3.4. Historic, Archaeological, and Cultural Resources

Transcription

1 3.4 Historic, Archaeological, and Cultural Resources

2 3.4 Historic, Archaeological, and Cultural Resources Introduction to Analysis Research, survey, and evaluation of cultural resources were conducted for both the No Action Alternative and the Preferred Alternative. Chapter 2, Alternatives Considered, provides a detailed description of these alternatives. In general, the No Action Alternative includes transit service and facilities inside the Gold Line study area, as well as existing and committed (funded) transportation improvements. Regionally, the No Action Alternative also includes the entire FasTracks Plan with the exception of the Gold Line project. A portion of the Northwest Rail project is in the Gold Line study area from DUS to Pecos Street. The track in this portion is shared between the Northwest Rail and the Gold Line projects. For the shared portion, there are two alignment options: Railroad Alignment Utilizes railroad ROW located in existing rail yards. East Direct Design Option Utilizes other private industrial property east of the existing rail yards. If the Gold Line project were not constructed, the Northwest Rail project would still be implemented. Therefore, the impact of the track work and bridges in the DUS to Pecos Street portion is presented in the No Action Alternative as part of the Northwest Rail project. The Gold Line project Preferred Alternative accounts for impacts in the area between DUS and Pecos Street associated with the potential station options and electrification elements (catenary lines and electric substation). The Gold Line Preferred Alternative addresses all potential impacts for the remainder of the corridor from Pecos Street to Ward Road in Wheat Ridge Section Organization This section was developed to unify NEPA requirements with those of Section 106 of the National Historic Preservation Act (NHPA). As a result, this section has been organized differently from other resource sections in this DEIS. 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, consultation, and alternatives screening process. Historic context of the general study area. Archaeological Resources: Archaeological affected environment and survey results. Discussion of the NRHP (National Register of Historic Places) -listed or eligible archaeological resources. Discussion of the impacts of the No Action and Preferred Alternatives to NRHP-listed or eligible archaeological resources. Assessment of the impacts and effects of the No Action and Preferred Alternative and proposed mitigation for archaeological resources

3 Historic Resources: Historic affected environment and survey results. Discussion of the NRHP-listed or eligible historic resources. Discussion of the impacts of the No Action and Preferred Alternatives to NRHP-listed or eligible historic resources. Assessment of the impacts and effects of the No Action and Preferred Alternative and proposed mitigation for historic resources Summary of Results Table provides a summary of the cultural resources analysis of the Preferred Alternative for both archaeology and historic resources. The impacts presented in Table represent the direct impacts to cultural resources from implementation of the Preferred Alternative. Each impact is analyzed for its effect on NRHP-listed or eligible resources. Adverse Effects diminish the qualities of significance that qualify the property for inclusion in the NRHP. Therefore, the Preferred Alternative may have impacts; however, those impacts may or may not be classified as an Adverse Effect to the cultural resource. A detailed explanation of this analysis is included later in this section ( Cultural Resource Effects Analysis Criteria). Implementation of the Preferred Alternative would result in 0 to 1 impacts classified as an Adverse Effect. This single Adverse Effect would only occur if the East Direct Design Option s 39th Avenue East Station is selected. With the selection of either of the remaining two station options near 38th Avenue, no Adverse Effects would result from implementation of the Preferred Alternative. TABLE Summary of Preferred Alternative Cultural Resources NHRP-Eligible or -Listed Resources Historic (Built resources and segments of linear resources) Archaeological (Sites) Impacts Effects Number of NRHP-Eligible or -Listed Resources (or Segments of Linear Resources) Directly Impacted by the Preferred Alternative Number of NRHP-Eligible or -Listed Resources (or Segments of Linear Resources) Directly Impacted by the Preferred Alternative Identified as an Adverse Effect 4 to to Source: Gold Line Team, One impact and finding of Adverse Effect only occurs if the 39th Avenue East Station option is selected. A detailed discussion of the NRHP-eligible and -listed properties is presented in the following sections. Included in the analysis are details of potential impacts, effects to NRHPeligible and -listed properties, and proposed mitigation measures

4 Purpose Recognition of historic and archaeological resources is a priority for the federal government, as indicated by the numerous statutes and regulations that address these resources. 1 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, on cultural resources that are listed, or eligible for listing, in the NRHP Coordination and Consultation Early in the project s initiation, the team developed a plan to efficiently implement and unify NEPA requirements with those of Section 106 of the NHPA. This plan was incorporated in the project s Corridor Coordination Plan, which outlined the process of agency and local government involvement, as required by Safe, Accountable, Flexible, and Efficient Transportation Equity Act A Legacy for Users (SAFETEA-LU). The plan was reviewed and agreed to by the Colorado SHPO, as a member of the project s AWG. For more information on the AWG and the Corridor Coordination Plan, refer to Chapter 6, Public Comment and Agency Coordination. Early consultation was conducted with the SHPO and the Advisory Council on Historic Preservation (ACHP) to determine potential consulting parties. The consulting parties invited represent a range of cultural and historic resource groups from state, national, and local agencies, Native American tribes, non-profit organizations, and advocacy groups. The consulting party invitation letters and other cultural resource correspondence are included in Appendix F. The consulting parties invited to participate are detailed in Table below. TABLE Section 106 Invited Consulting Parties Section 106 Invited Consulting Parties 1. Apache Tribe of Oklahoma 2. Cheyenne and Arapahoe Tribes of Oklahoma 3. Cheyenne River Sioux Tribe 4. Comanche Nation of Oklahoma 5. Crow Creek Sioux Tribe 6. Kiowa Tribe of Oklahoma 7. Northern Arapaho Tribe 8. Northern Cheyenne Tribe 9. Northern Ute Tribe 10. Oglala Sioux Tribe 11. Pawnee Nation of Oklahoma 12. Rosebud Sioux Tribe 13. Southern Ute Indian Tribe 14. Standing Rock Sioux Tribe 15. Ute Mountain Ute Tribe 16. ACHP 17. Colorado SHPO Source: Gold Line Team, City of Wheat Ridge 19. City of Arvada 20. Historic Olde Town Arvada 21. City and County of Denver 22. Denver Landmark Preservation Commission 23. Adams County 24. Jefferson County Historic Preservation Committee 25. Jefferson County 26. National Trust for Historic Preservation 27. Colorado Preservation, Inc. 28. Arvada Historical Society 29. Globeville Civic Association I 30. Globeville Civic Association II 31. Gold Line Advisory Committee 32. Wheat Ridge Historical Society 33. Historic Denver 1 Antiquities Act of 1906, as amended (34 Stat. 225; 16 United States Code [USC] ); Historic Sites Act of 1935, as amended (49 Stat. 666; 16 USC ); NHPA, as amended (16 USC 470 et seq.); NEPA, as amended, (42 USC 4321 et seq.); Archaeological and Historic Preservation Act of 1974 (AHPA), as amended, (16 USC c-2); American Indian Religious Freedom Act of 1978, as amended (42 USC 1996 and 1996a); Archaeological Resources Protection Act of 1979, as amended (16 USC 470aa-mm); The Native American Graves Protection and Repatriation Act of 1990, as amended (25 USC 3001 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

5 The Corridor Coordination Plan incorporated all steps required for both Section 106 and NEPA, and each step was tied to the project s SAFETEA-LU milestone process. The process covered coordination and input occurring during the evaluation of the NEPA alternatives in the DEIS. The alternatives screening process included five levels of screening. Each screening narrowed the range of alternatives by applying increasingly detailed criteria. Level 1 began with 20 build alternatives identified through the scoping process. The No Action Alternative was carried through the screening process as a basis for comparison. Level 2 screened 12 build alternatives; Level 3 screened four build alternatives; and Level 4 screened two alternatives, ultimately resulting in the Preferred Alternative. Level 5 screening further refined the Preferred Alternative and identified two potential alignments from DUS to Pecos Street: the Railroad Alignment and the East Direct Design Option. Measures related to cultural resources were applied at each level of screening. Cultural resource measures included comparison of alternatives information from the SHPO database (COMPASS) and identified existing cultural resources along the project alignments. Additionally, detailed data were collected and compared for alternatives through a preliminary field reconnaissance study completed by the project team. These steps provided input to the selection of the Preferred Alternative. Table presents the cultural resource related criteria utilized at each level of alternatives screening. TABLE Gold Line Cultural Resource Screening Process Step Cultural Resource Criteria Applied Data Source Level 1 (Fatal Flaw) Level 2 (Conceptual) Level 3 (Detailed Evaluation) Irresolvable environmental impacts associated with the alignments. Number of historic districts adjacent to the alignments. Number of known cultural resources within 300 ft. of the alignments. Potential property acquisitions were used as a surrogate for cultural resource impacts. Historic districts and SHPO data. SHPO COMPASS database information. Level 4 (Preferred Alternative) Level 5 (Preferred Alternative Refinement) Number of NRHP-eligible resources within 300 ft. of the alignments. Number of known cultural resources within 300 ft. of each refinement option alignment. Field reconnaissance study information. SHPO COMPASS database information. Source: Gold Line Team, 2008 The DEIS analysis included survey and recording, according to Office of Archaeology and Historic Preservation (OAHP) guidelines, of all structures built in 1957 or earlier within the Preferred Alternative s Area of Potential Effect (APE). 36CFR800, the regulations outlining the Section 106 Review process, defines the APE as the geographical area within which an undertaking may directly or indirectly cause alterations in the character or use of historic properties, if any such properties exist. The APE is developed in conjunction with the project s consulting parties and generally defines the geographic area for cultural resource survey and analysis. The APE was developed to be broad enough to capture the extent of the project s potential effects. If necessary, the APE may be adjusted (coordinating with consulting parties) as more information on the extent of the project s effect is collected. Details of the steps in the process are included below in Table This consultation process will continue through the conclusion of the Section 106 process, the FEIS, and the decision document

6 TABLE Gold Line Section 106 Coordination Process Step Purpose Schedule 1. Meeting Early coordination with SHPO Completed coordination meeting regarding the project process and potential consulting parties. Completed 8/23/06 2. Activity Development of the Corridor Coordination Plan and identification of consulting parties with SHPO and ACHP 3. Activity Early information distributed to consulting parties, SHPO, and ACHP 4. Consulting Party Meeting No. 1 Early initial consultation with consulting parties, SHPO, and ACHP 5. Consulting Party Meeting No. 2 Ongoing consultation with consulting parties, SHPO, and ACHP Developed the draft Corridor Coordination Plan and identified consulting party contacts. Contacted the consulting parties by mail during the scoping process to advise them of the project consultation plan, and invited their participation and comment. Solicited input and provided the consulting parties with information on the planning process and the initial range of alternatives under consideration in Level 1 (Fatal Flaw) Screening. Solicited information and input regarding cultural resources within the potential project areas. Solicited input and provided the consulting parties information on the analysis and screening for the alternatives in Level 2 (Conceptual) and Level 3 (Detailed Evaluation) Screening. Completed 9/18/06 Completed 9/20/06 Completed 10/16/06 Completed 3/6/07 6. Preliminary Field Reconnaissance Completed a reconnaissance study for the two remaining alternatives identifying high concentrations of potentially historic properties, this information was considered in Level 4 (Preferred Alternative) Screening. Completed 5/21/07 to 5/24/07 7. Meeting Consultation with SHPO and ACHP 8. Consulting Party Meeting No. 3 Ongoing consultation with consulting parties, SHPO, and ACHP 9. Meeting Consultation with SHPO and ACHP 10. Preliminary Field Reconnaissance on East Direct Design Option 11. Meeting Consultation with SHPO and ACHP 12. Consulting Party Meeting No. 4 Ongoing consultation with consulting parties, SHPO, and ACHP Solicited input and provided information on the selection of the Level 4 (Preferred Alternative) Screening. Consulted on the proposed APE (Preferred Alternative) and survey methodology for alternatives to be analyzed in the DEIS. Solicited input and provided the consulting parties information on the selection of the Preferred Alternative (Level 4 Screening), proposed APE (Preferred Alternative), and survey methodology. Provided status update on the Gold Line analysis to date. Completed a reconnaissance study for the East Direct Design Option identifying high concentrations of potentially historic properties (Preferred Alternative Refinement). This information was considered in the Level 5 (Preferred Alternative Refinement) Screening of design options. Solicited input and provided information on the Level 5 (Preferred Alternative Refinement) Screening and the proposed amended APE to include East Direct Design Option. Solicited input and provided the consulting parties information on the Level 5 (Preferred Alternative Refinement) Screening and the proposed amended APE to include the East Direct Design Option. Completed 8/20/07 Completed 8/31/07 Completed 1/17/08 Completed 2/12/08 Completed 3/6/08 Completed 3/24/

