary of the analysis results Purpose of the analysis, including relevant statues and regulations Cultural resource coordination and consultation Historic context of the general study area Archaeological Resources Historic Resources Summary of Results Research, survey, and evaluation of cultural resources within the study area identified no archaeological sites or historic built resources eligible for listing in the National Register of Historic Places (NRHP). Purpose Recognition of cultural resources is a priority for the federal government, as indicated by the numerous statutes and regulations that address these resources 7. Federal regulations require that this project identify and consider environmental impacts of this federal action, including impacts to cultural resources. Additionally, this analysis considers the project s effects, as defined by Section 106 of the NHPA as amended (16 United States Code [U.S.C.] 40 et seq.), on cultural resources that are listed, or eligible for listing, in the NRHP. Coordination and Consultation A coordination plan was developed by the project team to identify the appropriate process steps for implementation of Section 106 of the NHPA, as amended (16 U.S.C. 40 et seq.). Early coordination with Colorado Historical Society State Historic Preservation Office (SHPO) helped to identify potential consulting parties and Native American tribes for consultation on this project. Consulting parties invitation letters were sent to the organizations and Native American tribes identified in Table to request information regarding the study area. Formal response was received from the SHPO on August 8, 2008, 7 Antiquities Act of 1906, as amended (34 Stat. 225; 16 United States Code [U.S.C.] ); Historic Sites Act of 1935, as amended (49 Stat. 666; 16 U.S.C ); NHPA, as amended (16 U.S.C. 470 et seq.); NEPA, as amended, (42 U.S.C et seq.); Archaeological and Historic Preservation Act of 1974 (AHPA), as amended, (16 U.S.C c-2); American Indian Religious Freedom Act of 1978, as amended (42 U.S.C and 1996a); Archaeological Resources Protection Act of 1979, as amended (16 U.S.C. 470aa-mm); The Native American Graves Protection and Repatriation Act of 1990, as amended (25 U.S.C et seq.); Executive Order 11593, Protection and Enhancement of the Cultural Environment; Executive Order 13007, Indian Sacred Sites (1996); and Executive Order 13175, Consultation and Coordination with Indian Tribal Governments. 87

21 Table Table Invi ted C onsul tin g Part ies CRMF Cult ural Resources Coordi natio n Process initiating Section 106 consultation and stating SHPO had no objections to the proposed Area of Potential Effect (APE) for archaeological and historic resources. Formal Section 106 correspondence is included in Appendix A of this document. TABLE Invited Consulting Parties Advisory Council on Historic Preservation Apache Tribe of Oklahoma Cheyenne and Arapaho Tribes of Oklahoma Cheyenne River Sioux Tribe City and County of Denver Colorado Historical Society Colorado Preservation, Inc. Comanche Nation of Oklahoma Crow Creek Sioux Tribe Denver Landmark Preservation Commission Globeville Civic Association I Globeville Civic Association II Source: CRMF Team, Organization or Native American Tribe Historic Denver Kiowa Tribe of Oklahoma National Trust for Historic Preservation Northern Arapaho Tribe Northern Cheyenne Tribe Northern Ute Tribe Oglala Sioux Tribe Pawnee Nation of Oklahoma Rosebud Sioux Tribe Southern Ute Indian Tribe Standing Rock Sioux Tribe Ute Mountain Ute Tribe Table represents the process steps for implementation of Section 106 for the CRMF project. Each step consistently included coordination with consulting parties for input and guidance. This process follows a consistent approach to Section 106 followed by other FasTracks projects being completed by RTD. TABLE CRMF Cultural Resources Coordination Process Activity Purpose Schedule 1 Prepare 106 Coordination Plan and identify consulting parties Develop the draft Cultural Resources Coordination Process and identify consulting parties. Complete 2 Letter to SHPO Letter initiating Section 106 process with SHPO and requesting feedback on the proposed APE. Complete 3 Invitation letter to consulting parties Consulting party invitation letters sent. Letters asked if contacts have any interest in the project or would like to participate. Letters also requested review of the proposed APE. Complete 4 Field Surveys Field surveys for cultural resources within the APE. Complete 5 Complete cultural resource forms and analysis 6 Status letter to consulting parties. Cultural resource survey forms, as well as analysis of eligibility, impacts, and effects. Following the release of the NEPA document containing the CRMF, the team will submit a letter to consulting parties soliciting feedback on the project s eligibility of resources, impacts, and effects. Complete Future Action To be determined 88

