CHAPTER 2.0: ALTERNATIVES CONSIDERED

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1 CHAPTER 2.0: ALTERNATIVES CONSIDERED This chapter discusses changes made to the Light Rail Transit (LRT) Alternative since issuance of the Record of Decision (ROD) in April ALTERNATIVES PREVIOUSLY CONSIDERED Transportation alternatives previously considered for the West Corridor include those studied as part of the Major Investment Study (MIS) completed in 1997 and the NEPA process completed in These alternatives are well documented in the Final Environmental Impact Statement (FEIS) and include: No Action Bus/high occupancy vehicle lanes Bus rapid transit Electric/guided bus High rail bus LRT (along several alignments) Single-track vintage trolley Rail rapid transit in subway Monorail/automated guideway transit Personal rapid transit Highway widening Transportation management/enhanced bus For more information on these alternatives, please refer to the FEIS and ROD, which are available for public viewing on-line at or upon request at RTD FasTracks offices. 2.2 SELECTED LRT ALTERNATIVE The LRT Alternative was derived from the MIS, which identified light rail along the Associated Railroad right-of-way as the Locally Preferred Alternative (LPA). The LPA also identified improvements for bicycle, pedestrian, roadway, and bus service elements. Colorado Department of Transportation (CDOT), Denver Regional Council of Governments (DRCOG), Denver Regional Transportation District (RTD), and/or local jurisdictions will accomplish the bicycle, pedestrian, and roadway elements of the LPA through separate efforts. With input from the Citizen s Advisory Committee, the Technical Advisory Committee, and the Policy Advisory Committee, the LPA was adopted by the RTD Board of Directors and incorporated in the DRCOG Regional Transportation Plan in July The Environmental Impact Statement (EIS) focused on the LRT element of the LPA. 2-1

2 The selected LRT Alternative included the construction of 12.1 miles of light rail transit (LRT) from the existing light rail line at Auraria West Station, west across the South Platte River, then west along the existing Associated Railroad right-of-way, which roughly parallels West 13th Avenue, and then south at Lakewood Industrial Park crossing to the south side of West 6th Avenue at the Denver Federal Center. West of the Denver Federal Center, the alignment returned to the north side of West 6 th Avenue via a tunnel and ran parallel to the highway generally at-grade to the Jefferson County Government Center (JCGC). The LRT Alternative included the development of twelve stations: Auraria West, Federal/Decatur, Knox, Perry, Sheridan, Lamar, Wadsworth, Garrison, Oak, Denver Federal Center, Red Rocks, and Jefferson County Government Center. All stations, except the Wadsworth station (aerial), will be built initially with three-railcar platforms. The design accommodates the lengthening of the platform to a four-railcar platform, if needed. Parking will be provided at six of these 12 stations, providing approximately 5,614 parking spaces. Bus access will be provided at each station, with the exception of the Auraria West Station, which will be located in an area that would directly serve the Auraria Campus but is not served by local streets. Figure 1-1 shows the selected LRT Alternative. 2.3 VALUE ENGINEERING/COST CONTAINMENT PROCESSES In March 2006 the RTD FasTracks Team conducted an internal capital cost review of the project to identify the causes and extent of cost increases and to evaluate cost reduction opportunities, cost containment strategies, and Value Engineering (VE) proposals to control the estimated cost increase. Several areas of cost reduction or containment were identified (see Section 2.5). In mid-december 2006, the West Corridor project underwent a formal VE Study to further identify cost containment measures. A team of nine technical experts from across the county came to Denver to participate in a week-long intensive review of the project. This VE process is used on many large projects throughout the country and is a requirement of the FTA for all projects applying for federal funding. The goal is for the VE team to recommend more efficient and cost effective methods for the project to be built. The VE team recommended 61 different changes. In addition, 22 items were subsequently recommended by RTD staff. Each item was assigned a preliminary status of either ACCEPT, ACCEPT WITH MODIFICATIONS, TABLE FOR FURTHER STUDY, or DECLINE. A number of the VE proposals were rejected outright since they would require a substantial change in RTD operational policy. For example, RTD rejected simplifying signal systems since it was deemed unsafe for LRT operations with fiveminute headways. Other VE proposals would have affected ridership (e.g. increasing headways to 7.5 minutes) while others would not comply with state design criteria (e.g. changing from proposed grade-separated crossings at Sheridan, Wadsworth and Kipling boulevards to at-grade crossings). The recommendations and status of each were 2-2