7 Step Purpose Schedule 13. Consulting Party Meeting No. 5 Ongoing consultation with consulting parties, SHPO, and ACHP 14. Meeting Consultation with SHPO and ACHP 15. Meeting Consultation with SHPO and ACHP 16. Meeting Consultation with SHPO and ACHP 17. Consulting Party Meeting No. 6 Ongoing consultation with consulting parties, SHPO, and ACHP Upon release of the DEIS, review and solicit input on the DEIS analysis including survey results, determination of eligibility, and evaluation of potential effects of alternatives. Review and agree upon eligibility findings with SHPO and ACHP. Review and agree upon evaluation of potential effects of alternatives with SHPO and ACHP (if appropriate). Review and agree upon avoidance, minimization, and/or mitigation of adverse effects with SHPO and ACHP (if appropriate). Consultation on a Memorandum of Agreement (MOA) (if appropriate). Discussion to include avoidance, minimization, and/or mitigation of adverse effects. Future Action to be determined Future Action to be determined Future Action to be determined Future Action to be determined Future Action to be determined 18. Meeting Consultation with SHPO and ACHP Source: Gold Line Team, 2007 Finalization of a MOA with SHPO and ACHP (if appropriate). Future Action to be determined Native American Consultation Federal agencies must involve interested Native American tribes in the planning process for federal undertakings. 2 Consultation with a Native American tribe recognizes the government-to-government relationship between the United States government and sovereign tribes. Federal agencies must be sensitive to the fact that historic properties of religious and cultural significance to one or more tribes may be located on ancestral, aboriginal, or ceded lands beyond modern reservation boundaries. Consulting tribes are offered the opportunity to identify concerns about cultural resources and comment on how the project might affect them. If it is found that the project would impact cultural resources that are eligible for inclusion in the NRHP or are of spiritual or cultural significance to one or more consulting tribes, then their role in the consultation process may also include participation in resolving how best to avoid, minimize, or mitigate those effects. Federally recognized Native American tribes with an established interest in Adams, Denver, and/or Jefferson counties were invited to participate as consulting parties, as noted in Table The Southern Ute Indian Tribe and the Comanche Nation of Oklahoma responded affirmatively to the consulting parties request. These groups continue to receive project information and requests to identify their concerns about cultural resources and comment on the project at each step in the process. To date, no comments have been received from either group. Appendix F includes all correspondence related to the Native American consultations Cultural Resource Identification Criteria Historic properties include those resources that are listed, or considered eligible for listing, in the NRHP. Historic properties include districts, sites, buildings, structures, and objects that represent past human activities. The criteria for NRHP eligibility are set forth at 36 CFR 60.4: 2 Section 106 of the NHPA and the ACHP regulations [(36 CFR (c) (2) (I)]

8 The quality of significance in American history, architecture, archaeology, engineering, and culture is present in districts, sites, buildings, structures, 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; B. that are associated with the lives of persons significant in our past; 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; and D. that have 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. 3 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. 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. For linear resources, the project effects are based on an evaluation of the segment of the resource that falls within the project area, in the context of the entire linear feature that constitutes the NRHP-eligible historic resource. Each linear resource has an overall determination of eligibility for the resource as a whole. When an individual segment or element of the entire linear resource is recorded, it is considered part of an NRHP-eligible resource. The integrity of each impacted segment is evaluated individually to determine if it is able to convey the significance of the entire resource. The segment of the linear resource must retain enough integrity to convey significance of the entire resource. The effect determination applies to the segment of the linear resource only where the entire linear resource has been recommended as NRHP-eligible. In cases where multiple segments of the same linear resource would be impacted, the evaluation of effect to the linear resource 3 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 )

9 would be based on an assessment of the combined effects to the entire resource from all of the impacted segments Historic Context The purpose of the historic context is to provide an overview of historic development in the Gold Line study area to support the evaluation of cultural resources within the project area. 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. The proposed project would pass through Adams and Jefferson counties, the City and County of Denver, and the cities of Arvada, and Wheat Ridge. The Founding of Modern Denver and its Suburbs 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. Denver s history was shaped in part by the introduction of local and interstate railroads. The city was not originally on the 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. Wheat and sugar beets, manufacturing, tourism, and service industries became popular as a part of this effort. Denver s economic diversity was also showcased by 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, shown in Figure (City of Denver, 2007c). 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 FIGURE Union Station Denver Source: William Henry Jackson, Western History/Genealogy Department Denver Public Library rail/streetcar city (Hill, 1984: 272c). 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, as discussed further below

10 North Denver and Highland developed on the west side of the rail lines leading out of Union Station. North Denver and Highland are understood to be the area northwest of downtown Denver, across the Platte River. This area was originally reached only by ferry. Highland, an independent town incorporated in 1875, sits on bluffs above the river, a location elevated from the noise and pollution of the nearby railroad. Growth of the young town was slow due to a lack of adequate transportation into neighboring Denver. This had improved considerably by the early 1890s as various rail companies built crossings over the river. Burgeoning rail access to downtown was instrumental in the development and growth of North Denver and Highland (NRHP nomination form 8:2; OAHP Inventory Record North 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, built in 1878 by the Boston and Colorado Smelting Company at West 47th 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, as well as 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 gradually the area became populated with more industries than residences. A few of the residences along Fox Street survived into the twenty-first century. 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 profit losses from labor strikes in the 1900s and was eventually closed in the early 1920s. The history of mining in Colorado and the history and development of Denver owe a great deal to these smelters on the outskirts of historic Denver (Norgen ). Early Urban Growth and the Development of Arvada Present-day Arvada, originally known as Ralston Station, is the site of the first documented gold strike in Colorado. Lewis Ralston, a prospector from Georgia, first discovered gold in Ralston Creek on June 22, Ralston did not stay in the area for long after his strike, but he returned to the area to prospect again in He left a second time, soon after his return, to avoid hostilities from Native Americans. After Ralston left the area, another Georgian, William Green Russell, discovered gold at the intersection of South Platte River and Dry Creek in 1858, which was the impetus for a rush to what is now Arvada (Simmons and Simmons, 1998: 24). The original town site for Arvada is located in what is now known as Ralston Creek. Though many gold seekers did not find the fortune they were looking for, by the early 1860s, the fertile ground attracted farmers, and agriculture became the primary activity in the area. Latecomers claimed land farther from Ralston Creek, as the advancement of irrigation channel construction made it possible to farm lands farther from the water source (Arvada Historical Society, 1976: 56). Several crops thrived in the fertile soil, especially celery. For a time, Arvada claimed the title Celery Capital of the Word. Most of the farmers in Arvada sold their products to the Denver market (Arvada Historical Society, 1976: 58). Around 1870, the Colorado Central Railroad (CC) began construction of tracks near the town of Arvada, with a stop in the town on the line. The train passed through central Arvada twice a day, and by 1872, passengers could board the train on Monday, Wednesday, and Friday to travel east to Denver or west into the mountains as far as Black Hawk (City of Arvada, 2007a). The arrival of the train line coincided with the arrival of Benjamin Wadsworth, often called the father of Arvada, who was an experienced town builder. On December 1, 1870, Benjamin Wadsworth and Louis Reno platted the town that 3.4-9

11 encompassed the area from today s Ralston Road on the north to Grandview Avenue on the south and from Yukon Street on the west to Upham Street on the east, shown in Figure (Simmons and Simmons, 1998:25). FIGURE Denver Suburbs with South Platte River in Background, The railroad provided the primary means of transportation for the residents of Arvada. The town remained a small, dense area of settlement surrounded by rural land until the 1890s, when several new businesses opened, including the Reno Park Lumber and Coal Company. The Jefferson County Bank built a substantial building at the corner of Wadsworth Boulevard and Grandview Avenue around the turn of the century. A frame railroad depot was constructed in Source: M. Picher Arvada in 1890 by the UP, when the rail route through Arvada became the Union Pacific, Denver, and Gulf Railway (UPD&G). In 1898, the Colorado & Southern Railway (C&S) took over this route and other UP holdings (Simmons and Simmons, 1998:28). In 1902, the Denver Interurban, an interurban electric railway, frequently referred to as the trolley, commenced runs between Arvada and Denver. The trolley connected the community to the Denver streetcar line, and greatly improved access to Denver for the citizens of Arvada. Arvada was officially incorporated August 24, 1904, approximately 28 years after Colorado achieved statehood. By this time Grandview Avenue (previously Railroad Street) had become a flourishing business area with several commercial establishments, a bank, a blacksmith, stables, and a lumber yard. An important addition to the town was Theodore Wiebelt, a businessman who arrived in Arvada in He constructed a block of businesses, Wadsworth Avenue, which included a pool hall run by Wiebelt and his wife, the Arvada State bank, a cigar shop, and a barber shop (Simmons and Simmons, 1988). During the late 1940s, Arvada shifted from an agricultural center to a suburban city (Simmons and Simmons, 1998: 37). The residential areas of the city expanded and the number of businesses increased as well. By 1960, the city covered 5.4 square miles and had nearly 20,000 inhabitants. It had become the largest city in Jefferson County. The increasing use of automobile transportation and the development of better and faster roads brought about a change in the character of the town and its residents. The majority of citizens now lived in Arvada, but commuted to work elsewhere. The city s proximity to the Wadsworth Bypass, completed in 1958, made it an attractive location for citizens who wanted affordable housing with proximity to jobs in Denver. On January 28, 1967, I-70 the super highway, was opened between Wadsworth and Kipling Streets, making the commute easier and attracting more residents to the area, which led to a population of nearly 50,000 residents by 1970 (Simmons and Simmons, 1998: 38-39). Early Urban Growth and Development of Wheat Ridge The City of Wheat Ridge can trace its history back to 1859 when settlers rushed to the area from Nebraska and Kansas, chasing news of gold discoveries in the area. Wheat Ridge became a desirable place for prospectors to settle, due to the availability of cheap agricultural land through government homesteading programs. It was popular with farmers

