3.2 LAND USE, ZONING, AND ECONOMIC CONSIDERATIONS

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1 Draft Environmental Evaluation 3.2 LAND USE, ZONING, AND ECONOMIC CONSIDERATIONS Land Use and Zoning Introduction to Analysis Summary of Results Because the Preferred Alternative is located along an existing rail line rather than a new rail alignment, improvements are generally compatible with existing and planned future land uses. Direct impacts include the conversion of existing land uses to rail facilities where right-of-way (ROW) is currently constrained. The ROW acquisitions would primarily occur at the proposed station locations. Due to the extensive level of proposed station planning that has already been completed, locations of proposed stations would be largely consistent with planned future land use, zoning, and transportation plans. The roadway and transit projects included in the No Action Alternative would likely result in direct, indirect, temporary construction, and cumulative impacts to existing and future land uses. The extent of these impacts will be evaluated in the environmental documents being prepared for these projects. Purpose Projects are evaluated to determine the degree to which existing development patterns and local land use policies are likely to encourage transit-supportive land use. The intent of the evaluation is to determine that local land use planning around proposed station areas has been prepared to take advantage of the local transit investment. These advantages include more compact development, more cost-effective infrastructure investment, less auto dependency, and less traffic congestion. Such land use policies also improve the performance of the transit system through increased ridership and revenues Affected Environment The project study area contains a variety of land uses, including high density mixed-use, single-family, light industrial, undeveloped lands, and open space. Figure illustrates existing land use within the project study area, Figure illustrates current zoning in the project study area, and Figure illustrates future land use as predicted by the Denver Regional Council of Governments (DRCOG). Table summarizes major developments planned for the project study area. Existing and future land use and zoning are detailed by section in the text that follows February 2010

2 Draft Environmental Evaluation FIGURE EXISTING LAND USE IN THE PROJECT STUDY AREA Sources: Colorado Department of Transportation (CDOT), 2006; DRCOG, ; ESRI SDC, 2004; Northwest Rail (NWR) Corridor Project Team, Northw est Rail Corridor February

3 Draft Environmental Evaluation FIGURE CURRENT ZONING IN THE PROJECT STUDY AREA Sources: CDOT, 2006; DRCOG, ; ESRI SDC, 2004; NWR Corridor Project Team, Northw est Rail Corridor February 2010

4 Draft Environmental Evaluation FIGURE FUTURE LAND USE IN THE PROJECT STUDY AREA Sources: CDOT, 2006; DRCOG, ; ESRI SDC, 2004; NWR Corridor Project Team, Northw est Rail Corridor February

5 Draft Environmental Evaluation TABLE MAJOR DEVELOPMENT PLANS - LAND USE CONSIDERATIONS Project Name Location Section Status Type Description/Notes Commons Planned Unit Development Northgate District Center Midtown at Clear Creek Conoco Phillips R&D Campus ARISTA Boulder Transit Village Speer Boulevard to 20 th Avenue, Wewatta Street to South Platte River Federal Boulevard, 68 th Avenue, and 72 nd Avenue 68 th Avenue and Pecos Street US 36 and 96 th Avenue US 36 to Wadsworth Boulevard and 120 th Avenue to Street A Valmont to Pearl Street, 30 th Street to Foothills Parkway Denver Adams Approved development/ under construction Site acquisition complete Mixed use Mixed use/tod Adams Fully entitled Master planned community Louisville Broomfield Boulder Revising development plan Approved development plan/ under construction Approved development plan/under construction Master planned community 65-acre site; sections to the south of the consolidated main line track include 226,000 SF of retail, 1,210,613 SF of office, 1,600 residential units, and a 250 room hotel 62-acre site; to be developed according to the City of Westminster s Traditional Mixed Use Neighborhood Development guidelines 180-acre site; mixture of single-family homes, townhomes, condos, and apartments totaling 1,200 units surrounding a retail center and a 43-acre park 390-acre site; residential, office, retail, hotel, senior living, and civic uses Mixed use/tod 135-acre site; 439,000 SF; retail and 2,200 unit multi-family residential Mixed use/tod 160- acre site; combine residences, commercial, office, light industrial around transit station Sources: Adams County, 2008; Boulder County, 2009; City of Boulder, 2009; City and County of Broomfield, 2005; City and County of Denver, 2006; City of Louisville, 2009; City of Westminster, 2008; Town of Superior, SF = square feet TOD = transit oriented development Denver Section The proposed alignment begins at Denver Union Station (DUS) in the Lower Downtown Historic District, a mixed-use residential, retail, and entertainment district. Northwest of DUS is the Commons Park development in the Central Platte Valley, a former rail yard that has been redeveloped to high-density residential apartments and condominiums. To the north of Commons Park is Prospect Park, an emerging mixed-use neighborhood with residential uses in renovated industrial and newly constructed buildings. Leaving DUS, the proposed alignment travels over the South Platte River, through Prospect Junction, and under Interstate 25 (I-25). North of I-25, the proposed alignment passes the BNSF Railway Company Rennick Yard and mixed industrial and residential areas of the Sunnyside neighborhood on the west, and the Globeville neighborhood on the east, before reaching I-70. North of I-70, the proposed alignment passes the BNSF Railway Company Trailer-on-Flat-Car (TOFC) Intermodal Yard north of the tracks, and the BNSF Railway Company North Yard to the south before entering Adams County near Utah Junction. Future land use in the Denver Section is anticipated to be increasingly more commercial with some industrial uses remaining. Residential uses are expected for the neighborhoods west of the proposed alignment and south of I February 2010