3 presented to the stakeholders, elected officials and the public (on January 31, 2007) for comment. Collectively, these cost containment/ve processes resulted in several changes to the PE (preliminary engineering) design supporting the FEIS. For more information on the VE process and recommendations, please refer to the following RTD white papers: West Corridor Cost Containment/Value Engineering Recommendations and Likely Environmental Effects (RTD, June 7, 2006) and West Corridor Cost Containment/Value Engineering Recommendations And Cost Implications (RTD, July 14, 2006), and Final Report: Value Engineering Study for Denver RTD FasTracks West Corridor Project (Solutions Engineering and Facilitating, Inc., 2007). These documents are available from RTD upon request. 2.4 PROPOSED CHANGES TO THE LRT ALTERNATIVE The FEIS was based on the Preliminary Engineering (PE) design conducted for the LRT Alternative at that time. Recommendations from the Value Engineering (VE) process, as well as more detailed design and survey information, have resulted in the following proposed changes to the alternative described in the FEIS and approved in the ROD, called the PE Design. These changes are included in the currently proposed design, referred to throughout this document as the Revised Design Changes in LRT Frequency (west of the Denver Federal Center) The FEIS reported that LRT trains would run on five-minute frequencies during peak period operation along the entire alignment. Based on updated ridership forecasts, RTD proposes to maintain the five-minute peak hour headway from the Auraria West Station to the Denver Federal Center but change to 15-minute headway from the Denver Federal Center to the Jefferson County Government Complex (JCGC) Station. Ridership forecasts for this operating scenario show a minimal effect on overall ridership for the corridor (see Section 3.3 for related forecasts). RTD will use best adjustments in capacity and/or service frequency between the Denver Federal center station and the JCGC station whenever a ridership demand milestone is reached JCGC/End-of-the Line Station Changes Coordination with Jefferson County officials led to an agreement to shift the end-of-line station and parking facilities from the west side of the JCGC building to the front (east side) of the campus. The primary reason for this change was to allow for the expansion of county jails, courts, and other services. Figure 2-1 and Figure 2-2 show the original and revised designs for the JCGC complex and End-of-the Line Station. This moves the station approximately 1,000 feet and provides for access to the station and parking facility primarily from Earl Johnson Road. In conjunction with the new station location and ongoing expansion of the JCGC campus, Jefferson County will design and build a new road connection between Earl Johnson Road and Jefferson County Parkway north of the current access road. 2-3