12 because of its fertile soil. By 1867, a permanent development in the area was beginning to take shape. The settlement was named Wheat Ridge for the ridges between Central City and Black Hawk where wheat was grown (Wheat Ridge Historical Society, 2007). The area gradually became known for its production of fruits and vegetables, which residents of Denver, Black Hawk, and Central City could purchase at markets and roadside stands. A description in the Denver Republican depicted the area as a place where the lawns, flowers, gardens, and greenhouses are worthy of the residence of a prince (Over on Wheat Ridge, 1889: 12). The first grange in Colorado was founded in 1873 in Wheat Ridge, when Colorado was still a territory. The organization, named the Ceres Grange, had 17 initial members and met in the local school. In 1873, the Colorado Farmers Union was formed to protect farmers against taxation, and George Packard was elected president of this organization (Wheat Ridge Historical Society, 2007). Packard, the Master of Ceres Grange, was a well-known Wheat Ridge farmer. Until World War II, Wheat Ridge continued to be known as a source of produce to Denver. Wheat Ridge adopted its own water system in 1939, which helped the agrarian community flourish. In 1961, it was one of the largest unincorporated areas in the United States. It was urged to become its own municipality in the early 1960s because it was facing annexation from Denver (Margolin, 1961). At the time, the state legislature was attempting to pass a bill that would give existing towns the right to annex any unincorporated area within 3 miles of the town border without the residents approval. The citizens finally voted to incorporate the City of Wheat Ridge in 1969 (City of Wheat Ridge, 2007). Wheat Ridge has a tradition of consciously promoting parks and green spaces (Kelly, 1989). Overall, there are 140 acres of developed parks, and an additional 250 acres of open space in the city. Clear Creek, which runs through the city, is a focal point of the park system and greenbelt areas (City of Wheat Ridge, 2007). Development of Adams County The first settlers flocked to what is present day-adams County during the gold rush of Colonel Jack Henderson established the first permanent settlement on a large island (Henderson s Island, now the site of Adams County Regional Park) in the South Platte River, 7 miles southwest of Brighton (Adams County, 2007c). These early residents soon discovered that there was money to be made in agriculture and farming, and eventually began selling livestock to prospectors in nearby Denver. Henderson established one of the first major ranching operations in Colorado during this time to supply meat to the mining camps (Adams County, 2007b). Due to the booming business in Denver, a train depot was established in Adams County. It was originally named Hughes Depot after the first president of the railroad, but the name was eventually changed to Brighton when the first town plat was filed, by Daniel F. Carmichael. In 1887, Brighton became the first town in the territory (Adams County, 2007b). Adams County officially became a county on November 15, 1902, splitting from the vast Arapahoe County. The county was named for Alva Adams, a former governor who was in office at the time (Adams County, 2007c). Canals and Irrigation Ditches The development of irrigation systems in northeastern Colorado became a necessity as soon as Euro-Americans began settling the arid region during the 1840s and 1850s. The initial agricultural development centered on subsistence farming to support fur-trading post populations. The gold rush of 1859 changed the nature of farming in the region. Unable to make a living in the mines, many emigrants began farming cash crops in the meadows and foothill plains. Although some farmers embarked on small irrigation projects by hand, the

13 majority of farmers during this time established farms in mountain meadows and lands along the more fertile foothills near natural water sources. As farming became a more significant part of the economy, local land and agricultural colonists constructed a substantial number of irrigation systems in order support the burgeoning agriculture industry. These efforts constituted the first major irrigation undertaking in northeastern Colorado. Conflicts over water rights in the late 1870s forced a debate at the Colorado Constitutional Convention of 1876, which resulted in a law that set priorities for domestic and agricultural water use. The following year, the federal government passed the Desert Land Act that required settlers to construct new irrigation systems in exchange for inexpensive land. The expansion of farming in northeastern Colorado ended with the drought of the early 1890s and the financial panic of However, soon after the turn of the century, the introduction of sugar beets resulted in a resurgence of agriculture in the region. The success of sugar beet crops during the early 1900s led to increased irrigation, along with the addition of new farms and the need for increased water sources. The need for new sources of irrigation water around the Denver/Boulder area during the 1920s culminated with a Bureau of Reclamation plan for a massive irrigation project that would move water from the Colorado River (on the Western Slope), under the Continental Divide, to fields throughout northeastern Colorado. The project came to fruition through the New Deal as federal agencies sought ways to hire workers to stimulate economic recovery from the Great Depression. Construction on the massive project began in 1938, and the project reached completion in Known as the Colorado-Big Thompson Project, the diversion was one of the largest reclamation efforts in the United States, increasing water to agricultural lands and towns in northeastern Colorado (Mehls, 1984: 65-70,74,140,165; King, 1984: 22). Rail Lines Linking Denver and the developing northwest region to the burgeoning gold mining districts to the west was the CC Railroad. The CC was the project of W.A.H. Loveland, who wanted to build a train route from Golden to Cheyenne, establishing Golden as a major trading center in the Rocky Mountains. His rival, the Denver Pacific Railroad and Telegraph Company (DP), constructed a railroad from Denver to Cheyenne from 1868 to June 1870 (Forrest and Albi, 1986: 1). To expedite Golden s access to the railroad network, the CC began to build a railroad connecting Golden to Denver in early Finishing the railroad by the end of September 1870, the CC was now connected to the DP in Denver and to the new Kansas Pacific Railway, which was completed in late August Two years later, the CC began to construct railroads to the west, tapping into the rich gold fields, and ultimately became the funnel point for expansion into the mountains (Forrest and Albi, 1986: 1-2). To accommodate all of the new railroad traffic and consolidate the scattered freight and passenger depots for the railroads, the citizens of Denver, with the help of UP-owner Jay Gould, built Union Station on Wynkoop Street in At the time of its construction, it was the largest building in Colorado. Its original owners were the Denver and Rio Grande (D&RG); Denver, South Park, and Pacific (DSP&P); and the UP. Later tenants included Atchison, Topeka, and Santa Fe Railway (AT&SF); Chicago, Burlington, and Quincy Railroad (CB&Q); Denver and New Orleans (D&NO); Chicago Rock Island and Pacific (CRI&P); and the Missouri Pacific (MP) (Colorado Historical Society, 2005: 57). The CC was active as a company until 1890, when it consolidated with UPD&G. By 1898, the UPD&G, along with the Denver, Leadville and Gunnison Railway Company (DL&G), became consolidated into the C&S. The C&S would remain active as a company or as a subsidiary of the D&RG until its merger with Burlington Northern Railroad around 1970 (Colorado Historical Society, 2005: 95)

14 David Moffat, a prominent Denver banker, formed the Denver, Northwestern & Pacific (DNW&P) railroad in Moffat s goal was to extend the railroad across the Continental Divide. The company quickly began to construct west from Denver, reaching the Continental Divide in 1904, Kremmling in 1907, and Steamboat Springs in 1908 (Colorado Historical Society, 2005: 87, 102). It required 30 tunnels to complete his goal. Instead of building a tunnel at Rollins Pass, a track was laid over the pass. At its highest point, the elevation is 11,671 feet, which makes it the highest rail line ever built in the United States. After Moffat s death in 1911, the company was reorganized and became the Denver and Salt Lake Railroad. It reached its westernmost point at Craig, Colorado, in The Denver and Salt Lake Railroad was again reorganized in In 1923, construction of the Moffat Tunnel began and the first train passed through the new tunnel in The company was again reorganized in 1926 and became the Denver and Salt Lake Railway. By 1947, the D&RG owned enough stock in the Denver and Salt Lake Railway to control the company. In 1988, the D&RG merged with Southern Pacific Railroad. By 1996, Southern Pacific and UP merged, making it the largest railroad in the United States. FIGURE Car #7, Near Arvada, Colorado, September 1937 Public Rail Transport In 1886, John Evans and his son William Gray Evans incorporated the Source: James E. Kunkle, Denver Tramway Historian 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 Denver. A company map of the routes in 1892 shows a horse car line going from 15th Street north to the Argo Smelter; only the electric line to Rocky Mount and Berkeley lakes went farther north. Another of the Tramway s lines headed west on 32nd Avenue to Arvada and Wheat Ridge. Adams County was serviced by the Washington Avenue line. The Denver & Northwestern Railway was an electric commuter and freight train, controlled by the DTC. At its height, the DTC was one of Denver s largest employers. As most commuters lacked personal transportation, the residents of the area took streetcars to work and for many other needs including transportation for weddings, honeymoons, and even their final ride to the cemetery (City of Denver, 2007c). Another electrified railroad, the Denver Interurban, which was organized by the C&S railroad, ran between Denver and Boulder in the early twentieth century. The immediate goal of this railroad was to tap into the rich coal fields in Leyden, but it was also the goal of the company to expand the electric commuter rail network in the Denver area. In 1902, the Denver Interurban began to run from Arvada to Denver. The Denver Interurban ran every hour and could carry both passengers and coal. It was extended to the coal camp at Leyden, north of Arvada, which was owned by C&S. The Denver Interurban improved

15 access to jobs, shopping, and recreation for the people of Arvada. The Denver Interurban line through Arvada was extended to Golden in Between 1909 and 1932, this interurban rail shared the same alignment and stations as the C&S tracks. The Denver Interurban ran until 1950 (Simmons and Simmons, 1999a: 23) Archaeological Resources Archaeological survey and analysis were conducted for both the No Action Alternative and the Preferred Alternative. As previously described, a portion of the Gold Line project includes shared track with the Northwest Rail project from DUS to Pecos Street. The Northwest Rail project is included in the No Action Alternative. For the shared portion there are two alignment options: Railroad Alignment Utilizes railroad ROW located in existing rail yards. East Direct Design Option Utilizes other private industrial property east of the existing rail yards. If the Gold Line project were not constructed, the Northwest Rail project would still be implemented. Therefore, the impact of the track work and bridges in the DUS to Pecos Street portion is presented in the No Action Alternative as part of the Northwest Rail project. The Gold Line project Preferred Alternative accounts for impacts in the area between DUS and Pecos Street associated with the potential station options and electrification elements (catenary lines and electric substation). The Gold Line Preferred Alternative addresses all potential impacts for the remainder of the corridor from Pecos Street to Ward Road in Wheat Ridge Affected Environment Archaeological The APE for archaeological resources was coincident with the project s impact area, including the proposed station footprints. The APE was developed working directly with the SHPO, ACHP, and the project s consulting parties. The APE was developed in August, 2007 and then amended (enlarged) in March, 2008 to include the East Direct Design Option from DUS to Pecos Street. A review of the OAHP database did not identify any previously recorded, NRHP-eligible archaeological resources within the project APE. The survey of the proposed station footprints and railroad ROW resulted in the identification of two archaeological sites found to be NRHP-eligible. OAHP survey forms in Appendix D provide additional historic and location information on all of the evaluated sites. Historical research was performed before commencing fieldwork in order to locate any potential areas where archaeological remains would most likely be found. Due to maintenance and repair to the railroad grade and tracks, construction of roads, and increased development along the tracks, archaeological remains were expected to be, and were, very limited in scope and consisted of only railroad and irrigation features. Historic sites, features, and structures were described in detail, digitally photographed, and recorded using standard measurements. The isolated finds were not photographed, with the exception of diagnostic isolated artifacts. No prehistoric sites were found. Sketch maps were prepared in final form and digital photographs were transferred from electronic format to acid-free paper. All field notes and sketches, original digital photographs, black-and-white negatives, and other records are part of the project record