6 Draft Environmental Evaluation The Denver Section is primarily zoned industrial (light and heavy) with areas residential/mixed use in the Central Platte Valley, and pockets of residential further from the industrial land uses that border the remainder of the rail alignment. Adams Section North of Utah Junction the proposed alignment crosses Pecos Street, I-76, and Clear Creek. From Pecos Street north, land uses adjacent to the existing rail line transition from heavy and light industrial to single-family residential. Strip commercial uses and single-family residential uses are located along Federal Boulevard south of 72 nd Avenue. At this intersection, the proposed South Westminster/71 st Avenue Station is surrounded by light industrial, commercial, and residential uses. The proposed South Westminster/71 st Avenue Station site is currently occupied by a Recreational Vehicle/Boat retailer and is adjacent to an industrial park, an auto service center, an auto-parts retailer, a Goodwill store, and apartment complexes. North of the proposed station site and to the east of Federal Boulevard is a large vacant parcel. East of the proposed station site is currently unoccupied light industrial space, which is planned for two large infill redevelopments: Northgate and Midtown at Clear Creek. Future land use in the Adams Section is anticipated to remain largely residential with commercial and industrial land uses along the rail line. The Adams Section is primarily residential although industrial and multi-family residential zoning is found adjacent to the proposed alignment. Zoning at the proposed South Westminster/71 st Avenue Station footprint is commercial. The surrounding parcels are zoned primarily industrial and high-density residential. Westminster Section Two proposed stations are located within this section Westminster/88 th Avenue and Walnut Creek. At approximately 84 th Avenue and Sheridan Boulevard, the proposed alignment begins to parallel US 36. Surrounding land uses in this stretch between the South Westminster/71 st Avenue Station and the Westminster/88 th Avenue Station are largely singleand multi-family residential. The proposed Westminster/88 th Avenue Station is currently occupied by an animal hospital and a vacant big box retail store. Directly east of the station is a strip commercial center with a variety of retail uses, such as restaurants, nail salons, and a Lowes hardware store. The north side of 88 th Avenue is the extension of the proposed station, which is currently devoted to surface parking serving the Westminster Mall. The Westminster Mall has been designated as an urban renewal area and is planned for redevelopment by the City of Westminster (City of Westminster 2004). Immediately south of the proposed station site are single-family residential developments. After crossing Wadsworth Boulevard, the proposed alignment passes under US 36 at approximately 104 th Avenue, between Church Ranch Boulevard and 112 th Avenue. This junction is the site of the proposed Walnut Creek Station. On the west side of US 36 is a new shopping center, the Shops at Walnut Creek, anchored by a Super Target. The remainder of this section contains predominately low-density residential and office uses. Future land use in the Westminster Section is predominantly residential; however, commercial land uses are anticipated along major thoroughfares such as US 36. Much of the zoning in the Westminster Section is a combination of planned unit development and residential. The Westminster/88 th Avenue Station site is currently zoned commercial. The area north of 88 th Avenue, where additional parking for the station is located, is zoned mixed- February

7 Draft Environmental Evaluation use anticipating future TOD. The Walnut Creek Station parcel is zoned for mixed-use and is currently vacant. Broomfield Section The proposed alignment enters Broomfield at 112 th Avenue. This section contains two proposed stations: Broomfield/116 th Avenue Station and Flatiron Station. The site for the Broomfield/116 th Avenue Station is currently used as self-storage units, and the east side is currently occupied by offices. The remainder of the section passes through more industrial and commercial uses, as well as undeveloped, vacant lands. The site of the proposed Flatiron Station is located north of US 36 and south of the proposed alignment. It is currently used as a Regional Transportation District (RTD) park-n-ride and is located in close proximity to the Flatiron Mall to the west. North of the site is vacant land, though a pattern of large scale multi-family residential development is emerging in the vicinity. Farther north toward downtown Louisville, is the Colorado Technological Center, an office and light industrial park, located adjacent to the proposed alignment at 96 th Street and Dillon Road. Future land use in the Broomfield Section is anticipated to remain similar to current land use patterns. Zoning in the Broomfield Section is primarily mixed-use and residential with commercial zoning at Flatiron Mall. The proposed Broomfield/116 th Avenue Station site and surrounding areas are zoned mixed-use as a part of the ARISTA development, a master-planned mixeduse development including commercial, residential, office uses, as well as the new Broomfield Event Center. The Flatiron Station site is currently used for RTD operations and the surrounding property is currently zoned open space. Louisville Section The proposed alignment enters the City of Louisville just south of Dillon Road. The proposed alignment passes on the eastern edge of historic downtown Louisville with a mix of retail, office, and residential uses. The existing rail line is elevated on a berm approximately 10 feet above the adjacent Front Street and provides a physical barrier between western and eastern downtown land uses. The historic Miners and Little Italy neighborhoods and industrial land uses occur west of the existing rail line to State Highway 42. Much of the proposed Downtown Louisville Station site is currently occupied by Aggregated Industries with a concrete batch plant and surrounded by other low-intensity uses such as a lumber yard and animal daycare to the southeast. An area of newer, suburban residential and commercial development exists north of South Boulder Road to Baseline Road though the majority of land remains undeveloped or open space. Future land use in the Louisville Section is anticipated to remain similar to current land use patterns. The Louisville Section comprises a variety of zoning including agricultural, open space, residential (single and multi-family) and industrial. The Downtown Louisville Station site and surrounding properties are zoned commercial, high-density residential, and open space. Boulder Section At Baseline Road, the proposed alignment enters unincorporated Boulder County and runs for approximately two miles between Baseline Road and Arapahoe Road. Uses in this area are widely scattered small residential subdivisions, agricultural land, and open space. The proposed alignment crosses Arapahoe Road at about 75 th Street and turns directly west toward the City of Boulder. The proposed East Boulder Station is located at approximately February 2010