4 Figure 2-1 PE JCGC Design 2-4

5 Figure 2-2 Revised JCGC Station Design 2-5

6 The parking structure would provide approximately 414 spaces for transit as well as 135 spaces for displaced existing JCGC parking. The parking structure is being designed to serve as structural bracing for the adjacent existing C-470 ramp while incorporating a short cut-andcover tunnel to carry the LRT line. The Revised Design would remove the LRT tailtracks that extended beyond the platforms near the Memorial Garden. The PE Design included a pedestrian bridge that would cross over US 6 from the LRT station to the south side, intended to provide access to land with potential for future development. Due to budget limitations and the fact that it would be far from the new station, this pedestrian bridge would not be provided as part of the West Corridor project. The Revised Design would not preclude the possible future design and construction of this bridge in a relocated crossing by other parties Single Track from Denver Federal Center to End-of-Line The PE Design included two LRT tracks along the entire corridor. Based on a VE recommendation, the Revised Design would modify the PE Design by including a single-track alignment from the Denver Federal Center west to the end-of-line at the JCGC complex. The double track would transition to single track immediately south of North Avenue. RTD carefully considered ridership demand between the Denver Federal Center and the end-ofline prior to recommending to single track for this four mile segment. With ridership levels forecasted to the Year 2030, RTD can adequately provide service levels to accommodate ridership. The single track design will allow for the addition of another passing track (at the Red Rocks station) and the lengthening of the station platforms from three cars to four cars to accommodate increased passenger service levels. Adequate CDOT right-of-way would be preserved to accommodate a second track or an additional passing track west of I-70 to allow for ten-minute headways, if needed in the future. The additional right-of-way needed would be included in the right-of-way plans to be approved by CDOT Proposed Bridge at US 6/Colfax Avenue From the JCGC the LRT proceeds easterly, crossing Earl Johnson Road and Ulysses Street at grade, after which the alignment deviates north from the PE alignment and closer to the Mountainside Estates Manufactured Home Park. This shift would reduce the length of the bridge needed to span Colfax Avenue and allow future improvements to the interchange. The PE Design proposed a LRT bridge over Colfax Avenue that was approximately 1,100 feet in length. Realignment to the north would facilitate crossing of Colfax Avenue at closer to a right angle, which would allow the bridge structure to be shortened to approximately 700 feet (while maintaining a design speed of 40 to 45 mph). This proposed realignment would remain within CDOT right-of-way. Figure 2-3 shows the original and revised alignments. 2-6

7 Figure 2-3 LRT Alignment Shift near Colfax Avenue 2-7

8 2.4.5 Proposed Tunnel at Interstate 70 West of Interstate 70 (I-70), the PE Design proposed a retained earth embankment up to 25 feet in height. A retaining wall would hold the constructed embankment vertically in place. The Revised Design instead proposes a fill of approximately 15 feet in height. The fill is held in place by grading side slopes to meet adjacent existing ground. Also, to allow for future expansion of the ramps at I-70 and to reduce potential impacts to traffic during construction, a deeper alignment underneath I-70 is proposed. Initially, a grouted steel pipe arch support will be installed prior to excavation to stabilize the soils at the anticipated tunnel crown. Then, a sequential excavation method will be used for the tunnel, where individual "compartments" are excavated one at a time, and in increments no greater than four feet longitudinally along the alignment. Each compartment will be supported with steel and concrete shoring before the next section is excavated. Instrumentation will be used to monitor various thresholds during the tunneling operation. Traffic control requirements at the paved surface of I-70 are anticipated to be very minimal. The deeper LRT alignment east of the tunnel would not preclude CDOT from constructing a possible future ramp over the LRT to connect westbound US 6 to eastbound I-70. These changes at I-70 from the existing condition would require approval from CDOT and the Federal Highway Administration (FHWA) as part of the interstate-access permit process. The changes will be reviewed as part of the Interstate Access Request process prior to construction. The single track section of the LRT from Denver Federal Center to the JCGC end-of-line would include a single bore tunnel under I-70 (see Figure 2-4). Traffic control requirements at the paved surface of I-70 are anticipated to be very minimal Alignment Shift to South of US 6 Just west of Indiana Street, the proposed alignment deviates from the PE Design alignment. The Red Rocks Station, originally proposed for the north side of US 6, would be moved to the south side (see Figure 2-5, Figure 2-6, and Figure 2-7). From the north side of US 6 immediately west of Indiana Street, a proposed bridge approximately 1500 feet in length would carry the LRT line across Indiana Street and US 6. Once on the south side, the bridge would turn sharply roughly 400 feet west of Gladiola Street, and then continue until its touch down point near Gladiola Street, where the LRT line would be at-grade. The LRT line would continue at-grade past the Sixth Avenue West subdivision, running between the frontage road and US