16 Archaeological Survey A pedestrian survey of the Railroad Alignment APE was conducted in September, 2007 on station parcels with undeveloped land. One or more archaeologists spaced 30 meters (m), (100 feet) apart walked parallel transects over the undeveloped parcels. As they walked, they carefully inspected the ground surface for evidence of past, patterned human activity, 50 years or older. When such evidence was encountered, the area around the initial find was quickly reconnoitered to determine its nature and extent. If three or less artifacts were found, they were recorded as an isolated find. If the find consisted of three or more artifacts in close proximity (30 feet [10 m] or less), then it was designated a site. A reconnaissance survey of the East Direct Design Option was conducted in March, 2008 along the corridor using only the public domain right-of-way. A review of current ( ) aerial photographs along the corridor revealed few areas with no development where intensive pedestrian survey could reveal surface manifestation of archaeological resources. Access to the properties was limited and an intense pedestrian survey of the East Direct Design Option was not recommended due to existing disturbances. The survey found two NRHP-eligible archaeological resources within the APE (see Table 3.4-5): a segment of the grade for the Denver Tramway (5JF4452.1) and the Wadsworth Ditch (5JF2739). Both of the NRHP-eligible archaeological sites were found in the Arvada Section and are discussed in greater detail below. The surveyed segment of the Wadsworth Ditch (5JF2739.3) was not found to convey the significance of the ditch as a whole, so only the full linear resource is discussed. This segment of the Wadsworth Ditch was included as an archaeological resource, because it is currently buried and abandoned. The archaeological resources were recorded and evaluated according to OAHP guidelines. The reconnaissance survey of the East Direct Design Option revealed that the few possible survey locations have been disturbed or altered enough that intensive pedestrian survey is not needed and that any archaeological resources that are present would be revealed only when ground disturbance takes place. Many of the open areas are hard-packed lots covered with a layer of gravel. One area the corridor crosses, the South Platte River, was intensely examined for possible archaeological remains. A new trail, pedestrian bridge, and railroad bridge upgrading, have altered this location and no archaeological resources were observed. All areas investigated were disturbed beyond their ability to retain any surface archaeological remnants. No sites were revealed within the corridor, but adjacent lands contain eroding subsurface historical artifacts and indicate a high probability for buried historic archaeological deposits in the area. The entire corridor is located between several historic railroad lines and heavily used historic industrial/commercial parcels. There is a high probability of subsurface deposits and historic features along the East Direct Design Option. Older railroad grades or previous alignments of grade could also be present along the entire length of the corridor. The East Direct Design Option reconnaissance survey resulted in the identification and documentation of no archaeological sites. If this option were selected, survey work would be conducted prior to FEIS completion

17 TABLE Archaeological Sites Eligible for Listing in the NRHP Section Smithsonian Site # Segment Site # Address/Location Property Type NRHP Eligibility Criteria Representative Site Photo Arvada 5JF2739 5JF Wadsworth Ditch Linear Resource Irrigation ditch Eligible Linear Resource, Criterion A Arvada 5JF4452 5JF Denver & Northwestern Denver Tramway Linear Resource Railway grade Eligible Linear Resource, Criteria A and D Source: Gold Line Team,

18 NRHP-Eligible Archaeological Resources Figures through 3.4-9, located at the end of this section, identify the NRHP-eligible archaeological resources. Wadsworth Ditch (5JF2739) The Wadsworth Ditch had the earliest rights out of Clear Creek, dating from May 25, Water was diverted to this ditch via the Slough Ditch. Claimants to the Wadsworth Ditch in 1884 were B.F. Wadsworth, M.E. Graves, H.S. Goodall (aka Goodell), D.N. Ostrander, and James Bond. The ditch continues west along the railroad corridor where it traverses to the southwest and also to the northeast. The entire resource is eligible for listing in the NRHP under Criterion A due to its association with the development and expansion of early high plains irrigation and farming, from the 1860s to the 1880s. This linear resource was recommended eligible in No record of SHPO concurrence was found. Denver & Northwestern Denver Tramway Grade (5JF4452) This site consists of remnants of the Denver & Northwestern (D&NW) Denver Tramway grade located in Olde Town Arvada, between Vance Street (formerly Valley Street) and Wadsworth Bypass on the south side of Grandview Avenue. The site consists of an upper and lower flat grade, which merge forming one flat grade to the east. The western end is a flattened area, to which the grades lead, and is possibly the location of the waiting station. The grades curve gradually to the southeast, and after merging, continue until the grade is abruptly cut off by a large berm from the Wadsworth Bypass. The grades are lined with trees, and the upper grade may have been a pedestrian path while the lower grade was the rail s grade. Dirt and cobble berms are found between the two grades and south of the merged grades to the east. At the eastern end, where the grade is cut, the berm shows sedimentary and archaeological strata, including coal-stained layers and a mold-blown, suncolored-purple bottle top (pre-1906). Prior to 1916, Arvada Junction, which was located east of this site on Graves Street (now Lamar Street/Marshall Street), provided passenger access to the electric passenger trains in Arvada. This part of the tramway was constructed in 1916 to provide service to downtown Arvada. The later waiting station on this site was built in This waiting station and the entire 1916 portion of the D&NW electric rail was constructed to replace Arvada Junction as the location for passenger access to the trains. This new rail spur and waiting station were generally referred to as the Uptown Loading Platform. This site is the only known manifestation of this rail-grade within Jefferson, Adams, or Denver counties. Until additional segments of this resource are located and evaluated, this site represents the entire linear resource. This resource is considered eligible for the NRHP under Criterion A. It is associated with the development and implementation of electric rail mass transit from Denver to the northwestern suburbs. Because the line also included simultaneous transportation of commuter and coal freight from the Leyden mines, also owned by the DTC, it is associated with early coal mining. Some of the coal was sold in Denver to the public, but most of it was used in the DTC coal-powered steam electric power plant. This resource was constructed prior to 1916 and was used until , and is significant for its contribution to the development and expansion of Arvada and the surrounding areas. This site also contains subsurface archaeological deposits, making it eligible under Criterion D. The presence of subsurface archaeological features and artifacts, dating to the time of the site s early use, indicates the site may yield additional information important to the understanding of the history of the site and the railroad

19 Impact Evaluation Archaeological No Action Alternative The No Action Alternative assumes that existing and committed improvements, as defined in Chapter 2, Alternatives Considered, would be implemented by others as planned. Direct, Indirect, Construction, and Cumulative Impacts Roadway Projects Future roadway projects, as defined in the No Action Alternative, may result in direct, indirect, construction, and cumulative impacts and effects to archaeological resources. No Action projects falling 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. The analyses for these future roadway projects are unique and separate from this DEIS, and their impact would need to be addressed in environmental documents prepared for those projects as they are funded. Northwest Rail Project It is anticipated that construction of the section of Northwest Rail from DUS to Pecos Street would be within the railroad ROW using the Railroad Alignment. However, if RTD and the railroad companies determine that commuter rail in the North Yards (between 38th Avenue and Pecos Street) is not feasible then the East Direct Design Option would be selected. No impacts to archaeological resources have been identified in the portion of the Northwest Rail project from DUS to Pecos Street, using either design option. Preferred Alternative Direct Impacts Site 5JF2739. The existing and proposed railroad corridor crosses the former Wadsworth Ditch. This resource would be impacted by reconstruction of the track. The entire linear resource is eligible for listing in the NRHP under Criterion A. However, 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 historic resource. Site 5JF4452, the Denver & Northwestern Denver Tramway Grade is not impacted by the Preferred Alternative. The Olde Town North station was redesigned to move parking areas south of the tramway grade and avoid impacts to this resource. Table summarizes the effects findings for NRHP-eligible and -listed archaeological resources associated with the Preferred Alternative. TABLE Summary of Effects to NRHP-Eligible and Listed Archaeological Resources Section Smithsonian Site # Address/Location Direct Impacts Reconstruction of the Arvada 5JF2739 Wadsworth Ditch rail crossing the former ditch Arvada 5JF4452 Source: Gold Line Team, 2007 Denver & Northwester Denver Tramway Grade Indirect Impacts Effects Findings No Adverse Effect No Archaeological Resources Affected

20 Indirect Impacts There would be no known indirect impacts to NRHP-eligible archaeological resources. Temporary Construction Impacts There would be no known temporary construction impacts to NRHP-eligible archaeological resources from the Preferred Alternative. As construction plans proceed, it will become clearer where temporary ground disturbance may occur. Cumulative Impacts There would be no known cumulative impacts to NRHP-eligible archaeological resources from the Preferred Alternative Mitigation Archaeological Potential mitigation measures for the anticipated impacts to NRHP-eligible sites are described in Table Proposed mitigation measures will be further developed and refined through consultation with SHPO and consulting parties, and preparation of the FEIS. Mitigation measures will be part of a MOA among RTD, FTA, the Colorado SHPO, and other interested parties. As part of the MOA, mitigation measures will be negotiated and agreed upon for each specific resource with impacts that would result in an adverse effect. TABLE Potential Mitigation Measures for Archaeological Resources under the Preferred Alternative Impact Impact Type Potential Mitigation Measures for the Preferred Alternative Potential direct impact archaeological resources Source: Gold Line Team, 2007 Direct Where known archaeological sites are present, grounddisturbing demolition and/or removals will be avoided, where possible. RTD may complete archaeological monitoring during construction activities. In the event that cultural deposits are discovered during construction, work would cease in the area of discovery and the SHPO would be notified. The designated representative would evaluate any such discovery, and in consultation with SHPO, complete appropriate mitigation measures, if necessary, before construction activities resume

21 3.4.3 Historic Resources Historic survey and analysis were conducted for both the No Action Alternative and the Preferred Alternative. As previously described, a portion of the Gold Line project includes shared track with the Northwest Rail project from DUS to Pecos Street. The Northwest Rail project is included in the No Action Alternative. For the shared portion there are two alignment options: Railroad Alignment Utilizes railroad ROW located in existing rail yards. East Direct Design Option Utilizes other private industrial property east of the existing rail yards. If the Gold Line project were not constructed, the Northwest Rail project would still be implemented. Therefore the impact of the track work and bridges in the DUS to Pecos Street portion is presented in the No Action Alternative as part of the Northwest Rail project. The Gold Line project Preferred Alternative accounts for impacts in the area between DUS and Pecos Street associated with the potential station options and electrification elements (catenary lines and electric substation). The Gold Line Preferred Alternative addresses all potential impacts from the remainder of the corridor from Pecos Street to Ward Road in Wheat Ridge Affected Environment Historic The historic analysis identified 28 NRHP-listed or -eligible resources, or segments of linear resources, in the APE. This includes three NRHP-listed historic districts that were not resurveyed. OAHP survey forms in Appendix D provide additional information on all evaluated properties. Historic Survey As noted previously, the APE for architectural and historical resources was determined through consultation with the SHPO, RTD, FTA, and consulting parties (see Appendix D, APE map). A preliminary field reconnaissance survey for historic properties was conducted in May, 2007 to assist with creating the APE boundaries. The APE corresponds in most areas with the proposed alignment footprint, and in the station and parking areas it extends to the surrounding properties. APE boundaries were identified based on logical, geographic, or other physical boundaries. The APE for historic resources was developed in August, 2007 and then amended (enlarged) in March, 2008 to include the East Direct Design Option from DUS to Pecos Street. Resources built in 1957 or earlier and located within the APE were surveyed in August, Structures that had been surveyed within the previous year were not resurveyed. All properties were surveyed from the public ROW; surveyors did not enter private property. An additional survey of architectural and historic resources for the East Direct Design Option was conducted March, This supplemental survey followed the same methodology as the previous survey. Resources over 50 years of age were surveyed for the East Direct Design Option, including linear features and buildings. All properties were recorded and evaluated, or re-evaluated, according to OAHP guidelines. The first step in evaluating the NRHP eligibility of a potential historic resource is gathering information related to the historic context of the resource. Property and neighborhood research was carried out primarily at the Denver Public Library and the OAHP office. Other information sources consulted include city directories, local newspaper index files, Sanborn and other historic maps, and assessors records

22 Table includes all NRHP-eligible and listed resources identified during research and survey of the project APE. Additional information on these resources is included in the text following Table