8 Draft Environmental Evaluation 63 rd Street and Arapahoe Road. Light industrial/warehouse uses occur along Arapahoe Road, as well as a county recycling center and the Xcel power plant located at 63 rd Street and Arapahoe Road. The surrounding land uses also include the Naropa University Arapahoe Campus, a vocational and technical school. North of the site are the Hillcrest Reservoir, Leggett Reservoir, and Valmont Reservoir. Between 63 rd Street and 30 th Street, the land use along the proposed alignment consists mainly of light industrial and office uses, with some retail and commercial development. The proposed alignment crosses Foothills Parkway and then proceeds northwest to the proposed Boulder Transit Village Station. The Boulder Transit Village Station, located west of the intersection of Valmont and Foothills Parkway, is currently occupied by a lumber yard and surrounded by a variety of land uses, though a major redevelopment effort is already underway to construct transit-oriented uses. The Steelyards project, a residential and retail mixed-use infill development located at the southeast corner of 30 th Street and Bluff Street, is located south and west of the station site. There is a plan to use a City of Boulder-owned parcel to the south of the Steelyards as a bus/transit center with affordable residential housing (City of Boulder 2005). There is a planned access across Goose Creek between the Steelyards and this site, which will create increased accessibility to the Boulder Transit Village Station. East of the station site is the Wilderness Business Park. The proposed alignment continues northeast from the proposed Boulder Transit Village Station, crosses South Foothills Highway, and parallels Highway 119 (Diagonal Highway) to the proposed Gunbarrel Station. Land use between these stations is largely agricultural, vacant, and low-density residential. South of the intersection of the Diagonal Highway and 63 rd Street is the site of the proposed Gunbarrel Station, which is surrounded mainly by office and retail uses. The site is currently occupied by a single-story multi-tenant office park that is approximately 70 percent vacant. To the north, south, and east are vacant office buildings. In the vicinity and south of the station is the headquarters of QualComm (a large telecommunications company), the Leanin Tree Museum of Western Art, and a 380,000- square-foot campus for Covidion (a developer and manufacturer of medical devices), and further south is the headquarters of Celestial Seasonings. Land uses further north of the Gunbarrel Station are institutional, commercial, and single-family residential through Niwot. Future land use in the Boulder Section is anticipated to remain similar to current land use patterns. The Boulder Section is largely residential with pockets of industrial zoning near the East Boulder Station and agricultural zoning on the perimeter of the section. Zoning at the East Boulder Station site is currently industrial, surrounded by commercial, and low- and moderate-density residential. Zoning at the Boulder Transit Village Station and surrounding areas is industrial with mixed-use zoning to the south. Zoning in the area of the Gunbarrel Station is primarily industrial. Longmont Section The Longmont Section begins south of Niwot at the intersection of 71 st Avenue and the Diagonal Highway. The proposed alignment travels primarily northeast parallel to the Diagonal Highway. The proposed alignment passes through lower-density development, agricultural land, and open space in the south and urban land uses by the terminus. There are two station sites in the Longmont Section Twin Peaks and Downtown Longmont. The proposed Twin Peaks Station is located at the south end of the City of Longmont on the Diagonal Highway east of South Hover Street. Land uses in the area are largely retail. February