9 Figure 2-4 I-70 Crossing 2-9

10 Figure 2-5 LRT Alignment Shift to South US

11 Figure 2-6 Red Rocks Station: Revised Design 2-11

12 Figure 2-7 LRT Alignment Shift near Denver Federal Center 2-12

13 This change in alignment would eliminate a long LRT tunnel under US 6 and Union Boulevard/Simms Street. Instead, the Revised Design would use a less costly combination involving the bridge over US 6 near Indiana and a short tunnel under Union Boulevard near the current Cold Spring park-n-ride. This short tunnel would avoid intensive traffic maintenance measures involving traffic lane closures over extended periods and minimize the risks associated with the construction of a tunnel under the Union/Simms and US 6 interchange. The Revised Design eliminates the need for a separate bridge crossing over Indiana planned during PE. Collectively, these design changes would result in cost savings of approximately $20 million Red Rocks Station The alignment shift to the south side of US 6 would provide better service to the Red Rocks Community College. Another change from the PE involved moving the Red Rocks station to the west side of Arbutus Drive (see Figure 2-6). Also, single-tracking between DFC and JCGC would require some minor changes to the design. Specifically, a passing track, connected to the single main track by turnouts at each end, would be provided along the station to support 15- minute headways Denver Federal Center As discussed above, the revised LRT alignment would cross under Union Boulevard further south of the original alignment. It would then join the double-track PE Design alignment through the Denver Federal Center and would provide service to Saint Anthony s Hospital, which plans to relocate to a site on the current Denver Federal Center property. The General Services Administration (GSA) recently completed a Draft Environmental Impact Statement (DEIS) as a part of their master planning for the redevelopment of the Denver Federal Center (see Section 4.1). This DEIS evaluates two Master Site Plan alternatives the Federal Quad Alternative and the Federal Mall Alternative as well as a No Action Alternative. The defining characteristic of the Federal Quad Alternative is the central Quad that would be located in the center of the Denver Federal Center site, suggesting a university campus setting. The defining characteristic of the Federal Mall Alternative is the creation of a linear mall that would enhance the aesthetics of the site via a linear, landscaped hardscape that would provide a grand entry and pedestrian access into the core of the Denver Federal Center. Both build alternatives incorporate LRT, including station, parking, and bus transfer facilities, and would provide opportunities for Transit Oriented Development (TOD) in conjunction with St. Anthony's and GSA s plans for this site. Similar to the Red Rocks station, the single-tracking would require a minor change in the DFC station design. For full operation flexibility, the double tracks from the east would split into three tracks through the station, and then converge in a single track continuing west. In discussions with GSA, the West Corridor design team agreed to shift the track alignment slightly westward into RTD's Cold Spring park-n-ride property. This would allow the Revised Design to cross North Street at-grade, instead of the LRT trench and underpass under North Street proposed as part of the PE Design. This would provide more developable space for GSA 2-13

14 and reduce project cost. Near North Street, the alignment was shifted east to achieve a more perpendicular crossing for the US 6 bridge, greatly enhancing its constructability (see Figure 2-7) Drainage Projects at Dry Gulch and Lakewood Gulch As part of the final design, more detailed hydraulic studies have been conducted than what was prepared during the PE Design. These recent studies have changed some of the drainage design measures originally proposed in the FEIS as discussed below. Also, the City of Lakewood and City and County of Denver are undertaking drainage improvement projects at several locations along the West Corridor to improve floodplain conditions and reduce flooding risks to nearby properties. As currently proposed, these improvements would be concurrent with West Corridor construction activities. During the NEPA process, the minor drainage systems along the LRT alignment were analyzed for their ability to convey the 100-year peak discharges. The PE Design proposed continuing the existing systems across the project and discharging into the existing outfall systems. More detailed hydraulic analysis determined that the existing systems do not have the capacity to route the 100-year floodwater, and the Revised Design now includes additional local systems along the corridor to route floodwater across the tracks and generally reduce flood elevations. The PE Design was based on drainage criteria to protect the LRT line against a 100-year flood (a flood that has a probability of occurring once every 100 years). A VE recommendation led to RTD evaluating changing its drainage design criteria from a 100-year event to a reduced storm event where practical in areas where it would not flood and degrade the track structure or systems equipment, affect train operations for an extended period, or impact adjacent property more than existing conditions. In several areas, RTD determined that reducing the drainage standard could result in damage to the LRT track infrastructure from 100-year storms and, in these instances, no changes to the PE Design were made. Collectively, these drainage improvements would preserve the LRT design criteria by protecting the track structure during 100-year floods. Table 2-1 shows drainage improvements during PE compared to drainage proposals currently proposed under the Revised Design. Section 4.11 discusses impacts or effects from the new drainage improvements. RTD will include all of these drainage improvements into a single, Section 404 permit for Clean Water Act compliance (see Section 4.9). However, improvements in Richey Park will either be contracted by the City of Lakewood or the Urban Drainage and Flood Control District. CCD will contract out the lower Lakewood drainage improvements between Decatur Street and the South Platte River. 2-14