23 TABLE Historic Properties Listed or Eligible for Listing in the NRHP, by Section Section Smithsonian Site # Segment Site # Address/Location Property Type NRHP Eligibility Criteria Representative Site Photo Denver (East Direct Design Option) 5DV6247 5DV DV Burlington & Missouri River Railroad Railroad Eligible Linear Resource, Criterion A Segments Convey Significance of Resource Denver 5DV9173 NA th Avenue (Texaco Site) Commercial Building Eligible Criteria A and C Denver (East Direct Design Option) 5DV9174 NA 4101 Inca Street Commercial Building Eligible Criterion A

24 Section Smithsonian Site # Segment Site # Address/Location Property Type NRHP Eligibility Criteria Representative Site Photo Denver (East Direct Design Option) 5DV DV Boston & Colorado Smelting Company/Denver Sewer Pipe & Clay Company Railroad spur Eligible Linear Resource, Criterion A Segment Conveys Significance of Resource No photo available due to access restrictions Denver (East Direct Design Option) 5DV10490 NA 4143 Fox Street Residential Building Eligible Criterion C Denver (East Direct Design Option) 5DV10492 NA 4205 Fox Street Residential Building Eligible Criterion C

25 Section Smithsonian Site # Segment Site # Address/Location Property Type NRHP Eligibility Criteria Representative Site Photo Eligible Linear Resource, Criterion A Adams 5AM982 5AM982.3 Denver, Northwestern & Pacific/Denver & Salt Lake Railroad Segment Conveys Significance of Resource Adams (East Direct Design Option) 5AM1538 5AM Denver, Laramie & Northwestern Railroad Eligible Linear Resource, Criterion A Segment Conveys Significance of Resource Adams 5AM1748 NA Fisher Ditch Irrigation Channel Eligible Criterion A

26 Section Smithsonian Site # Segment Site # Address/Location Property Type NRHP Eligibility Criteria Representative Site Photo Adams (East Direct Design Option) 5AM1888 5AM AM Denver, Marshall & Boulder/Denver Utah & Pacific Railroad Eligible Linear Resource, Criterion A All Segments Convey Significance of Resource Eligible Linear Resource, Criterion A Adams 5AM2089 5AM Kershaw Ditch Irrigation Channel Segment Conveys Significance of Resource Adams 5AM2094 NA 5900B Federal Boulevard Commercial Building Eligible Criterion C

27 Section Smithsonian Site # Segment Site # Address/Location Property Type NRHP Eligibility Criteria Representative Site Photo Arvada 5JF1278 NA Arvada Downtown Historic District NRHP District Eligible Criteria A and C Arvada 5JF1942 NA Reno Park Addition Historic District NRHP District Eligible Criteria A and C Arvada 5JF1943 NA Stocke/Walter Addition Historic District NRHP District Eligible Criteria A and C

28 Section Smithsonian Site # Segment Site # Address/Location Property Type NRHP Eligibility Criteria Representative Site Photo Arvada 5JF181 NA 5580 Old Wadsworth Boulevard Flour Mill Eligible Criteria A and C, Contributing Element to Arvada Downtown Historic District Arvada 5JF437 NA 7530 Grandview Avenue Commercial Building Eligible Criteria A and C, Contributing Element to Arvada Downtown Historic District Arvada 5JF519 5JF JF519.6 Colorado & Central/ Colorado & Southern Railroad Eligible Linear Resource, Criterion A 5JF All Segments Convey Significance of Resource

29 Section Smithsonian Site # Segment Site # Address/Location Property Type NRHP Eligibility Criteria Representative Site Photo 5JF Eligible Linear Resource, Criterion A Arvada 5JF2346 Denver, Northwestern & Pacific/Denver & Salt Lake Railroad 5JF Segment Conveys Significance of Resource Eligible Linear Resource, Criterion A Arvada 5JF4454 5JF Allen-Rand Ditch Irrigation Channel Segment Conveys Significance of Resource Wheat Ridge 5JF4462 NA nd Avenue Residential Building Eligible Criterion C

30 Section Smithsonian Site # Segment Site # Address/Location Property Type NRHP Eligibility Criteria Representative Site Photo Wheat Ridge 5JF4463 NA Address Unknown Barn Eligible Criterion C Eligible Linear Resource, Criterion A Wheat Ridge 5JF4362 5JF Reno-Juchem Ditch Irrigation Channel Segment Conveys Significance of Resource Source: Gold Line Team,

31 NRHP-Eligible Historic Resources Figures through 3.4-9, located at the end of this section, geographically identify the NRHP-eligible and -listed historic resources. The following text provides further information on all NRHP-eligible and listed resources identified during research and survey of the project APE. Burlington & Missouri River Railroad (5DV and 5DV6247.5) These railroad segments are a standard gauge grade located in the vicinity of the South Platte River. The rails are at grade or on a slightly elevated (1-foot), light-colored gravelballast berm. The grades measure approximately 20 to 30 feet wide, depending on ballast, and each segment is approximately 300 feet long. The grade has two sets of tracks, running parallel to each other. The siding segment 5DV connects the Burlington & Missouri River Railroad (B&MR) mainline to the Denver, Marshall & Boulder (DM&B) mainline. From the project area, the track continues southwest towards Denver Union Terminal and into northeast Colorado. The full resource was a B&MR mainline freight and passenger line connecting Kearney, Nebraska to Denver. Another line located within the same vicinity, the Burlington & Colorado, may be related. Both were subsidiaries of Chicago Burlington & Quincy. The linear resource is eligible under Criterion A for its association with the expansion of the freight and passenger transit rail network in the Denver metropolitan area and throughout Colorado. The resource was determined officially eligible by the SHPO in January Each segment has lost material and workmanship integrity but retains sufficient feeling, setting, association, and location to support the eligibility of the resource as a whole th Avenue, Texaco Site (5DV9173) This group of three buildings is a former Texaco site and includes three masonry buildings. The main building has a side-gabled roof with parapet ends. The cornice is corbelled brick. The windows along the east elevation have been closed up. There are two, large overhead garage doors on the south elevation. The building to the west of the main building has large, glass block windows. There is also a large, overhead garage door on this building. The roof of the second building is currently being replaced. It appears to have the same roof as the main building; a gabled roof with parapet ends. The third building is to the northwest of the main building. It, too, has a side-gabled roof with parapet ends. Evenly spaced throughout the roof of the third building are firewalls that mimic the parapet ends. A hood covers the front walkway. These buildings are eligible for listing in the NRHP under Criteria A and C. They are eligible under Criterion A because the property was an oil distribution center where finished petroleum products were distributed to local filling stations. This facility played an important part in the growth of the automobile industry and the gasoline distribution industry, which were significant in the growth of the region. These buildings are also eligible under Criterion C because they embody a distinctive type of commercial architecture that represents a significant style, type, and period of construction. The SHPO concurred with the eligibility on February 20, Inca Street (5DV9174) This is a two-story, square, brick warehouse, sited on the corner of 41st Avenue and Inca Street with the façade fronting on Inca Street. The roof has a parapet on both the front and back facades. The corners of the building have buttress piers and the sides of the building display two-story brick pilasters. This structure is shown on Sanborn maps as the substation for the Argo Line of the Denver Tramway Company (DTC). The DTC secured an exclusive city franchise to build electric streetcar lines, thereby dooming the horse railways that built

32 Denver's first streetcar lines in the 1870s. By 1900, the DTC had driven rival cable car and horse railways out of business and monopolized Denver streetcar service. The Tramway installed a city-wide network of overhead electric trolleys for lines that reached every neighborhood in Denver. The DTC eventually became one of Denver's largest employers and had a major role in shaping the development and residential patterns of the city. This building, as a remnant of the original operations of the DTC, retains sufficient integrity to communicate its essential role in the history of public transportation in Denver. This property was determined officially eligible in February 2006 under Criterion A for its contribution to the development and growth of Denver and its historic suburbs through increased availability of public transportation. Boston & Colorado Smelting Company/Denver Sewer Pipe & Clay Company Railroad Spur (5DV ) This railroad segment is a standard gauge spur located under I-70, just west of I-25. Access to this location was limited but was somewhat visible from a distance. This segment measures approximately 10 to 15 feet wide, depending on ballast, and is approximately 500 feet long. Field investigations from a distance and aerial photographs indicate dark-colored ballast on a raised berm. It is unclear if the tracks have been removed but the spur appears abandoned/discontinued. This spur was originally built to service the Boston and Colorado Smelting Company s Argo facility. The Argo facility was built in It closed operation in 1909, due to decreased ore shipments and a fire at the facility. The Boston and Colorado Smelting Company was founded by Nathaniel Hill, who discovered the way to process the Black Hawk/Central City ore for its gold. In 1910, the Denver Sewer Pipe and Clay Company built a facility to produce fire-brick at this location. The company was owned by David Duff Seerie and William F. Giddis, who previously ran a contracting company and built such area staples as the Cheesman Dam, the State Capital, and the Brown Palace Hotel. The spur was retained to service their needs. The spur was shortened when the modern Denver Post building was constructed. The spur was utilized by the Denver Post building, with the spur connecting to a dock on the building s corner. This linear resource is eligible for listing in the NRHP under Criterion A for its association with the Boston & Colorado Smelting Company and the Denver Sewer Pipe & Clay Company. Both were prominent businesses founded by locally recognized citizens and involved in precious metal mining, which was a significant factor in the growth and development of the Denver metropolitan area. Each segment has lost material and workmanship integrity but retains sufficient feeling, setting, association, and location to support the eligibility of the resource as a whole Fox Street (5DV10490) This single family dwelling displays elements of both the Italianate and Queen Anne styles. It is two stories, with a hipped roof clad in asphalt shingle with added dormers on the south elevation, and a front-gabled roof over the primary façade. The building is clad in brick laid in common bond and is built on a cement foundation with an ashlar course between the cement and brick. The building displays a drip course, a belt course, and a spring course, which extends only from the window on the primary façade to wrap around the corner. Both the spring course and the belt course are designed so there is a row of bricks set with the headers diagonal to the horizontal elements above and below. The primary façade has two bays, consisting of a window with a basket handle arch and an entry door. The window in the gable end is one-over-one double-hung wood sash, with the upper pane surrounded by small multi-colored panes on three sides. This window has a cement sill and decorative lintel with a rosette decoration. This ornamentation is repeated on several other windows, located on the first floor of the dwelling, in that portion that is set back under the hipped roof. On the south elevation, this creates a box bay; the roof of this bay window has been raised