9 Draft Environmental Evaluation North of the site, across Ken Pratt Boulevard, are several fast food restaurants and the Twin Peaks Mall. The proposed site for the station is currently occupied by Carino s, a restaurant, and is surrounded by other retail uses. To the southeast of the site and southeast of the proposed alignment are suburban office uses. The proposed alignment continues northeast toward the proposed Downtown Longmont Station through commercial and light industrial land uses. The Downtown Longmont Station is located south of First Street and east of Pratt Street and Terry Street. It is currently occupied by a home and garden materials center and Patio Mobile Home Park. The uses surrounding the site are commercial, manufacturing, light industrial, and a mobile home park. The site is located approximately 0.25 mile south of Longmont s historic downtown. To the north of the site is the Flour Mill and to the north and east is the Tyson s Turkey plant. To the north and west are a storage facility, a boutique retailer, and vacant commercial space. Future land use in the Longmont Section is anticipated to remain largely residential and agricultural with commercial and industrial uses bordering major thoroughfares and the proposed alignment. The Longmont Section is zoned residential near Niwot and north of downtown Longmont. Industrial and commercial zoning border the proposed alignment through Longmont and more rural areas of the Longmont Section are zoned Agriculture. Zoning at the Twin Peak Station site and surrounding parcels is primarily commercial. The Downtown Longmont Station site is currently zoned for commercial, and the parcels immediately surrounding it are also zoned commercial. Summary of Transportation Policies All of the jurisdictions in the project study area have developed policies in support of the incorporation of transit service and TOD. In addition, policies call for specific TOD land use types, such as multi-family housing, to be concentrated around station areas for a multi-modal transit center and TOD. Policies indicate the need for multi-modal corridors to alleviate congestion on roads and improve overall quality of life. Table details transportation policies by section. TABLE TRANSPORTATION POLICIES - LAND USE CONSIDERATIONS Project Name Blueprint Denver (2002) Downtown Multimodal Access Plan (2005) Transit Oriented Development Strategic Plan (2006) 2007 Downtown Area Plan Denver Policies Coordinate transportation network and land development in a manner that is supportive of multiple modes of travel. The plan identifies areas for expansion to the transportation system. The plan was amended to include the Denver Union Station Master Plan, which calls for multimodal TOD at DUS. Integrated plan to address vehicular, freight, pedestrian, bicycle, and transit access throughout downtown Denver. Recommends new implementation tools for TOD. Recommendations for how to coordinate among City of Denver departments and staff to implement TOD. The plan s strategy framework includes the goal of Building on Transit to couple regional transit network with a Denver specific transit network February 2010

10 Draft Environmental Evaluation TABLE TRANSPORTATION POLICIES - LAND USE CONSIDERATIONS Project Name Adams County Transportation Plan (1996) TOD and Rail Station Area Planning Guidelines (2007) City of Westminster Comprehensive Land Use Plan (2004) Westminster Comprehensive Roadway Plan Update (2008) City & County of Broomfield Comprehensive Plan (2005) Louisville Comprehensive Plan (2009) Highway 42 Revitalization Area Comprehensive Plan Amendment (2003) Adams Policies Improve transit service, reduce travel demand, and develop a system of bicycle and walking infrastructure including off-street paths. Designates rail station areas and transit corridors. Set TOD policies. Standardizes process and format for station area plans. Westminster Promote TOD at transit facilities throughout the City of Westminster. Encourage multi-family development around transit centers. Promote TOD districts centers to create urban nodes within Westminster. Recommends short-term improvements needed to mitigate safety and traffic operation deficiencies. Identifies the long-range transportation improvements needed to support full development of the City of Westminster. Recommendations made in the context of local interface RTD public transportation system. Broomfield Create development around transit stops. Encourage TOD at Broomfield/116 th Avenue and Flatiron stations. Louisville Sets a goal of concentrating residential and commercial activity near proposed regional transit stations. Encourage medium-to high density TOD with emphasis on integrating the area with the existing and proposed transportation network. Boulder Boulder County Coordinate transportation policies with desired growth and development patterns. Comprehensive Plan (1999) Transit-related component currently under review. Boulder Valley Comprehensive Plan (2005) City of Boulder Transportation Master Plan (2003) Boulder Valley Regional Center Transportation Connections Plan (2002) Provide and maintain a high-quality, safe, and efficient multimodal transportation network (including transit, roadway, and bike paths). Encourage the implementation of a sustainable multimodal system that preserves the Boulder quality of life. Create action plans for multimodal corridors. Develop an integrated transportation system focusing on multimodal Super Stops, such as the Boulder Transit Village. February

11 Draft Environmental Evaluation TABLE TRANSPORTATION POLICIES - LAND USE CONSIDERATIONS Project Name Longmont Area Comprehensive Plan (2003) Longmont Multi-modal Transportation Plan (2005) Longmont Policies Provide an adequate, safe, and efficient multi-modal transportation system that is compatible with the natural, community, and economic environments. Develop a mix of interdependent, compatible, and mutually supportive land uses to support multiple means of transportation. Promote and encourage the development of an effective and efficient transit system that is competitive with the single-occupant vehicle in service, affordability, convenience, and accessibility. Plan the transportation system and land uses to be mutually supportive of each other. Support the economic growth of the City of Longmont and the vitality of downtown. Identify corridors where transit-ready development is desired. Identified Nelson and Pike Road corridors as multi-modal corridors with planned improvements. Sources: Adams County, 2008; Boulder County, 2009; City of Boulder, 2009; City and County of Broomfield, 2005; City and County of Denver, 2006; City of Louisville, 2009; City of Westminster, 2008; Town of Superior, Notes: DUS = Denver Union Station Summary of Transit-Oriented Development Plans All jurisdictions within the project study area have one or more plans guiding future development around proposed stations. The plans include guidelines for both TOD as well as anticipated land uses. Table provides an overview of existing and proposed TOD plan for the project study area. TABLE TOD PLANS - LAND USE CONSIDERATIONS Project Name Location Status Type Description/Notes Denver 2008 Denver Union Station Master Plan Supplement Clear Creek Valley TOD Plan Westminster Center Urban Reinvestment Plan 16 th Avenue to 18 th Avenue, Wynkoop Street to Wewatta Street 1,400 acre planning area bounded by the Gold Line Pecos and Federal stations West 92 nd Avenue to W. 88 th Avenue south, US 36 to the east and Harlan Street to the west Adopted as part of Blueprint Denver and rezoned TMU-30 for TOD, October 2004; update was completed in March 2008 Amendment to Adams County Comprehensive Plan adopted in 2008 Adopted April 2009 Redevelopment/ TOD Adams Redevelopment/ TOD Redevelopment/ TOD Outlines guidelines for future transportation, transit, and development projects that are included in the DUS planning area. Planning area is envisioned to include 77,540 SF of retail, 1,033,500 SF of office, 210 residential units, and 1,687 underground parking spaces and a 685-space parking garage. Pecos Station Development Concept: 998 dwelling units; 46, ,000 SF retail; 190, ,000 SF office; 987,000 SF industrial; and 109 acres open space. Urban renewal plan the for 102-acre site around Westminster Mall February 2010