15 Table 2-1 Proposed Drainage Improvements: PE and Revised Designs Project Segment PE Design Revised Design South Platte River to Decatur Street Decatur Street to Federal Boulevard Federal Boulevard to Knox Court Knox Court to Newton St Newton St to Sheridan Boulevard Sheridan Boulevard to Harlan Street Zephyr Street to Carr Street Construction of a secondary flood control channel and a larger opening at Decatur for nine 9-foot by 12-foot reinforced concrete box culverts. Improved hydraulics at Decatur Street and minor channel improvements within Rude Park Minor channel improvements such as channel stabilization and erosion control. Increasing hydraulic capacity at Knox Court and approximately 600 feet of channel improvements, including the realignment of Lakewood Gulch and the installation of a low flow culvert. Realignment of approximately 280 feet of channel in two locations east of Sheridan Boulevard Realignment of the gulch and the addition of culverts where the tracks will cross. The proposed 1,500-foot channel will consist of a 20-foot wide bottom and rip-rap mixed with topsoil for the side slopes. Three grouted sloping boulder drop structures would be added throughout the channel to control water velocity. Culvert improvements would include 800 linear feet of three 7-foot by 9-foot reinforced concrete box culverts. For North Dry Gulch, the installation of a grated channel adjacent to the LRT tracks with drop inlets and a pipe to collect and convey run-off along Harlan Street. Installation of 2,075 linear feet of 8-foot pipe. Realignment and widening of Lakewood Gulch; replacing the existing concrete channel with an open, vegetated channel located south of the existing concrete channel. Major channel improvements to involve regrading channel slopes, reestablishing meanders, and providing riparian vegetation. Bridge structures would be utilized instead of reinforced concrete box culverts. Major channel improvements to involve regrading channel slopes, reestablishing meanders, and providing riparian vegetation. Installation of a floodwall to provide protection from 100- year floods. Channel improvements upstream, overflow channel construction, regrading Knox Court and installing a new 60 foot bridge to reduce roadway overtopping and preventing LRT flooding. This would reduce flooding on Knox Court to within acceptable CCD standards. Installation of an additional culvert at the Perry Street crossing and regrading Perry Street to protect the LRT line from a 100-year flood event. This would reduce flooding on Perry St to within acceptable CCD standards. Riprap bank protection will be added along Dry Gulch along channel sections close to the LRT alignment to protect against scour. The construction of 1,000-foot open channel system with a 17-foot bottom width. This open channel has been reduced in width to reduce the requirements for property acquisition and impacts to adjacent properties. A 100- year culvert for North Dry Gulch would be installed across the LRT tracks and the existing Dry Gulch culvert would be extended to a new vegetated channel. Boulder drop structures would be added throughout the channel to control water velocity. Improvements to the inlet of the existing Dry Gulch culvert will help route 100-year storm flows. Change at Harlan Street to involve providing drop inlets and pipe to convey runoff at Harlan Street. At Richey Park, remove existing sediment built up since the construction of the pond to return the pond to the original design pond volume, relocate pond outlet structure to better facilitate connecting to the new outlet box culvert, construct a concrete forebay to improve water quality and to improve maintenance and sediment removal, and install a new box culvert designed for a 100- year flood event with an outfall at Zephyr Street. Installation of a 10-foot by 6-foot concrete box culvert instead of the 8-foot pipe. 2-15