33 vertically to create a balcony wall for the second story dormer opening. This dormer is separated by a wood sided box chimney from another dormer, which has sliding metal sash. The building has maintained good location, workmanship, and materials integrity, as seen in the brick detailing, fenestration, and footprint. It has lost some design integrity due to the dormers added to the roof pitch on the south elevation, but many historic architectural details remain intact. It has lost integrity of setting, association, and feeling as it is now surrounded on three sides by heavy industrial and commercial intrusions. This building is eligible for listing in the NRHP under Criterion C as a good and rare representative example of the style and type of structure found along Fox Street when it was still Argo Street and was located in the small town of Argo, which developed around the Argo Smelter in the late nineteenth century Fox Street (5DV10492) This single family dwelling, built in 1891, represents a transitional architectural type, with elements of Italianate and Queen Anne styles. The brick exterior is laid in common bond on both stories. The primary façade is three bays with the entry on the right. The two windows on the primary façade have segmental arch lintels and wood sills. The brick transom line continues across the primary façade, across the entry. The entry is sheltered by a small front-gable portico with decorative cornice board. Above the entry is a wood sunburst ornamentation and the entry is flanked by smooth Roman engaged columns. It has a steep roof with a small, decorative vergeboard at the peak, decorated with jigsaw cutouts. A single window with a brick segmental arch and wood sill is located in the gable end. All the windows on the primary façade are elongated wood sash with large fixed panes over divided smaller panes. The fenestration is copied on the secondary facades with one exception. There are three arched windows on the south side and two arched windows on the west side, separated by a smaller, rectangular frame with a wood sill. The building has maintained good location, design, workmanship and materials integrity, as seen in the brick detailing, fenestration, and footprint. It has lost integrity of setting, association, and feeling as it is now surrounded on two sides by heavy industrial and commercial intrusions. This building is eligible for listing in the NRHP under Criterion C as a good and rare representative example of the style and type of structure found along Fox Street when it was still Argo Street and was located in the small town of Argo, which developed around the Argo Smelter in the late nineteenth century. Denver, Northwestern & Pacific/Denver & Salt Lake Railroad (5AM982 and 5AM982.3) The DNW&P railroad is significant to the growth and development of Colorado and the greater West. Its distinction as the highest rail line built in the United States is also significant. The proprietor, David Moffat, was a prominent Denver banker and his vision to cross the Continental Divide would forever make his place in the history of Colorado and rail transportation. The entire resource retains its integrity and alignment. The resource was determined officially eligible for listing in the NRHP under Criterion A in The property is a 7,000-foot-long segment of the DNW&P railroad. This is a single-track rail. The berm is both raised (1-4 feet above ground surface) and at grade. The entire segment has been modified from its original construction. Modern ballast, igneous/metamorphic mix, is over the entire grade. Road crossings are a mix of wood, rubber, and some metal (all no earlier than the 1950s). Bridges and culverts have been updated. Older culvert bridges have been updated since the 1960s. The alignment is the only original component of the visible grade. This segment maintains integrity of association and location and thus, as a piece of the linear resource, it conveys the significance of the DNW&P railroad

34 Denver, Laramie & Northwestern Railroad (5AM1538.2) This railroad segment is a standard gauge grade located in the vicinity of Utah Junction used primarily as a mainline freight and passenger railroad. The track crosses several sidings and then continues south towards Denver Union Terminal. The rails are at grade to the northeast and as the segment continues southwest, it is on a slightly elevated (1-foot), dark-colored metamorphic-gravel ballasted berm. The grade measures approximately 10 to 15 feet wide, depending on ballast, and this segment is approximately 500 feet long. It is located near a rail-yard and has been consistently used and maintained over the years. The surrounding rail-yard is of well-packed dirt with some gravel and areas of concrete or asphalt. This segment is a part of the Denver Laramie and Northwestern railroad, Denver s last main historic railroad construction. It was begun originally to reach Seattle, Washington, competing against the Union Pacific. Constructed in 1909, it originated at the Moffat Depot on the Northwestern Terminal line, but was never extended further than Greeley. The railroad operated until The construction and operation of the railroad was the instigation of development for several area communities, including Milliken, Wattenburg, and Welby. This line was also used by the Denver and Salt Lake ( ) to avoid high switch costs from other railroads as it made deliveries of livestock to the Denver Union Stockyards and coal to Elyria. The linear resource is eligible for listing in the NRHP under Criterion A for its association with the expansion of the rail network in Colorado, including freight and passenger transit in the Denver Metropolitan area and beyond. The entire resource, 5AM1538, was determined officially eligible in January This segment has lost integrity but retains enough features to support the eligibility of the resource as a whole. Fisher Ditch (5AM1748) Initial water rights for this ditch date to Additional rights, transfers, and exchanges of rights occurred in 1861, 1862, 1863, 1864, 1867, 1874, and 1898 (all adjudicated in 1884). Construction of the original ditch from the headgate would have been around Improvements, extensions, and additions of features would have followed. The ditch s total length is approximately 19,750 feet. Of this total length, a segment approximately 5,250 feet long is now surrounded by industrial and commercial development and 8,500 feet has been piped. The entire Fisher Ditch was recommended eligible for listing in the NRHP under Criterion A in The SHPO concurred with the eligibility on February 20, It is associated with early high plains and plains irrigation farming in Colorado. Water rights and irrigation were essential to the residents of the area who relied on the ditches to transport water to their crops and livestock. Denver, Marshall, & Boulder/Denver, Utah & Pacific Railroad (5AM and 5AM1888.3) These railroad segments are a standard gauge siding located along the eastern edge of the North Yards, at Utah Junction. The rails are on a slightly elevated (1-foot), light-colored gravel-ballasted berm. The grade measures approximately 10 to 15 feet wide, depending on ballast, and the segments are each approximately 500 feet long. They are located in a rail yard and have been consistently used and maintained over the years. Segment 5DV also contains elements of the Equilateral or Y-type switch: switch-point rails, rail-frogs, and rail-guards. These segments merge with an adjacent track a few hundred feet north. To the south the siding continues towards Denver Union Terminal. Segment 5DV is a part of an early rail-line from Denver to the Boulder area. Originally the grade was built in 1881 by the Denver Western & Pacific Railway, a subsidiary of the UP, from 16th and Chestnut Street in Denver to the Broomfield area. It remained unfinished until 1885, when the DM&B took control and finished construction through the towns of Marshall and Boulder. In 1890, several UP subsidiaries, including the DM&B, were combined into the Union Pacific Denver & Gulf Railway (UPD&G)

35 Segment 5DV was originally built by the Denver Utah & Pacific (DU&P) in The DU&P built a narrow gauge line in 1881 from 19th Street and Hartford Street in Denver north for 23 miles where it connected to the Denver Longmont & Northwestern, and ultimately to the town of Lyons. In 1882, the DU&P was sold to the Chicago Burlington & Quincy (CB&Q) but remained the DU&P. In 1889, the DU&P line was abandoned north of the Utah Junction area. This grade is now under 56th and 57th Avenue at Utah Junction. In order for the remaining southern track to be functional, the siding was built to connect to the DM&B. The southern tracks were changed to standard gauge and ran under the CB&Q name. The linear resource is eligible for listing in the NRHP under Criterion A for its association with the expansion of the rail network throughout Colorado, including freight and passenger transit in the Denver metropolitan area and beyond. Both segments have lost some elements of integrity, but retain sufficient setting, feeling, association, and location to support the eligibility of the resource as a whole. Site 5AM1888 was assigned under the name Denver Utah & Pacific and was determined Officially Eligible in January Note that these segment determinations are based on the assumption both resources are considered a part of the DU&P, but it appears site 5AM may also be associated with the DM&B, UPD&G, and C&S. If site 5AM were a segment of the DM&B, UPD&G and C&S it would still contribute to the significance of those rail lines. Kershaw Ditch (5AM2089 and 5AM2089.1) This is a 2,500-foot segment of the Kershaw Ditch, which is an irrigation channel that flows into Clear Creek. It is an unlined irrigation channel that crosses the rail north-south (piped). It then runs parallel to the tracks just outside the ROW in a small, 2-foot-wide by 1-foot-deep channel. It crosses under Lowell Boulevard in a concrete box culvert and continues east, north of the railroad ROW. Initial water rights for this ditch date to Additional rights, transfers, and exchanges of rights occurred between 1861 and 1905 (adjudicated in 1882 and 1884). Construction of the original ditch from the headgate would have been around Improvements, extensions, and additions of features would have followed. The total length of the ditch is approximately 6,200 feet. Of this total length, approximately 2,800 feet is now surrounded by residential and commercial development and 400 feet has been piped. The Kershaw Ditch is eligible for listing in the NRHP under Criterion A. It is associated with early high plains and plains irrigation farming. The integrity of this segment is sufficient to convey the significance of the Kershaw Ditch as a whole. 5900B North Federal Boulevard (5AM2094) This small, square building is a good example of the Moderne architecture that sprang up along urban roadways in the mid-twentieth century. This one-story building was built circa 1935 on a cement slab foundation. The building is clad in steel and has a flat roof. The northwest and southwest corners are rounded. Band detailing at the top and the bottom of the walls wraps around the building on the north, west, and south sides. The windows are original metal casement windows. Windows on the west side are two bay with a transom, and windows on the north and south sides are three bay with a transom. The building is eligible for listing in the NRHP under Criterion C due to its unique architectural style, which is not often found in this area. The building maintains integrity of location, design, workmanship, and materials. The setting, feeling, and association have been altered by modern commercial and transportation uses. Arvada Downtown Historic District (5JF1278) The Arvada Downtown Historic District was listed in the NRHP in The district is bounded by Ralston Road, Teller Road, Grandview Avenue, and Yukon Street. The district is eligible under Criterion A for its association with Arvada s historic commercial, architectural, social, and transportation history. It is also eligible under Criterion C for its architecture, which includes examples of nineteenth and early twentieth century buildings

36 The period of significance is 1874 to The district features both residential and commercial structures in styles that include Craftsman, Queen Anne, and Art Moderne. Reno Park Addition Historic District (5JF1942) The Reno Park Addition Historic District was listed in the NRHP in 1999, and is bounded by Allison Street, Ralston Road, Yukon Street, and Reno Drive (NRHP, 1999a). The district is eligible under Criterion A for community planning and development. The district is significant for its history as one of the earliest areas of exclusively residential development within Arvada. It is also eligible under Criterion C for its architecture, with good examples of late 19th and early twentieth century bungalows and classic cottages. The period of significance is 1889 and Stocke/Walter Addition Historic District (5JF1943) The Stocke/Walter Addition Historic District was listed in the NRHP in 1999 and is bounded by Saulsbury Street, Ralston Road, Grandview Avenue, and Reed Street (NRHP, 1999b). The district is eligible under Criterion A for its association with community planning and development, and under Criterion C for architecture. The period of significance is 1893 to The district is made up of mostly residential properties and features bungalows, classic cottages, and other building types in various styles Olde Wadsworth Boulevard (5JF181) The Arvada Flour Mill represents one of the few mills of its kind left in the country. The building was built on a concrete and rock foundation. There are 16 total four-over-four, double-hung, wood-frame sash windows. The gambrel roof is of corrugated metal, as is the gabled roof over the single-story, front-gabled section that faces Olde Wadsworth Boulevard. The entire building is clad in metal sheets with a pressed brick pattern. The mill was important to the economy of Arvada because the original owner, Eugene Emory Benjamin, became famous for his high-quality flour called Arva-Pride flour. He was the first miller in the western United States to put his flour into dress print sacks. Families could turn the bags into clothing, which was very practical for those hard hit during the Depression. The building is now owned by the Arvada Historical Society and is open for tours by appointment. This building is a contributing element of the NRHP Arvada Downtown Historic District and was listed individually in the NRHP in 1977 under Criteria A and C Grandview Avenue (5JF437) This is the home of the First National Bank of Arvada, significant for its association with the development of Arvada s historic commercial district. It was erected in 1896 and is the oldest continuously operating bank in Jefferson County. The building is also significant for its role in the social history of Arvada, as its second floor meeting hall was used by the community for a variety of functions including church services, community meetings, dances, fraternal group meetings, and for the 1912 Jefferson County Democratic Convention. The building s International style appearance reflects a 1939 remodeling and includes features such as smooth white terra cotta wall cladding, tripartite and glass block windows, entrances with fluted terra cotta surrounds, and flat metal hoods. This building is a contributing element of the NRHP Arvada Downtown Historic District. Colorado & Central/Colorado & Southern Railroad (5JF519, 5JF519.4, 5JF519.6, and 5JF519.11) The Colorado & Central and Colorado & Southern Railroad started building a railroad connecting Golden to Denver in Two years later, the C&C began construction on railroads to the west, tapping into the rich gold fields. From the project area, the railroad corridor continues west towards Golden and US Highway 6, and south to Union Station. The rail system was determined officially eligible for listing in the NRHP in The Colorado & Central and Colorado & Southern Railroad (5JF519) is eligible for listing in the NRHP under Criterion A for its association with the expansion and development of the rail network in the