12 Draft Environmental Evaluation TABLE TOD PLANS - LAND USE CONSIDERATIONS Project Name Location Status Type Description/Notes Westminster Mall Redevelopment Visioning Plan Original Broomfield Plan Highway 42 Revitalization Plan Highway 42 Revitalization Area Design Guidelines Transit Village Area Plan (TVAP) Boulder Transit Village: Concept and Site Planning Project Longmont Station TOD Analysis Longmont Mixed-use Zoning District Regulations West 92 nd Avenue to W. 88 th Avenue south, US 36 to the east and Harlan Street to the west West 112 th Avenue to the south, US 36 to the south/west and US 287 and W. 120 th Avenue to the north Existing rail line to State Highway 42, and South Boulder Street to Pine Street Existing rail line to State Highway 42, and South Boulder Street to Pine Street Valmont to existing rail line, 30 th Avenue to Foothills Parkway Intersection of Pearl Street and 30 th Street Longmont area stations City of Longmont Plan has not been formally adopted, but provides a visioning document for the redevelopment of the Westminster Mall Adopted 2008 Adopted as a Comprehensive Plan amendment in September 2003 Adopted September 18, 2007 Adopted by City Council September 18, 2007 Currently under City Council review Adopted in 2005 Currently under consideration for adoption Redevelopment/ TOD Broomfield Redevelopment/ TOD Louisville Redevelopment/ TOD Design guidelines Boulder Redevelopment/ TOD Redevelopment/ TOD Longmont Redevelopment/ TOD Design guidelines 102-acre site; development concept includes 1,125,000 SF of retail, 705,000 SF of office, 2,300 dwelling units and 5,840 structured parking spaces. Intended to include a mix of uses including Main Street type uses along 116 th Avenue with concurrent efforts to coordinate connectivity between US 36 BRT and the Broomfield/116 th Avenue Station. 60-acre site; mixed use development with a transit station. Establishes design guidelines for development surrounding transit station. 160-acre site planned for a mix of uses including service commercial, industrial mixed-use, commercial mixed-use, and affordable housing acre site; includes both RTD and City of Boulder owned land, site concept includes plans for intermodal platforms and mixed-use residential development. Recommended sites at 1 st Street and Terry Street and the Sugar Mill for use as transit stations. Provides guidelines for mixed-use development anticipated at transit centers in Longmont. Sources: Adams County, 2008; Boulder County, 2009; City of Boulder, 2009; City and County of Broomfield, 2005; City and County of Denver, 2006; City of Louisville, 2009; City of Westminster, 2008; Town of Superior, Notes: BRT = bus rapid transit DUS = Denver Union Station SF = square feet TOD = Transit Oriented Development TVAP = Transit Village Area Plan February

13 Draft Environmental Evaluation Impact Evaluation Improving the existing transportation network and encouraging multiple modes of transportation are shared goals of the jurisdictions within the project study area. Each has invested considerable time and effort in developing policies and plans for multi-modal transportation improvements and TOD. Because all improvements involve multi-modal solutions, implementing the No Action Alternative or Preferred Alternative would be compatible with the plans and policies of the affected jurisdiction although the Preferred Alternative is more compatible with these plans. Methodology The impact analysis was based on information collected during the affected environment analysis, field research in the project study area, site visits to proposed stations, in-depth review of aerial photography of the project study area, and information provided by local planners gathered as part of the proposed station area planning process. Using this information, evaluation criteria were developed that analyzed the impacts of both short-term construction and long-term operations. The following criteria, in accordance with the impact evaluation guidelines of the RTD Environmental Methodology Manual, were used to identify direct impacts for this analysis (RTD 2006): Compatibility with existing land use and transportation plans Compatibility with future land use plans and zoning The following criteria were used to identify indirect impacts for this analysis: Potential TOD Land Use Changes Land use compatibility and conformance with future land use was evaluated in relation to the following plans: Blueprint Denver (City and County of Denver 2002) Transit-oriented Development Strategic Plan (City and County of Denver 2006) Adams County Transportation Plan (Adam County 1996) TOD and Rail Station Area Planning Guidelines (Adams County 2007) City of Westminster Comprehensive Land Use Plan (City of Westminster 2004) Westminster Comprehensive Roadway Plan Update (City of Westminster 2008) City & County of Broomfield Comprehensive Plan (City and County of Broomfield 2005) Town of Superior Comprehensive Plan (Town of Superior 2001) Louisville Comprehensive Plan (City of Louisville 2009) Highway 42 Revitalization Area Comprehensive Plan Amendment (City of Louisville 2003) Boulder County Comprehensive Plan (Boulder County 1999) Boulder Valley Comprehensive Plan (City and County of Boulder 2005) February 2010