16 Elimination of the Maintenance Facility at Harlan Street The PE Design proposed a LRT maintenance facility located between Sheridan Boulevard and Harlan Street, and between West 11 th Avenue and the LRT alignment. RTD now plans to service and store the LRT trains at the existing Elati maintenance facility and the Harlan facility has been removed from the project Changed Pedestrian LRT Crossings and Funding Options Howard Place is a minor secondary street that runs parallel to the LRT line between Federal Boulevard and Decatur Street. The PE Design proposed construction of a short tunnel under Howard Place for pedestrian use to and from the proposed station to parking that will be leased from Invesco Field. Pedestrian tunnels must be well lit and accessible to the general public but sometimes are difficult to police. For this reason, combined with the low traffic volume on Howard Place, RTD decided with concurrence by CCD to eliminate the tunnel and provide atgrade pedestrian access across Howard Place. The pedestrian crossing at Wolfe Street included in the PE Design consisted of a combination of a short bridge over Lakewood Gulch, followed by a direct pedestrian path to a short tunnel under the LRT tracks. The Revised Design would consist of the same short bridge over the gulch, but would be followed by a Z pedestrian crossing across the LRT tracks in lieu of the tunnel. The Z crossing would provide room for pedestrians to stand and allow for safe crossing. It also would provide a better transition between the vertical grades of the short bridge and LRT tracks, as well as reduce project costs. A pedestrian crossing at Nelson Street may be added. The final disposition of this will be determined through stakeholder involvement with ultimate approval by the RTD Board, based on input from stakeholders and the RTD Fire, Life and Safety Committee. The PE Design included a commitment to provide a new sidewalk on the east side of the Garrison Street from the LRT station to the Cliff Apartments. However, in discussions with RTD, representatives of the apartment ownership have indicated that they were not interested in having a connection to the station because of parking concerns. Therefore, the Revised Design does not include this amenity. The PE Design also provided a covered walk from the JCGC station to the administration building. However, this was associated with the former west side location of the station, and would not pertain to the eastern station location included in the Revised Design. The PE Design included three bicycle and pedestrian crossings of the LRT in Sanchez Park and Lakewood Dry Gulch located west of Federal Boulevard between Knox and Perry Streets, near Tennyson Street, and near Wolff Street. It also included a pedestrian overpass of US 6 at Red Rocks Station that would connect the community college to the north side of US 6 (see Figure 2-6). RTD considered eliminating this pedestrian bridge, however, comments received as part 2-16

17 of the public outreach process for this EA suggested that the pedestrian bridge provided a critical connection from residential areas north of US 6 to the Red Rocks Station. Therefore, this bridge has been retained, with some minor modifications in location and length. RTD has committed that these four pedestrian crossings will be built as Concurrent Non-Project Activities (CNPA) (see Section ). They would be funded separately from this project but would be completed upon opening day of the LRT project Walls and Barriers The PE Design raised the LRT tracks higher than the existing grade in many locations. Consequently, extensive retaining walls and barriers were required along the alignment, notably in the park and open space areas within the City and County of Denver. The Revised Design would eliminate or lower many of these walls and barriers, thereby reducing project costs and visual impacts in these areas. The Revised design includes walls in some locations that were not noted in the PE Design. In total, the amount of walls proposed with the Revised Design roughly equals the amount proposed during PE Noise Barriers The FEIS proposed many noise barriers along the alignment to mitigate noise impacts from the LRT. As part of the final design, a detailed noise and vibration assessment was prepared that included refined receptor impacts and revised barrier locations based on more refined information. Furthermore, in 2007, RTD adopted two noise policies one regarding mitigation for moderate impacts and the other allowing homeowners that qualify to opt-out of noise mitigation measures. Collectively, these changes have altered the locations, sizes, and number of noise barriers proposed during PE. Section 4.5 provides details Utility Relocations on 13 th Avenue More detailed survey and design information, as well as coordination with Xcel Energy and the City of Lakewood, led to a decision to relocate overhead electrical lines that run within the railroad right-of-way parallel to the north side of 13 th Avenue. Xcel, who will be responsible for this relocation, may place these lines underground on the north side of 13 th Avenue, or they may remain above ground. Xcel will relocate the overhead electrical lines underground between Oak and Kipling on the south side of the LRT along 13th Avenue and will reroute the existing overhead lines to the north along Lakewood Heights Drive. The lines will be relocated underground along 14th Avenue from Independence Street to Wadsworth Boulevard. The design from Wadsworth Boulevard to Sheridan Boulevard has yet to be completed. Qwest will also be running underground lines along 14th Avenue from Independence Street to Wadsworth Boulevard Bridges at Sheridan and Federal Boulevards The LRT Alternative would travel underneath Sheridan and Federal Boulevards, both of which are under the jurisdiction of CDOT. Proposed improvements to Federal Boulevard and Sheridan Boulevard to accommodate the light rail would occur within the associated CDOT 2-17