37 Colorado Plains. As the first railroad in Colorado, it is significant to the growth and development of the region. The system as a whole retains its integrity and alignment. In the surveyed area, this segment is a single-track rail. The berm is both raised (1 to 4 feet above ground surface) and at grade. The three surveyed segments (5JF519.4, 5JF519.6, and 5JF519.11) have been modified from their original construction. Rail manufacture dates along the segments date from 1939, 1944, 1950, 1954, and the 1990s. Modern ballast, igneous/metamorphic mix, is over the entire grade. Road crossings are a mix of wood, rubber, and some metal (all no earlier than the 1950s). Older culvert bridges have been updated since the 1960s. There are several active spurs to local commercial and industrial businesses. The alignment is the only original component of the visible grade. Segment 5JF is 23,337 feet long; Segment 5JF519.4 is 2,500 feet long; and Segment 5JF519.6 is 2,150 feet long. These segments of the rail resource do not retain integrity of materials, design, or workmanship, but they do retain integrity of location, feeling, and association, which are important elements of rail resources. These segments are able to convey the significance of the entire rail resource. Denver, Northwestern & Pacific/Denver & Salt Lake Railroad (5JF2346, 5JF2346.1, and 5JF2346.9) This is the same line as discussed previously in 5AM982.3, but this portion of the line is in Jefferson County. The DNW&P railroad is significant to the growth and development of Colorado and the greater West. Its distinction as the highest rail line built in the United States is also significant. The entire resource retains its integrity and alignment. The resource was determined officially eligible for listing in the NRHP under Criterion A in In Arvada, there are two segments of the DNW&P railroad: Segment 5JF is 4,800 feet long and Segment 5JF is 1,000 feet long. These two segments of the rail resource do not retain integrity of materials, design, or workmanship, but they do retain integrity of location, feeling, and association, which are important measures for linear resources. Both of these segments are able to convey the significance of the entire NRHPeligible DNW&P railroad. Allen-Rand Ditch (5JF4454 and 5JF4454.1) William Allen and William (also called Charles) Rand built this ditch to irrigate their neighboring farms. This is a good example of early ditch construction by independent citizens to irrigate their agricultural crops. Water rights for this ditch were not found but may possibly be tied to the Rand Ditch with rights on Leyden Creek in The ditch s total length could not be determined. The Allen-Rand Ditch is eligible for listing in the NRHP under Criterion A for its association with early high plains agriculture and contribution to the broad patterns of Colorado history. This is a 2,500-foot-long segment of the Allen-Rand Ditch. It is an unlined irrigation channel that emerges from underground via a plastic corrugated pipe. The channel runs east-west on the south side of Ridge Road and at the far north edge of the railroad ROW. The channel measures 2 feet wide and 2 feet deep. Several small concrete box foundations are at the east end, probably for pumps to transfer water to another lateral or property. The ditch ends at Carr Street where it is piped underground and turns to the north. The integrity of this segment of the ditch is intact, as little has been done to modernize the ditch, with the exception of sections now being piped under roads. This segment is able to convey the significance of the irrigation resource as a whole West 52nd Avenue (5JF4462) This building is a good example of an English-Norman Cottage. It has a steeply pitched, cross-gabled roof. There is also arched brick detail above the front door and side window, as well as an attic vent. The windows are multi-light, wooden casement. The adjacent

38 garage has a stepped parapet side with a small window. This building is eligible for listing in the NRHP under Criterion C. It is a good example of a relatively uncommon architectural style. It is also significant as being one of the few structures of its style to survive the commercial, industrial, and modern residential developments in close proximity. Address Unknown (5JF4463) This classic barn is significant to the history of Wheat Ridge as a farming community and was probably used as a horse barn. It appears to have been built in the 1930s and is two stories. The barn has a rectangular footprint and a cement foundation. The building is clad in horizontal drop siding. Two large double doors on either side of the building slide on overhead tracks. Support for the hay-lift on the second floor is intact on the west side. The gambrel roof has composition shingles. There is also a belfry in the center of the roof. The building maintains integrity of workmanship, location, materials, and design, but it has lost integrity of setting due to the industrial uses that surround it on all sides. This building is eligible for listing in the NRHP under Criterion C. Reno-Juchem Ditch (5JF4362 and 5JF4362.2) The Reno-Juchem Ditch flows out of Clear Creek. It is an unlined irrigation channel that crosses (north-south) Ridge Road via a corrugated metal pipe, turns east-west, and then crosses (north-south) under the railroad via a concrete, wood, and metal bridge/culvert. The culvert may be from the 1920s to the 1950s but has been updated since the 1960s, with new wood beams and a new pedestrian walkway. The channel turns east-west and continues west, crossing a road and into an adjacent field. The channel measures approximately 4 feet wide and 4 feet deep. Initial water rights for this ditch date to Additional rights, transfers, and exchanges of rights occurred in 1862, 1865, 1870, and 1878 (all adjudicated in 1884). Construction of the original ditch from the headgate would have been around Improvements, extensions, and additions of features would have followed. The ditch is associated with John Juchem (also spelled Jukhem) and Louis A. Reno both were early homesteaders in the Arvada area. The ditch s total length is approximately 56,800 feet. Of this total length, approximately 34,000 feet is now surrounded by residential development, 2,600 feet has been realigned, and 4,200 feet has been piped. The integrity of this segment has been preserved as only minor maintenance and repairs have taken place. This segment maintains sufficient integrity to convey the significance of the irrigation resource as a whole. The full linear resource is eligible for listing in the NRHP under Criterion A for its association with early high plains agriculture and contribution to the broad patterns of Colorado history. Given the integrity of this segment of the ditch is generally intact; this segment is able to convey the significance of the irrigation resource as a whole Impact Evaluation Historic Direct and indirect effects to cultural resources within the APE were determined as outlined in 36 CFR 80 and NEPA. Effects to those properties eligible for listing in the NRHP, contributing structures to NRHP-listed historic districts, and individual NRHP-listed resources were identified by alternative. No Action Alternative The No Action Alternative assumes that existing and committed improvements, as defined in Chapter 2, Alternatives Considered, would be implemented by others as planned. Direct, Indirect, Construction, and Cumulative Impacts Roadway Projects Future roadway projects, as defined in the No Action Alternative, may result in direct, indirect, construction, and cumulative impacts and effects to historic resources. No Action

39 projects fall under the jurisdiction of NEPA, NHPA, and AHPA would be required to identify potential resources, survey resources, determine their eligibility, and evaluate the potential effects of alternatives. The analyses for these future roadway projects are unique and separate from this DEIS, and their impact would need to be addressed in environmental documents prepared for those projects as they are funded. Northwest Rail Project It is anticipated that construction of the section of Northwest Rail from DUS to Pecos Street would be within the railroad ROW using the Railroad Alignment. However, if RTD and the railroad companies determine that commuter rail in the North Yards (between 38th Avenue and Pecos Street) is not feasible then the East Direct Design Option would be selected. If the Gold Line project were not constructed, the Northwest Rail project would still be implemented. Therefore the impact of the track work and bridges in the DUS to Pecos Street portion is presented below in the No Action Alternative as part of the Northwest Rail project. The following text and tables provide specific information on historic resources in the No Action Alternative portion of the Northwest Rail project from DUS to Pecos. Two options are presented from DUS to Pecos Street utilizing either the Railroad Alignment or the East Direct Design Option. Regardless of the alignment selected, impacts to historic resources in the portion of the Northwest Rail project, from DUS to Pecos Street, results in No Adverse Effect. Table summarizes the Direct Impacts and Adverse Effects to NRHP-eligible and -listed resources occurring in the Northwest Rail Project with both the Railroad Alignment and East Direct Design Option. TABLE Summary of Impacts and Adverse Effects to Eligible or Listed Historic Resources No Action Alternative (Northwest Rail) No Action (Northwest Rail) Alternative with Railroad Alignment No Action Alternative (Northwest Rail) with East Direct Design Option Impacts Resulting in Finding of Adverse Impacts Resulting in Finding of Adverse Direct Impacts Effect Direct Impacts Effect Stations Alignment Total Source: Gold Line Team, 2008 Table summarizes the effects findings for NRHP-eligible and -listed historic resources of the Northwest Rail project, in the No Action Alternative with the Railroad Alignment (DUS to Pecos). TABLE Summary of Effects to Eligible or Listed Historic Resources No Action Alternative (Northwest Rail) with Railroad Alignment (DUS to Pecos) Section Smithsonian Site # Segment Site # Address/Location Direct Impacts Adams 5AM1748 NA Fisher Ditch Source: Gold Line Team, 2007, 2008 Indirect Impacts Effects Findings No Historic Properties Affected

40 Table summarizes the effects findings for NRHP-eligible and -listed historic resources of the Northwest Rail project, in the No Action Alternative with the East Direct Design Option (DUS to Pecos). TABLE Summary of Effects to Eligible or Listed Historic Resources No Action Alternative (Northwest Rail) with East Direct Design Option (DUS to Pecos) Section Smithsonian Site # Segment Site # Address/Location Direct Impacts Indirect Impacts Effects Findings Denver (East Direct Design Option) 5DV6247 5DV DV Burlington & Missouri River Railroad No Historic Properties Affected Denver (East Direct Design Option) Denver (East Direct Design Option) Denver (East Direct Design Option) 5DV DV Boston & Colorado Smelting Company/Denver Sewer Pipe & Clay Company Addition of commuter rail to the corridor, including new rail and ballast, and hardware replacement 5DV10490 NA 4143 Fox Street 5DV10492 NA 4205 Fox Street Adams 5AM1748 NA Fisher Ditch Adams (East Direct Design Option) 5AM1538 5AM Denver, Laramie & Northwestern Railroad No Adverse Effect No Historic Properties Affected No Historic Properties Affected No Historic Properties Affected No Historic Properties Affected Adams (East Direct Design Option) 5AM1888 5AM AM Denver, Marshall & Boulder/Denver Utah & Pacific Railroad No Historic Properties Affected Source: Gold Line Team, 2007, 2008 The following text provides additional effects determination information on the NRHP-eligible and -listed historic resources with direct impacts of the Northwest Rail project, in the No Action Alternative with the East Direct Design Option (DUS to Pecos). Boston & Colorado Smelting Company/Denver Sewer Pipe & Clay Company Railroad Spur (5DV ) The East Direct Design Option would impact this rail spur entering the Denver Post Production site. Adjustments would be required to the existing freight rail tracks during construction, to accommodate the new commuter rail tracks. Adjustments to the existing freight rail would result in direct impacts to the historic rail spur. As a standard part of rail maintenance, the freight rail and other rail features are continually upgraded, replaced or moved by the railroad. The spur appears to no longer be in use; however, the setting, association, location and feeling of the rail spur remain intact. The spur remains located