14 Draft Environmental Evaluation Boulder Transportation Master Plan (City and County of Boulder 2003) Boulder Valley Regional Center Transportation Connections Plan (City and County of Boulder 2002) Longmont Area Comprehensive Plan (City of Longmont 2003) Longmont Multi-modal Transportation Plan (City of Longmont 2005) Results No Action Alternative The No Action Alternative assumes that existing and committed improvements, as defined in Chapter 2.0, Alternatives Considered, would be implemented by others as planned. Direct, Indirect, Temporary Construction, and Cumulative Impacts s It is anticipated that the conversion of existing land uses to transportation facilities where existing ROW is constrained would occur for some or all of the roadway and transit projects identified under the No Action Alternative. These projects would most likely result in direct, indirect, temporary construction, and cumulative impacts. The extent of these impacts will be evaluated in the environmental documents being prepared for these projects. Preferred Alternative Direct Impacts NWR Corridor Alignment Implementation of the proposed alignment would include conversion of existing land uses for ROW expansion. However, the development of the proposed alignment is compatible with all adopted land use and transportation plans. Local governments have considered future transportation improvements in their land use planning policies, so while conversion of land to transportation facilities would not be consistent with existing land uses, it would be compatible with planned future land uses. Proposed Stations Proposed station locations are compatible with future land use as shown on Table TABLE CURRENT AND FUTURE LAND USE COMPATIBILITY AND ZONING AT PROPOSED STATIONS Stations Location Current Land Use Future Land Use Westminster/ 88 th Avenue Walnut Creek Broomfield/ 116 th Avenue North and south of 88 th Avenue, west of Sheridan Boulevard North of Church Ranch Boulevard and West of US 36 North of 116 th Avenue and East of Wadsworth Boulevard Commercial to the west, north and east; residential properties to the south Commercial with residential to the west and southwest Commercial and industrial to the west, north and east; vacant property to the south February Same, the area was designated as an Urban Renewal Area by the City of Westminster Residential with commercial land uses along US 36 Mixed-use as a part of the ARISTA development, a master-planned mixed-use development including commercial, residential, office uses, as well as the Broomfield Event Center Compatible with Future Land Use Yes Yes Yes

15 Draft Environmental Evaluation TABLE CURRENT AND FUTURE LAND USE COMPATIBILITY AND ZONING AT PROPOSED STATIONS Stations Location Current Land Use Future Land Use Flatiron Downtown Louisville East Boulder Boulder Transit Village Gunbarrel Twin Peaks Downtown Longmont North of Flatiron Circle and east of US 36 North of South Street and West of County Road 42 North of Arapahoe Road and East of 63 rd Street South of Valmont Road and west of Foothills Parkway South of Diagonal Highway and west of 63 rd Street South of Highway 119 (Diagonal Highway) and east of Hover Street) South of First Street and east of Pratt Street RTD park-n-ride, Flatiron Mall to the west and south, vacant land to the north and east Light industrial and commercial Light industrial and warehouse uses Light industrial and commercial with residential to the north Commercial with vacant land to the west Same Mixed use development Same Major redevelopment is underway to create a transitoriented uses (mixed use) Same Compatible with Future Land Use Yes Yes Yes Yes Yes Commercial Same Yes Commercial and light industrial with residential to the south Sources: NWR Corridor Project Team, Note: South Westminster/71 st Avenue Station included in Phase 1. Same Yes Phase 1 Implementation of Phase 1 between DUS and the South Westminster/71 st Avenue Station would include conversion of existing land uses for ROW expansion, particularly at the proposed South Westminster/71 st Avenue Station. For Phase 1, RTD would operate on tracks exclusively dedicated to commuter rail transit from DUS to the South Westminster/71st Avenue Station. Future phases constructed beyond the South Westminster/71st Avenue Station would share track and ROW with freight operations and would require an operating easement from the BNSF Railway Company. RTD is currently negotiating the necessary agreements with the BNSF Railway Company. However, the development of Phase 1 would be compatible with all adopted land use and transportation plans. Table shows the compatibility of the South Westminster/71 st Avenue Station with future land uses February 2010

16 Draft Environmental Evaluation TABLE CURRENT AND FUTURE LAND USE COMPATIBILITY AND ZONING AT PROPOSED STATIONS Stations Location Current Land Use Future Land Use South Westminster/ 71 st Avenue 71 st Avenue, west of Federal Boulevard Sources: NWR Corridor Project Team, Commercial and light industrial onsite and to the west, north and east; residential properties south of Little Dry Creek Same Compatible with Future Land Use Indirect Impacts Indirect impacts of the Preferred Alternative could occur in the form of higher density residential and/or commercial development at proposed stations. The majority of this development would be located within a 0.25-mile radius of a proposed station. Development at these locations would result in a population shift, reducing growth along the peripheries of local jurisdictions. Temporary Construction Impacts Land use policies and planning would be unaffected by the construction activities associated with the Preferred Alternative. Cumulative Impacts There was little development in the NWR Corridor in the 1950s; the project study area was almost entirely rural. By the 1970s, mixed urban and non-residential development had occurred in concentrated areas, and residential land had begun to spread into the undeveloped peripheral lands. Non-residential development increased by 206 percent and residential development increased by 252 percent in the corridor from 1950 to 1990 (RTD 2007). With the implementation of the Preferred Alternative, future development is anticipated to be slightly more concentrated surrounding proposed station locations. Development of vacant land on the peripheries of local jurisdictions could slow somewhat by encouraging development at proposed stations. Residential and commercial growth in the proximity of the proposed stations would limit the need to drive, limit the consumption of undeveloped land, and require compact infrastructure Mitigation Measures No mitigation measures are required. As discussed in this section, the implementation of the Preferred Alternative would provide an overall benefit to land use planning and help conserve land resources by promoting increased density at station locations over more consumptive, dispersed development practices. RTD will continue to work with local governments in supporting plans encouraging TOD. Yes February