22 TABLE CRMF Cultural Resources Coordination Process Activity Purpose Schedule 7 Meeting Consultation with SHPO and ACHP The team will meet with SHPO and Advisory Council on Historic Preservation (ACHP) to present the eligibility findings, project impacts, and the evaluation of potential effects. The goal of this meeting is to obtain concurrence from SHPO and ACHP on the team s findings. Future Action To be determined 8 Meeting Consultation with SHPO If necessary, consultation on a Memorandum of Agreement. Future Action To be determined Source: CRMF Team, Cultural Resources Identification Criteria Cultural resources include districts, sites, buildings, structures, landscapes, and objects that represent past human activities. Significant cultural resources, or historic properties, include those resources that are listed, or considered eligible for listing, in the NRHP. The criteria for NRHP eligibility are set forth at Title 36 of the Code of Federal Regulations (CFR) Part The quality of significance in American history, architecture, archaeology, engineering, and culture is present in districts, sites, building, structures, landscapes, and objects that possess integrity of location, design, setting, materials, workmanship, feeling, and association. and: A. That are associated with events that have made a significant contribution to the broad patterns of our history; or B. That are associated with the lives of persons significant in our past; or C. That embody the distinctive characteristics of a type, period, or method of construction, or that represent the work of a master, or that possess high artistic values, or that represent a significant and distinguishable entity whose components may lack individual distinction; or D. That has yielded, or may be likely to yield, information important in prehistory or history. In addition, to qualify for listing in the NRHP, an historic resource usually must be at least 50 years old. Cultural Resource Effects Analysis Criteria The ACHP has developed regulations that guide federal agencies on how to assess effects of their undertakings on historic properties and mitigate those effects, if necessary 8. Effects to cultural resources are defined in the following ways: No Historic Properties Affected: Either no historic properties are present, or there is no effect of any kind, neither harmful nor beneficial, on the historic properties. 8 As defined in the NHPA Section 106 regulations, an effect is an alteration to the characteristics of a historic property qualifying it for inclusion in or eligibility for the NRHP (36 CFR ). 89

23 No Adverse Effect: There is an effect, but the effect is not harmful to those characteristics that qualify the property for inclusion in the NRHP. Adverse Effect: There is an effect, and that effect diminishes the qualities of significance that qualify the property for inclusion in the NRHP. Effects to historic properties may be direct or indirect. To evaluate the project s potential direct or indirect effects, the current condition, location, and setting of all cultural resources within the project area are evaluated. The planned activities are assessed to determine the likely effect of those activities on the cultural resources and on the qualities that make them NRHP eligible. Historic Context The purpose of the historic context is to provide an overview of historic development in the CRMF study area to support the evaluation of cultural resources within the APE. This historic context is used to gain a better understanding of historical patterns, themes, and periods that may contribute to the significance of individual cultural resources or historic districts. Originally a small, gold-mining town, Denver was founded by General William Larimer, Jr. on November 22, 1858, during the height of the gold rush in Colorado. He named the town for James W. Denver, Governor of the Kansas Territory. The City of Denver was created in 1860 when the two small communities of Denver and Auraria merged. Further gold discoveries sparked a mass migration of some 100,000 people to Colorado in 1859 and 1860, leading the federal government to establish the Colorado Territory in Prior to the influx of settlers from the east, the area was home to the Cheyenne and Arapaho Indians (City and County of Denver 2007). Denver s history was shaped in part by the introduction of local and interstate railroads. The city was not originally on the Union Pacific Railroad (UP) and other railway lines; however, by the 1880s, citizens recognized the importance of having the rail lines run through the city. Because the region outside Denver was largely uninhabited, the rail network in and around Denver helped the city become the center for mining camps, agriculture, and manufacturing. The 1893 depression and repeal of the Sherman Silver Purchase Act created an economic downturn in Denver. Diversification of the economy was promoted to help the City rebound. New industries such as wheat and sugar beet farming, manufacturing, tourism, and service industries were part of this effort. Denver s economic diversity also included the growth of stockyards, brickyards, canneries, flour mills, and manufacturers of leather and rubber goods. By 1900, a hundred trains a day traveled in and out of Denver s Union Station (City and County of Denver 2007). The City and County of Denver incorporated in The Denver Planning Commission (DPC) was created in 1923 and helped the city plan future growth and development. The DPC had a major impact in incorporating the burgeoning auto/truck city with the developed rail/streetcar city (Hill 1984). The rail and streetcar lines were characterized by the downtown intersection of the regional freight and passenger rail, the interurban commuter rail, and the intra-city streetcar rail. 90