18 right-of-way; therefore, these activities require coordination with and approval from CDOT. Impacts associated with the reconstruction of these roadways are documented in two separate Categorical Exclusions. These documents have been reviewed by CDOT and FHWA. Once CDOT and FHWA review and approve the final construction plans, they will provide final approvals on the Categorical Exclusions. The Federal Bridge is primarily a CDOT project and is being permitted under a separate environmental clearance. The following paragraphs summarize the improvements. BRIDGE AT SHERIDAN BOULEVARD Existing Sheridan Boulevard contains two southbound and two northbound lanes. The new bridge would be designed to accommodate the four lanes of existing traffic plus a median and an additional southbound right-turn lane to proposed transit parking on 10 th Avenue. In addition, new 10.5-foot wide sidewalks would be provided on each side of the bridge. In order to span the new LRT corridor, the Sheridan structure would be elevated to provide approximately 21 feet of clearance above the existing grade for the LRT cars and electric overhead contact system. Areas of disturbance for these activities are planned to be within the existing and new right-of-way previously evaluated in the West Corridor FEIS. BRIDGE AT FEDERAL BOULEVARD The existing Federal Boulevard bridge is located on Federal Boulevard approximately half-way between West Holden Place on the south and West Howard Place to the north. The existing bridge provides three southbound travel lanes, two northbound travel lanes, a center median, and two narrow sidewalks. The proposed bridge would have two wider travel lanes in the northbound direction and three wider lanes in the southbound direction (11-foot lanes versus the existing 10-foot lanes), a wider median (11-foot median versus the existing 10-foot median), 10-foot right-turn lanes on both sides of the bridge to provide access to planned bus stops, and wider sidewalks on both sides of the bridge (10-foot sidewalks versus the existing 3-foot sidewalks) Crossing of LRT Under I-25 The existing Myrtle Place crossing under I-25 is currently used as a rail spur for the Siegel Oil Company, the City and County of Denver street right-of-way, and to provide rear access to adjacent buildings. CCD s right-of-way is 70 feet wide through this area, with the two sets of I- 25 bridge columns occupying space within this right-of-way to create an opening of 54 feet. The Revised Design would eliminate the street/alley under the bridge and modify the adjacent access. It would require a minor shift of the spur to the north and minor modifications to the slope paving. The Revised Design would construct a double-track LRT guideway and realign the existing Siegel Oil spur track through the opening of the Myrtle Place underpass of I-25. The LRT would be on retained earth embankment along a descending track profile approaching I-25 from the east, while the industrial spur track would be on existing grade. The realignment of the spur would include a reinforced concrete crash wall designed to protect the existing north line of columns of the I-25 underpass. 2-18