17 Draft Environmental Evaluation Farmlands Introduction to Analysis Summary of Results This analysis indicated that there is no prime, unique, or statewide or locally important farmland in the Denver, Adams, and Westminster sections. However, over 1,000 acres of farmland classified as prime farmland if irrigated and farmland of statewide importance are located within the Broomfield, Boulder, and Longmont sections. The Preferred Alternative would directly impact 4.0 acres of this farmland. None of the impacts occur at proposed stations and no permanent loss of access to farmland or isolation of portions of active farm properties would occur as a result of the Preferred Alternative. The roadway and transit projects included in the No Action Alternative would likely result in direct, indirect, temporary construction, and cumulative impacts to farmland. The extent of these impacts will be evaluated in the environmental documents being prepared for these projects. Purpose Prime and unique farmland and farmland of statewide or local importance are protected under the Farmland Protection Policy Act (FPPA) of 1981 to minimize the extent that federal programs contribute to the unnecessary and irreversible conversion of farmland to non-agricultural uses. The three categories of protected farmland include: Prime Farmland. Land that has the best combination of physical and chemical characteristics for producing food, feed, forage, fiber, and oilseed crops, and that can economically produce sustained high yields of these crops when treated and managed according to acceptable farming practices. Unique Farmland. Land other than prime farmland that is used for production of specific high-value food and fiber crops. It can economically produce sustained high yields of these specialized crops when treated and managed according to acceptable farming practices. Farmland of Statewide or Local Importance. Land that has either been identified as having statewide importance according to criteria determined by the Colorado State Experiment Station, the Colorado State Department of Agriculture, or the Colorado State Soil Conservation Board, or land that may have local significance based on the goals of the community and of the various agricultural enterprises that maintain a viable agricultural community. Developed land or land already committed to development and land within the existing ROW is excluded from protection under the FPPA because these lands are developed and considered unavailable for agricultural production Affected Environment Natural Resources Conservation Service (NRCS) soil data was used to identify protected farmland within the project study area. As shown in Figure 3.2-4, the Denver, Adams, and Westminster sections are highly urbanized, with no prime, unique, or statewide or locally important farmland. There is farmland in the remaining four sections that is considered either prime if certain conditions are met (i.e., if they are irrigated, drained, or protected from flooding) or farmland of statewide importance February 2010

18 Draft Environmental Evaluation FIGURE PRIME FARMLAND AND FARMLAND OF STATEWIDE IMPORTANCE IN THE PROJECT STUDY AREA Sources: NRCS, 2008 and NWR Corridor Project Team, February

19 Draft Environmental Evaluation As shown in Table 3.2-6, there are acres of soils classified as prime farmland if irrigated and acres of soils classified as farmland of statewide importance within 1,000 feet of the Preferred Alternative. The majority of these soils are located in the Boulder and Longmont sections and are considered prime farmland if irrigated. There is no unique farmland or locally important farmland within 1,000 feet of the Preferred Alternative. Active farming does occur on properties adjacent to the Preferred Alternative, primarily between Niwot and Longmont. TABLE PRIME FARMLAND AND FARMLAND OF STATEWIDE IMPORTANCE WITHIN 1,000 FEET OF THE PREFERRED ALTERNATIVE Project Section Prime Farmland (if irrigated) (acres) Farmland of Statewide Importance (acres) Denver Adams Westminster Broomfield Louisville Boulder Longmont Total Source: NRCS, Impact Evaluation Methodology Direct impacts to farmland may result where the limits of construction are located outside of the existing ROW. Geographic information systems (GIS) were used to calculate acres of farmland impacted due to implementation of the Preferred Alternative. Indirect impacts may result from the potential conversion of farmland to urban land uses due to development around transit stations over the planning period. It is assumed that the greatest potential for conversion would be within 0.5 mile of a station. Results No Action Alternative Direct, Indirect, Temporary Construction, and Cumulative Impacts The roadway and transit projects included in the No Action Alternative would likely result in direct, indirect, temporary construction, and cumulative impacts to farmland. The extent of these impacts will be evaluated in the environmental documents being prepared for these projects. Preferred Alternative Direct Impacts NWR Corridor Alignment As shown in Table 3.2-7, the Preferred Alternative would impact 4.0 acres of farmland (3.6 acres of prime farmland and 0.4 acres of farmland of statewide importance) through acquisition of small slivers of land adjacent to existing BNSF Railway Company ROW. All of these impacts are along the proposed alignment. Impacts would occur in the Broomfield, February 2010