24 Figure Denver Tramwa y Map S how ing the Tram Car, Trolley C oach, an d Mo tor B us Routes i n an d arou nd the Stu dy Area in 1886 North Denver developed on the west side of the rail lines leading out of DUS. North Denver is understood to be the area northwest of downtown Denver, across the Platte River. This area was originally reached only by ferry. By the early 1890s, transportation improved as rail companies built new crossings over the river to provide access to downtown. These activities were instrumental in the development and growth of North Denver (Norgren 1982). In 1886, John Evans and his son William Gray Evans incorporated the Denver Tramway Company (DTC) with William Byers, hotel keeper Henry C. Brown, and businessman and library builder Roger Woodbury. The DTC created a city-wide network of horse-drawn, electric, and cable trolleys that reached every neighborhood in The City and County of Denver (see Figure for DTC lines in the vicinity of the study area). FIGURE Denver Tramway Map Showing the Tram Car, Trolley Coach, and Motor Bus Routes in and around the Study Area in 1886 Source: City of Denver, Small towns that developed in the nineteenth century on the east side of the rail lines, north of Denver, included Argo and Globeville. The town of Argo developed in the vicinity of the Argo Smelter. The smelter was constructed in 1878 by the Boston and Colorado Smelting Company and was located at the intersection of West 47 th Avenue and Fox Street (formerly Argo Street). By the end of the nineteenth century, Argo had grown into a town of 1,600 people with four rail lines to transport ore to the smelter, company housing, a school, private hotels, company and private stores, two churches, and one of Colorado s first potteries. The smelter burned in 1908, the school was closed in 1910, and the area gradually became populated with more industries than residences. The town of Globeville grew and developed around the Globe Smelter and Refining Company (later the American Refining and Smelting Company), built in This town had similar development and land use patterns to that of Argo, but a greater variety of immigrant workers. The smelter suffered financial losses from labor strikes in the 1900s and was eventually closed in the early 1920s. The history of mining in Colorado and more specifically the history and development of Denver owe a great deal to these smelters located on the outskirts of historic Denver (Norgren 1983, Hunt 1999). By the mid 1920s, Denver had become the center of a region rich in agricultural produce and well-appointed with commercial rail lines. In response to the growing need for a central location for transcontinental food business suppliers, buyers, and brokers, the UP railroad teamed up with the Grower s Public Market Association in the mid-1930s to construct and operate a large produce market and terminal (UP 1939). Construction began in 1939 on the Denargo Market (the name is a blending of Denver and Argo) at the north end of the 91

25 Figure Unio n Paci fic Map Sho win g Denarg o Market a nd the De nver Fo od Terminal i n 1940 Broadway Viaduct and the UP, near 29 th Street (see Figure 3.4-2). In addition to the grower s market, UP developed adjoining land that included a paved loading area, warehouses, stores, and rail spurs to the market and warehouses, as well as restaurants, an administration building, and an assembly hall (CHS-OAHP 1994). Portions of the market continued to serve as loading docks for fresh produce up to The site is now planned for a large residential and mixed-use development (Rebchook 2006) Affected Environment The project is located in a heavily-used industrial/commercial area. A landfill once occupied much of the existing Platte Division BMF. Other industrial activities have affected the ground surface so severely that there is almost no probability of subsurface deposits or historic features within the study area. The APE for archaeological resources is coincident to the impact area as shown on Figure FIGURE Union Pacific Map Showing Denargo Market and the Denver Food Terminal in 1940 A review of OAHP files did not identify any previously recorded archaeological resources within the project APE. A literature search of the files maintained by the Colorado Historical Society was performed in order to locate any potential areas where archaeological remains would most likely be found. Due to a long history of occupation, development including the site being used as a gravel pit and later a landfill, the construction of roads, and increased development throughout the APE, archaeological remains as expected were non-existent. 92

26 Figure Area of Po ten tial Ef fect for Archae olog ical Resources FIGURE Area of Potential Effect for Archaeological Resources 93