41 between the railroad corridor and an industrial area (Denver Post Production site), as it did when used historically. Because these elements of integrity would not be altered as a result of this project, there would be No Adverse Effect to the historic resource. Preferred Alternative Direct Impacts Impacts and effects to historic resources would differ for the Preferred Alternative, depending on the station options chosen in the Denver Section. The Preferred Alternative would result in an Adverse Effect to one historic resource, only if the 39th Avenue East Station option is selected. If the 38th Avenue Station or the 41st Avenue East Station option is selected, No Adverse Effect would occur. The electric substation site would have no impact or effect to historic resources. The following text and tables provide specific information on historic resources associated with the Preferred Alternative. Table summarizes the Direct Impacts and Adverse Effects to NRHP-eligible and - listed resources occurring in the Preferred Alternative. TABLE Summary of Impacts and Adverse Effects to Eligible or Listed Historic Resources Preferred Alternative Preferred Alternative Impacts Resulting in Finding of Direct Impacts Adverse Effect Stations 0 to to 1 1 Alignment 4 0 Substation & Electrification Elements 0 0 Total 4 to 5 0 to 1 1 Source: Gold Line Team, This impact and finding of Adverse Effect only occurs if the 39th Avenue East Station option is selected. The following text provides additional effects determination information on the NRHP-eligible and -listed historic resources with direct impacts from the Preferred Alternative. Texaco Site, th Avenue (5DV9173) The construction of the 39th Avenue East Station option (East Direct Design Option only) would result in the demolition of one of the historic resources in this complex of three buildings. The northern portion of this parcel, historically used by Texaco at this location, would be utilized for the 39th Avenue East Station option and adjacent parking. The demolition of the NRHP-eligible structure on this site and the loss of the setting of the complex would result in an Adverse Effect to this historic property. There would be no direct impact to this resource if the Preferred Alternative with the Railroad Alignment or the 41st Avenue East Station option, under the East Direct Design Option, are selected. Kershaw Ditch (5AM2089 and 5AM2089.1) The Preferred Alternative would impact a segment of the Kershaw Ditch, as a result of the addition of commuter rail features along the current freight railroad. The existing railroad corridor already crosses this segment of the ditch. Because the integrity of location, association and feeling of the ditch would remain unchanged in conjunction with this project, there would be No Adverse Effect to the historic linear resource as a whole

42 Colorado & Central/Colorado & Southern Railroad (5JF519 and 5JF519.11) The Preferred Alternative would impact one segment of this linear resource. The addition of electric commuter rail technology to the existing freight rail corridor would include the addition of new rail, hardware, ballast, and the construction of a catenary pole system. It is anticipated that the track associated with this resource would be relocated 10 to 15 feet south to accommodate new commuter rail. Adjustments to the existing freight rail would result in direct impacts to the historic linear feature. As a standard part of rail maintenance, the freight rail and other rail features are continually upgraded, replaced or moved by the railroad. The resource s integrity of materials, workmanship and design has already been lost due to regular rail maintenance and upgrading. The integrity of association, feeling and setting would remain intact. There would be No Adverse Effect to the historic linear resource as a whole as a result of this project. Allen-Rand Ditch (5JF4454 and 5JF4454.1) The Preferred Alternative would impact a segment of this linear resource. The construction of the commuter rail features along the current freight railroad corridor would result in a direct impact to a segment of the irrigation feature. The addition of electric commuter rail technology to the freight rail corridor would include addition of new rail, hardware, ballast, and the construction of a catenary pole system. Existing rail corridors and roadways already cross this linear resource in several locations. This ditch retains integrity of location, association and feeling and these elements would not be diminished by the planned commuter rail crossing. There would be No Adverse Effect to the historic linear resource as a whole as a result of this project. Reno-Juchem Ditch (5JF4362 and 5JF4362.2) The Preferred Alternative would impact a segment of this linear resource. The addition of commuter rail features along the current freight railroad corridor would result in a direct impact to a segment of this irrigation feature. The addition of electric commuter rail technology to the freight rail corridor would include addition of new rail, hardware, ballast, and the construction of a catenary pole system. The existing railroad corridor already crosses this segment of the ditch. This ditch retains integrity of location, association and feeling and these elements would not be diminished by the planned commuter rail crossing. There would be No Adverse Effect to the historic linear resource as a whole as a result of this project. Table summarizes the effects findings for NRHP-eligible and -listed historic resources associated with the Preferred Alternative. TABLE Summary of Impacts and Effects to Eligible or Listed Historic Resources Preferred Alternative Section Smithsonian Site # Segment Site # Address/Location Direct Impacts Indirect Impacts Denver (39th Avenue East Station option) 5DV9173 NA th Avenue (Texaco Site) Demolition of one structure Loss of setting Effects Findings Adverse Effect (Only if the 39th Avenue East Station option is selected. Otherwise, No Historic Property Affected)

43 Section Denver (41st Avenue East Station Option) Smithsonian Site # Segment Site # Address/Location Direct Impacts Indirect Impacts 5DV9174 NA 4101 Inca Street Adams 5AM982 5AM982.3 Denver, Northwestern & Pacific /Denver & Salt Lake Railroad Adams 5AM2089 5AM Kershaw Ditch Adams 5AM2094 NA Arvada 5JF1278 NA Arvada 5JF1942 NA Arvada 5JF1943 NA Arvada 5JF181 NA Arvada 5JF437 NA Arvada Arvada 5JF519 5JF2346 5JF JF JF JF JF B Federal Boulevard Arvada Downtown Historic District Reno Park Addition Historic District Stocke/Walter Addition Historic District 5580 Old Wadsworth Boulevard 7530 Grandview Avenue Colorado & Central/Colorado & Southern Railroad Denver Northwestern & Pacific/Denver & Salt Lake Railroad Arvada 5JF4454 5JF Allen-Rand Ditch Existing railroad currently crosses this ditch Addition of electric rail to the corridor, including new rail and ballast, and hardware replacement Existing railroad currently crosses this ditch Noise and Visual Noise and Visual Noise and Visual Noise and Visual Noise and Visual Effects Findings No Historic Properties Affected No Historic Properties Affected No Adverse Effect No Historic Properties Affected No Adverse Effect No Adverse Effect No Adverse Effect No Adverse Effect No Adverse Effect No Historic Properties Affected No Historic Properties Affected No Adverse Effect No Historic Properties Affected No Adverse Effect

44 Section Wheat Ridge Wheat Ridge Wheat Ridge Smithsonian Site # Segment Site # Address/Location Direct Impacts Indirect Impacts 5JF4462 NA nd Avenue 5JF4463 NA Address Unknown 5JF4362 Source: Gold Line Team, 2007, JF Reno-Juchem Ditch Existing railroad currently crosses this ditch Effects Findings No Historic Properties Affected No Historic Properties Affected No Adverse Effect Indirect Impacts In addition to direct impacts to historic resources from the proposed project, the associated indirect impacts resulting from changes to the visual settings and noise levels of each historic resource were also evaluated. It is anticipated that the Preferred Alternative would result in No Adverse Effects to historic properties due to indirect impacts from visual, noise, or vibration changes. Noise levels are not expected to rise to a level that would impair the continued use and maintenance of any historic property. See Section 3.8, Noise and Vibration, for a more indepth discussion of the noise analysis. The Arvada Section has the greatest concentration of historic properties, primarily within the three NRHP districts. According to FTA noise criteria, there would be 49 severe noise impacts to residences in the NRHP districts and 31 moderate impacts. While these are considered severe impacts to residential properties (Noise Category 2, explained further in Section 3.8, Noise and Vibration), the incremental increase in the noise level would result in No Adverse Effect to the individual historic properties, nor to the districts as a whole. The districts have been associated with the rail line since the early 20th century, thus the setting, association, and feeling of the historic properties along the rail line would not be adversely affected by proposed noise levels. The historic use of the rail ROW for both frequent freight and passenger trains and the noise levels associated with the current and historic rail activity indicate No Adverse Effect from the incremental noise increase. The proposed mitigation of implementing a Quiet Zone along the corridor would address 100 percent of noise impacts to historic properties. It is estimated that the implementation of the Quiet Zone in Arvada would result in noise levels that are lower than current conditions

45 Indirect visual impacts due to the reintroduction of catenary systems to the setting of the historic properties along the rail line would have No Adverse Effect on these historic properties. Electric commuter rail lines powered through various catenary systems (see Figure 3.4-4) ran through the railroad ROW throughout the historic period. Therefore, the visual impacts to historic properties as a result of the catenary system are not expected to affect any property s integrity of setting or feeling. Visual impacts to historic structures due to the introduction of new parking structures are not expected to result in changes to the FIGURE End of Streetcar Line Source: Arvada Historical Society, 1976 setting or feeling of any historic property because the height of these structures would be similar to existing structures in the area and planned future TOD development. The parking structure options proposed in Olde Town Arvada are located south of the existing rail line near newer commercial development and are physically separated from the historic district. Vibration impacts to historic structures would result No Adverse Effects to NRHP-listed or - eligible properties. All of the expected vibration impacts would be to structures located within about 50 feet of the proposed track in Arvada. These impacts will be mitigated with a combination of track vibration isolation treatments and track turnout modifications. See Section 3.8, Noise and Vibration, for further information on potential impacts from noise and vibration. The following is a list of historic properties that would be indirectly impacted by noise, vibration, or visual change associated with the Preferred Alternative. While these properties would be indirectly impacted, the impact would result in No Adverse Effect to the historic resource. 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 Temporary Construction Impacts In addition to permanent direct and indirect impacts, historic properties within the APE could be subject to temporary impacts due to the noise, air quality, visual, and traffic-diverting effects of construction. These impacts would result in No Adverse Effect to the historic resources. Cumulative Impacts There would be no cumulative impacts to historic properties from the Preferred Alternative. Many of the neighborhoods in the project area developed due to their proximity to the railroad and the availability of public transportation and commercial goods. Considering the railroad corridor has existed in these historic neighborhoods for more than a century, there should be no cumulative impacts from the addition of commuter rail. Cumulative impacts

46 could become a factor from potential transportation-oriented development that may cluster around the station areas in the future. Avoidance and Minimization During the development of the build packages, the final alternatives were modified to avoid and minimize effects to historic resources wherever possible. In the Arvada Section, the proposed alignment was reduced from two tracks to a single track through the NRHP districts. Additionally, the catenary design was refined to complement the existing light standards in the historic areas. Following the completion of cultural resource surveys for the project, the station layouts for the Olde Town North and 38th Avenue Station option were redesigned to fully avoid eligible archaeological and historic resources. Multiple station designs were examined at the 39th Avenue East Station option; however, one impact remains and was unavoidable Mitigation Measures Historic For the historic properties with adverse effects, specific mitigation measures will be developed through consultation with SHPO, RTD, FTA, and other interested parties. Mitigation measures will be part of the MOA among FTA, the SHPO, and other interested parties. As part of the MOA, mitigation measures will be negotiated and agreed upon for each specific resource that may experience impacts that would result in an Adverse Effect. Details of the proposed, Preferred Alternative s mitigation measures are included below in Table TABLE Potential Mitigation Measures for Historic Resources under the Preferred Alternative Potential Mitigation Measures for the Preferred Impact Impact Type Alternative Direct impact demolition of 1 NRHP-eligible structure: Site 5DV9173, th Avenue, the Texaco Site. Impact results in an Adverse Effect. Temporary construction impacts (including traffic congestion, noise, air, and visual) Direct (Impact occurs only if the 39th Avenue East Station option is selected.) RTD will complete Level 2 Historic American Buildings Survey documentation for the impacted building at the 39th Avenue East Station option, if this station site is selected. Construction See Chapter 4, Transportation Systems. See Section 3.8, Noise and Vibration for mitigation measures. See Section 3.7.1, Air Quality, for mitigation measures. See Section 3.5, Visual and Aesthetic Resources, for mitigation measures. Sources: Gold Line Team, Traditional Cultural Resources There are no known traditional cultural resources within the project area

47 GOLD LINE DRAFT ENVIRONMENTAL IMPACT STATEMENT Archaeological and Historic Graphics FIGURE NRHP-Listed and -Eligible Archaeological and Historic Resources in the Study Area

48 FIGURE NRHP-Listed and -Eligible Archaeological and Historic Resources in the Denver Section

49 FIGURE NRHP-Listed and -Eligible Archaeological and Historic Resources in the Adams Section

50 FIGURE NRHP-Listed and -Eligible Archaeological and Historic Resources in the Arvada Section