20 Draft Environmental Evaluation Boulder, and Longmont sections. No permanent loss of access to farmland or isolation of portions of active farm properties would occur as a result of the Preferred Alternative. Proposed Stations None of the impacts to farmlands occur at proposed stations. TABLE IMPACTS TO PRIME FARMLAND AND FARMLAND OF STATEWIDE IMPORTANCE AS A RESULT OF THE PREFERRED ALTERNATIVE Project Section Prime Farmland (if irrigated) (acres) February Farmland of Statewide Importance (acres) Adams Westminster Broomfield Louisville Boulder Longmont Total Source: NRCS, Phase 1 No prime or unique farmland, or farmland of statewide or local importance is located within 1,000 feet of the impact area for Phase 1. Therefore, Phase 1 would not result in direct impacts to farmland. Indirect Impacts Approximately 229 acres of farmland surround the proposed Flatiron, East Boulder, and Gunbarrel station sites. This includes 46 acres of farmland classified as prime farmland if irrigated and 183 acres of farmland classified as farmland of statewide importance. The majority (160 acres) is within 0.5 mile of the Gunbarrel Station. Zoning restrictions in Boulder County make the conversion of these acres unlikely. The land surrounding these sites is primarily protected as open space and is not currently being used for agricultural activities. Temporary Construction Impacts The Preferred Alternative would temporarily impact 5.8 acres of farmland during construction. This includes 4.8 acres of farmland classified as prime farmland if irrigated and 1.0 acres of farmland classified as farmland of statewide importance. Temporary impacts (such as an increase in traffic, noise, dust, or the need for temporary easements) would not impair the agricultural productivity of the area or the potential for agricultural activities in the future. Cumulative Impacts Regardless of whether FasTracks is constructed or not, growth and development will continue to occur in the Denver metropolitan region. Undeveloped lands will continue to be converted to urban uses, contributing to cumulative impacts to farmland. The implementation of the Preferred Alternative could result in increased densities around proposed stations, possibly delaying the development of existing farmland in the fringes of local jurisdictions. By reducing the conversion of farmland, the Preferred Alternative would result in fewer cumulative impacts. It is important to consider that under the No Action Alternative or Preferred Alternative, future development would be restricted in areas protected as open space.

21 Draft Environmental Evaluation Avoidance and Minimization Measures Of the 1,154 acres of farmland within 1,000 feet of the Preferred Alternative, only 4.0 acres would be impacted. This is largely the result of efforts to keep the design of the Preferred Alternative within the existing BNSF Railway Company ROW Mitigation Measures Form CPA-106 was submitted to the Longmont field office of the NRCS (serving Boulder County) in August 2009 (Appendix C). This form calculates impacts to farmlands under two methods. The first identifies the total amount of prime, unique, or statewide or locally important farmland within the project study area and compares the converted amount of farmland to the total available farmland. The second method addresses the type of farmland impacts that could occur. The result is a score of up to 260 points that represents the value of the farmland being impacted. If the score is less than 160, no further action is required. The score for the Preferred Alternative is anticipated to be well below 160, meaning no mitigation measures or additional avoidance efforts will be required. The prevention of the conversion of farmland to urban uses near proposed stations is under the control of the involved municipalities and existing zoning restrictions make the conversion of farmland unlikely. Therefore, no mitigation measures are required for the potential indirect conversion of farmland at proposed station areas February 2010

22 Draft Environmental Evaluation Economic Considerations Introduction to Analysis Summary of Results The Preferred Alternative would require the acquisition of acres of property resulting in the relocation of 76 businesses and approximately 478 employees. Approximately $1,040,226 in annual property tax revenue would be lost as a result of property acquisition. However, potential development at stations associated with the Preferred Alternative could increase land values near the proposed stations and offset this loss of property tax revenue. The Preferred Alternative would generate 5,764 direct jobs over the 5-year construction period. The roadway and transit projects included in the No Action Alternative would likely result in direct, indirect, temporary construction, and cumulative impacts to economic conditions. The extent of these impacts will be evaluated in the environmental documents being prepared for these projects. Purpose The purpose of this section is to understand the economic resources located within the communities in the project study area and the economic impacts of both the No Action Alternative and Preferred Alternative Affected Environment Employment Trends In 2005, there were 186,401 jobs in the project study area. According to data from DRCOG, employment is expected to grow 1.6 percent annually, reaching 297,241 by Table displays employment trends by section from 2005 to TABLE EMPLOYMENT TRENDS BY PROJECT SECTION ( ) Section 2005 Total Employment 2035 Total Employment Percent Annual Increase Denver 26,159 49, % Adams 17,077 25, % Westminster 19,588 35, % Broomfield 23,494 52, % Louisville 27,952 45, % Boulder 49,568 54, % Longmont 22,563 35, % Total 186, , % Sources: DRCOG, 2005 and NWR Corridor Project Team, The majority of jobs in the project study area are in service-related positions. Service jobs include both higher wage professional and business services, such as lawyers and accountants, and lower wage jobs such as clerical and hotel workers. Major employment centers in the project study area are concentrated in downtown Denver, along US-36, Flatiron Crossing, and within the Interlocken Business Park. The largest February