27 An archaeological reconnaissance visit of the APE was conducted by a qualified archaeologist on June 16, The existing Platte Division BMF has been developed and there was no evidence of any undisturbed areas where intact archaeological remains could be found. The rest of the area of the recommended site, outside of the existing BMF, was examined using the public domain right-of-way. A review of historic (1938, 1947, 1950, and 1971) and current ( ) aerial photographs along the APE revealed a history of heavy disturbance and no areas where development has not affected the ground surface. Because of this heavy disturbance, an intensive pedestrian survey would not reveal surface manifestation of archaeological resources. There are no known archaeological sites in the APE and due to the high degree of disturbance over the last 70 years; the likelihood of finding intact archaeological resources is extremely low Impact Evaluation Results No Action Alternative Direct Impacts Direct impacts to archaeological resources would not be expected to result from the improvements to the I-70 Viaduct Project Phase I, since this project is located in a highly developed area. Impacts to archaeological resources will be fully evaluated in CDOT s I-70 East DEIS. Construction of DUS is not anticipated to result in impacts to archaeological resources as documented in the DUS FEIS (FTA 2008a). Both build packages evaluated in the US 36 EIS would result in adverse effects to one archaeological site. This site is located in the Superior/Louisville segment of the project area (FHWA and FTA 2007). The Gold Line DEIS identifies impacts to the former Wadsworth Ditch (5JF2739). Although the entire linear resource is eligible for listing in the NRHP under Criterion A, the segment that the track crosses does not retain sufficient integrity to convey the significance of the ditch as a whole. The entire linear resource would retain integrity of location and setting. Therefore, the result of this project would be No Adverse Effect to the resource (FTA 2008b). Impacts to archaeological resources as a result of the NWR corridor, East corridor, North Metro corridor, I-225 corridor, Southeast extension, and Southwest extension projects will be identified in the environmental documents being prepared for these corridors. Indirect, Temporary Construction, and Cumulative Impacts Future roadway and transit projects included in the No Action Alternative may result in indirect, temporary construction, and cumulative impacts and effects to archaeological resources. No Action projects that fall under the jurisdiction of NEPA, NHPA, and the Archaeological and Historic Preservation Act (AHPA) would be required to identify potential archaeological resources, survey resources, determine their eligibility, and evaluate the potential effects of alternatives. 94

28 Recommended Site Direct, Indirect, Temporary Construction, and Cumulative Impacts Due to the absence of archaeological resources in the APE, there would be no direct, indirect, temporary construction, or cumulative impacts from the recommended site Mitigation In the event that intact, buried archaeological remains are discovered during construction, operation, or maintenance of the proposed project, RTD will cease work in the area of discovery and the SHPO will be notified. The designated representative will evaluate any such discovery, and in consultation with the SHPO, complete appropriate mitigation measures, if necessary, before construction activities resume. 95

29 96

30 3.1.3 Historic Resources Affected Environment The APE for historic resources is coincident with the study area (see Figure 3.4-4) except in the south where it moves inward approximately 450 feet to avoid overlap with the APE for the DUS environmental study. A review of OAHP files did not identify any previously recorded architectural resources within the APE. A literature search was performed of the files maintained by the Colorado Historical Society to locate any previously recorded architectural properties within the APE as well as in the vicinity to help develop the historic context. Resources built in 1958 or earlier, and located within the APE for historic resources, were surveyed June 19, 2008 by a qualified architectural historian. Three buildings older than 50 years of age were identified within the APE and recorded and evaluated according to OAHP guidelines. None of these buildings are recommended as eligible for listing in the NRHP. The OAHP architectural inventory forms attached to this technical memorandum provide additional information on the three evaluated properties Impact Evaluation Results No Action Alternative Direct Impacts Given the potential for property acquisitions for the I-70 Viaduct Project Phase I, direct impacts to historic resources may result. Properties adjacent to the I-70 Viaduct include a mix of residential, commercial, and industrial properties of varying ages. The potential for impacts to historic resources will be fully evaluated in CDOT s I-70 East DEIS. The DUS FEIS (FTA 2008a) identifies an adverse effect to the following three historic properties: Removal of three tunnels extending underground from DUS Removal and replacement of the railroad tracks behind DUS Removal of the historic Delgany Street Sewer The transportation improvements identified under the Build Alternative would maintain the DUS building in its current use and continue its prominence as a Denver landmark. The US 36 EIS identifies adverse effects to five eligible historic properties (FHWA and FTA 2007). The Gold Line DEIS identifies impacts to four to five eligible or listed historic resources. The project would result in an Adverse Effect to one historic resource, only if the 39 th Avenue East Station option is selected. If the 38 th Avenue Station or the 41 st Avenue East Station option is selected, No Adverse Effect would occur (FTA 2008b). 97