19 Prior to construction, the reduced clearance and changes to the slope paving also would require approval from CDOT and the FHWA as part of the interstate-access permit review. RTD met with CDOT and FHWA on July 16, 2007 to discuss issues related to the I-25 and I-70 crossings Old Colfax Avenue and Auraria Junction The PE Design had proposed a four-track LRT configuration for the relocated Auraria West Station, merging the West Corridor and Central Corridor lines into the Central Platte Valley line continuing to the north beyond the station. South of Auraria, the PE Design had allowed an atgrade crossing of LRT with Old Colfax (W. Colfax Avenue), albeit with significant modifications to the roadway to achieve a crossing that would be approximately five feet higher than existing grade. These design assumptions are in the vicinity of relocation of the Burnham Yard Lead, shown in the FEIS and presented in this EA on Figure 2-8. At the onset of final design an alternative three-track configuration was developed that streamlined operations at the station. For this configuration, the Revised Design will be shifted further to the east to facilitate the track junction immediately south of the station. As a consequence the revised track profile, already descending at the maximum slope of 6.0% after crossing over the Consolidated Mainline tracks, was now about eight feet above existing grade at Old Colfax, and the roadway was proposed to be closed off with cul-de-sacs on each side of the LRT embankment. From the VE review process in 2007 a recommendation was made to simplify the track junction approaching the Auraria West Station in order to achieve additional cost savings without compromising operations. As a result the Revised Design now proposes a two-track, threeplatform configuration for the station. However, the West Corridor alignment approaching from the south does not change, and Old Colfax would remain closed at the LRT. A cul-de-sac would be installed on the west side of the LRT tracks at Old Colfax (see Figure 2-8) Street Closures The Revised Design proposes minor changes to the location of street closures. The Revised Design includes the following street closures that were also noted in the FEIS: Nelson, Holland, Brentwood, Allison, Cottonwood, Otis, Vance, and Marshall. The Revised Design proposes to close one new street: Old Colfax Avenue. Also included is closure of a minor property access which is called Pecos Street, but does not function as a street Concurrent Non Project Activities (CNPAs) The LRT project would include a number of features or amenities not included in the FTAfunded action. These Concurrent Non Project Activities (CNPAs) would be financed by RTD or others separately. All CNPAs would be completed by opening day of the LRT project. Some of these include: 2-19

20 Environmental Assessment Figure 2-8 Old Colfax/Burnham Yard PE Design and Revised Design 2-20

21 The proposed bridge at Decatur Street (less the cost of original PE improvements) A LRT bridge east of Howard Place Pedestrian bridges at Wolfe Street, Tennyson Street, and Hazel Court Bike bridges at Wadsworth Boulevard and Kipling Street Pedestrian bridge at Red Rocks Station Tree replacement along corridor Federal Boulevard bridge replacement Miscellaneous roadway, drainage, street and signage improvements Other Changes The FEIS and ROD provided some discussion about proposed RTD policy related to use of either wayside or on-board horns, bells, gongs, or whistles for the West Corridor project. This EA provides additional clarification: It is RTD policy for the West Corridor project that sufficient safety measures will be provided at all at-grade LRT crossings to preclude the use of train horns. It is also RTD s intent to adjust its operating rules that no associated wayside bells will be used at at-grade crossings, and an application to the Public Utilities Commission will be submitted on this basis prior to the completion of final design. As trains approach stations, it is RTD standard operating procedure to use bells or gongs to warn passengers that a train is approaching. As trains leave stations, an outside PA announcement of "Stand Clear, Train Moving" will be made. The use of train horns, bells, or gongs will be used in emergency situations as necessary, whether at grade crossings or stations. All of these policies will be documented in a request to the Public Utilities Commission (PUC) later in the design process. They are all subject to PUC approval. Since issuance of the ROD, RTD is planning to pursue public/private partnerships to develop parking structures at two of the stations: Wadsworth and Sheridan. These parking structures will be developed by separate parties and, therefore, are not included in this FTA-funded project. RTD would control the process for solicitation of developers, and intends for locations and footprints of these parking structures to remain unchanged. Developers opting to construct the parking structures would be required to adhere to local land use regulations. 2.5 PROPOSED CHANGES TO THE NO-ACTION ALTERNATIVE The No-Action Alternative is identical to that described in the FEIS, except that the projections for future roadway traffic and LRT ridership were updated from the Year 2025 forecasts used in the FEIS to Year

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