31 FIGURE Area of Potential Effect for Historic Resources 98

32 Impacts to historic resources as a result of the NWR corridor, East corridor, North Metro corridor, I-225 corridor, Southeast extension, and Southwest extension projects will be identified in the environmental documents being prepared for these corridors. Indirect Impacts The DUS FEIS (FTA 2008a) identifies increased noise and traffic from the 16 th Street Mall Shuttle and the Downtown Circulator as well as from people coming to/from the station to use the additional modes of transportation. However, the project would increase historic Lower Downtown Denver s (Lo Do s) vitality and activity as well as increase public awareness of the station s historic importance. The impact identified would result in No Adverse Effect. The Gold Line DEIS identifies indirect impacts to the following historic resources: 5JF181, 5580 Olde Wadsworth Boulevard 5JF437, 7530 Grandview Avenue 5JF1278, Arvada Downtown Historic District 5JF1942, Reno Park Addition Historic District 5JF1943, Stocke/Walter Addition Historic District These properties would be indirectly impacted by noise, vibration, or visual change associated with the recommended site. While these properties would be indirectly impacted, the impact would result in No Adverse Effect to the historic resource (FTA 2008b). The impacts to historic resources associated with the NWR corridor, East corridor, North Metro corridor, I-225 corridor, Southeast extension, and Southwest extension projects will be evaluated in the environmental documents being prepared for these projects. Temporary Construction Impacts Construction of the projects included in the No Action Alternative would potentially impact historic properties during construction. Impacts would include increases in noise, dust, traffic, and vibration. During the construction of DUS, a moderate noise impact is predicted at two residences on the third and fourth floors of the Ice House Building, a historic structure. These impacts would not diminish the integrity of the property s location, design, setting, materials, workmanship, feeling, or association. The impact identified would result in No Adverse Effect. Cumulative Impacts Future roadway and transit projects included in the No Action Alternative may result in cumulative impacts and effects to historic resources. No Action projects falling under the jurisdiction of NEPA and NHPA would be required to identify potential historic resources, survey resources, determine their eligibility, and evaluate the potential effects of alternatives. Recommended Site Direct Impacts There are no NRHP-eligible or listed properties within the APE; therefore, there would be no direct impacts to historic resources from the recommended site. 99

33 Indirect Impacts Implementation of the recommended site would require the relocation of the existing RTD Platte Division BMF. It is not anticipated that a site with historic significance would be selected for this facility. Once a site is selected, existing structures would be evaluated for historic significance. Temporary Construction Impacts There are no NRHP-eligible properties within the APE; therefore, there would be no temporary construction impacts to historic resources from the recommended site. Cumulative Impacts There are no NRHP-eligible properties within the APE; therefore, there would be no cumulative impacts to historic resources from the recommended site Mitigation Due to the absence of historic resources in the APE, no mitigation is required. 100

34 Visual and Aesthetic Qualities Visual and Aesthetic Qualities Introduction to Analysis The visual analysis was prepared following the USDOT guidance (FHWA, 1990) Visual Impact Assessment Manual (FHWA 1990). Visual quality, as defined by the Visual Impact Assessment Manual, is a function of vividness, intactness, and unity. Vividness is the visual power or memorability of landscape components as they combine in striking and distinctive visual patterns. Intactness is the visual integrity of natural and man-built landscape and its freedom from encroaching elements. Unity is the visual coherence and compositional harmony of the landscape considered as a whole. Summary of Results Development of the recommended site, with either lead track option, would result in a change in the visual environment as observed from surrounding land uses. The views from the only residential use in the study area, the Taxi Development, would differ from the existing conditions and would be impacted. Impacts would also occur during construction. However, views from the Taxi Development would continue to be of surrounding industrial development, with distant mountain and city views. Views from the South Platte River Trail would remain the same and may improve based on future fencing or buffering along Ringsby Court. Purpose Visual resources and aesthetics are important components of community that can contribute to quality of life for human viewers, attract tourism, and contribute to the local economy. This analysis documents potential impacts to visual resources that would occur as a result of the construction of the recommended site Affected Environment Existing land uses in the study area consist primarily of industrial manufacturing and distribution. The northern portion of the site is vacant land, mixed-use industrial, office, residential (live/work lofts space), and a concrete batch plant. The study area is bounded by the BNSF Railway Company 31 st Street Yard to the north and the South Platte River to the south. In general, the study area has few unifying urban design features as there are intermittent sidewalks and landscaping, and architectural styles vary for the industrial and commercial facilities. The South Platte River corridor and the Taxi Development add a pocket of visual interest and quality design to the area. Visual Platte Division with distant city views View of the Platte Division and downtown Denver from second floor commercial unit of Taxi

35 quality in the study area (defined as a function of vividness, intactness, and unity) is generally low. The Globeville Landing Park lies just north of the study area and is bounded by the South Platte River, other light industrial land uses, and the existing rail lines. The park does serve as an oasis in this industrial area. Views of the RTD District Shops and RTD Platte Division from the park are limited by mature vegetation and the generally flat nature of the landscape. The South Platte River Trail extends through the park and continues down the east side of the South Platte River across from the study area. Current views from the trail are of the mature vegetation on the banks of the river, the industrial development adjacent to Ringsby Court (including the RTD District Shops), and of downtown Denver (south). Good views of downtown Denver exist along the South Platte River Trail, but would not be obscured by development on the west side of the South Platte River. A cement batch plant is located at Washington and 38 th Street adjacent to the existing BNSF Railway Company 31 st Street Yard. Large towers dominate this site, as well as a large cell tower. There appear to be no prominent mountain views, as they are obscured by structures in this generally flat area. Located to the northeast and immediately adjacent to the Platte Site is the Taxi Development, a mixed-use residential and commercial development in the former Yellow Cab Taxi facility. The three-story Taxi-2 building houses commercial uses on the first and second floors and residential on the third. The development is designed with an industrial-chic theme to fit in with the industrial feel of the surrounding area. Views from the Taxi Development are dominated by the RTD District Shops, the South Platte River, the BNSF Railway Company 31 st Street Yard, the cement batch plant, and other surrounding industrial development. Distant city and mountain views are also visible. South Platte River Trail looking west toward Taxi-2 View toward downtown Denver from Ringsby Court View of Ready-Mixed Concrete from Ringsby Court The study area is not included in City and County of Denver designated view preservation areas (view planes) identified in Chapter 10 of the Denver Municipal Code. 102

36 Figure Figure View from Ta xi-2 Resi dent ial (S ou theast ) Be fore View from Ta xi-2 Resi dent ial (S ou theast ) Af ter Impact Evaluation Methodology The visual analysis was prepared following the USDOT guidance (FHWA, 1990). Visual resources were analyzed through site visits, examination of aerial mapping, review of the preliminary layout for the recommended site, and an assessment of visual quality at the project site. In addition to general visual quality of the area, multiple views were identified for evaluation. These views are simulated to show the potential change over existing conditions. Given that detailed architecture, fencing, and buffering design has not been determined, the simulations show locations and scale of the proposed structures. FIGURE View from Taxi-2 Residential (Southeast) Before FIGURE View from Taxi-2 Residential (Southeast) After 103

37 Figure Figure Figure F View from Ta xi-1 Commercial, F uel Café Pat io ( Sou th) Bef ore View from Ta xi-1 Commercial, F uel Café Pat io ( Sou th) Af ter View from Taxi-2 Residential (Southwest) Before FIGURE View From Taxi-1 Commercial, Fuel Café Patio (South) Before FIGURE View from Taxi-1 Commercial, Fuel Café Patio (South) After FIGURE View from Taxi-2 Residential (Southwest) Before 104

38 Figure Figure Figure Figure View from Ta xi-2 Resi dent ial (S ou th west) A fter View from Ta xi-2 Gro un d Fl oor (S out hwest ) Be fore View from Ta xi-2 Gro un d Fl oor (S out hwest ) Af ter View from Rings by Co urt (S out h) Before FIGURE View from Taxi-2 Residential (Southwest) After FIGURE View from Taxi-2 Ground Floor (Southwest) Before FIGURE View from Taxi-2 Ground Floor (Southwest) After FIGURE View From Ringsby Court (South) Before 105

39 Figure Figure Figure View fr om Rings by Co ur t (S out h) After View from So ut h Pla tte River Trail (S ou th west) Before View from So ut h Pla tte River Trail (S ou th west) A fter FIGURE View from Ringsby Court (South) After FIGURE View from South Platte River Trail (Southwest) Before FIGURE View from South Platte River Trail (Southwest) After Information obtained from these simulations will be factored into the visual analysis as appropriate. Results No Action Alternative Direct Impacts Roadway widening associated with the I-70 Viaduct Project Phase I would increase the amount of paved area and would potentially impact views for motorists traveling on I-70. Reconstruction of the viaduct would not likely change the views from adjacent land uses. 106