East Corridor Final Environmental Impact Statement

Transcription

1 Transportation Systems Central Park Station RTD would provide pedestrian connections at key locations near the station, including: Smith Road between the west end of the station area and the bus access point 37th Avenue from west of Ulster Street to Uinta Street Ulster Street between 37th Avenue and Smith Road Uinta Street between 37th Avenue and Smith Road Access throughout the park-n-ride The pedestrian crossings at Smith Road are proposed to be at grade using traffic signals. Smith Road is proposed to have medians varying in width between 8 and 20 feet (depending on the presence of left-turn lanes) that would act as pedestrian safe zones. RTD and CCD coordinated to identify off-site connections required to enhance connectivity from the adjacent community to the station. These connections would be implemented by CCD or other parties. Pedestrian connections are recommended along: Smith Road from the west end of the park-n-ride to Quebec Street Smith Road from the bus access point to the east Ulster Street between 35th Avenue and 37th Avenue Uinta Street between 35th Avenue and 37th Avenue Central Park Boulevard Figure 4-18 shows proposed pedestrian and bicycle access near the Central Park station. September

2 Transportation Systems Figure 4-18 Proposed Pedestrian and Bicycle Access near the Central Park Station Peoria Station RTD would provide pedestrian connections at key locations near the station, including: Two new access roads Along the north side of the park-n-ride south of UPPR to Peoria Street Relocated Smith Road Access throughout the park-n-ride 4-64 September 2009

3 Transportation Systems Aurora and RTD coordinated to identify off-site connections required to enhance connectivity from the adjacent community to the station. These connections would be implemented by Aurora or other parties in order to connect the station with the local community and the adjacent pedestrian network. Pedestrian connections are recommended along: Smith Road Peoria Street Baranmor Parkway Figure 4-19 shows proposed pedestrian and bicycle access near the Peoria station. Figure 4-19 Proposed Pedestrian and Bicycle Access near the Peoria Station September

4 Transportation Systems 40th/Airport Station RTD has proposed providing pedestrian connections on North Salida Street for the length of the park-n-ride. Aurora and RTD coordinated to identify off-site connections required to enhance connectivity from the adjacent community to the station. These connections would be implemented by Aurora or other parties in order to connect the station with the local community and the adjacent pedestrian network. Recommended connections are: 40th Avenue Salida Street From the platform adjacent to the proposed commuter rail track to the north to 40th Avenue Across 40th Avenue (either an at-grade crossing or a grade separated crossing associated with the commuter rail crossing) Figure 4-20 shows proposed pedestrian and bicycle access near the 40th/Airport station. Figure 4-20 Proposed Pedestrian and Bicycle Access near the 40th/Airport Station 4-66 September 2009

5 Transportation Systems For the 40th Avenue Design Option 2, the station platform would be shifted to the north. The bicycle and pedestrian connection by others would be modified accordingly Pedestrian Crossings The Preferred Alternative includes 17 at-grade roadway crossings (one of which has grade separation design options in the FEIS). An analysis of each crossing was conducted based on safety impacts to traffic operations and overall crossing feasibility. Details of this analysis can be found in Subsection , Grade Separation Analysis. Typical measures to increase safety at these crossings may include roadway closure, flashing lights, crossing gates, and audible warnings. Gates and barrier curbs would be included at all new and existing crossings at a minimum. From the inventory of schools in the project area, two at-grade crossings (Clayton Street and Steele Street) were identified where a high concentration of students are likely to cross the rail corridor. These crossings were evaluated in more detail to ensure that adequate safety measures are implemented. The evaluation included: Review of aerial photography Site visits Stakeholder input (including meeting with school officials) Pedestrian counts Identification of effects on pedestrian access by the Preferred Alternative Development of measures to mitigate adverse impacts The evaluation concluded that additional mitigation measures are required at the Clayton Street and Steele Street crossings. These may include fencing of sidewalks at crossings, swing gates, and active pedestrian-scale warning signs Mitigation RTD will coordinate with local jurisdictions to provide pedestrian access to each of the station sites and bus stops in the East Corridor. Impacts to pedestrian facilities and associated mitigations are identified in Table September

6 Transportation Systems Table 4-26 Pedestrian Facilities Impacts and Mitigation Related to the Preferred Alternative Impacts Direct Impacts Improved pedestrian connections to proposed station sites. Increase in frequency of train crossings where students are likely to cross. Indirect Impacts No impacts. Temporary Construction Impacts No impacts. Mitigation Coordinate with local jurisdictions to provide pedestrian access to proposed station sites. Pedestrian crossing at the 38th/Blake station would provide pedestrian and bicycle access over the UPRR and between the 38th/Blake park-n-ride and the platform. Provide access between the Central Park station park-n-ride and the platform by a traffic signal for pedestrian crossing on Smith Road. Provide additional safety measures at Clayton Street and Steele Street crossings where students are likely to cross; these may include fencing of sidewalks at crossings, swing gates, and active pedestrian-scale warning signs. No mitigation required. No mitigation required. 4.5 BICYCLE FACILITIES Impacts to bicycle facilities are not anticipated under the No-Action Alternative. For the Preferred Alternative, it is assumed that bicyclists may typically ride as far as 2 to 4 miles to a station. Improvements to facilitate bicycle operations under the Preferred Alternative would include enhancement to the bike path system near stations to provide better linkages between stations and surrounding neighborhoods. Multi-use trails and streets would be used by bicyclists for both transportation and recreation along the East Corridor. Planned future trails crossing the Preferred Alternative alignment (Derby Lateral, First Creek, Second Creek, and E-470) will not be precluded and are discussed in Section 3.7, Parklands and Recreation Areas, of Chapter 3, Affected Environment, Environmental Consequences, and Mitigation. Figure 4-21 shows the existing bicycle route and trail system in the project area. The Denver Bicycle Master Plan Update 2001 (CCD, 2002d) develops and implements a comprehensive bicycling program by developing a physical bicycle system and education, public policy, and information distribution programs. The plan identifies a number of planned onstreet and off-street bicycle routes. Existing and planned bicycle routes surrounding each of the proposed station areas are shown in Figure 4-22 through Figure RTD will work with local jurisdictions to incorporate connections between existing and planned bicycle routes and proposed station sites. The goal of Denver s bicycle system is to make it possible for a person anywhere in the city to be no more than 0.5 mile from a designated bicycle route. As CCD nears completion of this grid, a number of major missing links that hamper connections to the system have become apparent. Missing links within the East Corridor include Northeast neighborhoods, DIA access, E-470 link, First Creek, Second Creek, 48th Avenue, High Line Corridor, other regional trails, and connections to Green Valley Ranch and Gateway areas September 2009

7 Transportation Systems The Northwest Aurora Bicycle and Pedestrian Master Plan identifies strategic goals related to bicycle facility planning in Northwest Aurora and the city in general. A critical plan goal recommends providing a comprehensive bicycle and pedestrian network that connects local and regional facilities, enhances mobility, and reduces traffic congestion. The City of Aurora Comprehensive Plan 2003 (City of Aurora, 2003) recommends the city update the 1998 Aurora Bike Plan; however, the fast pace of development activity at Stapleton, Lowry, and Fitzsimons prompted the more focused effort of the Northwest Aurora Bicycle and Pedestrian Master Plan in the short term. It identifies the planned transit station at Peoria Street and acknowledges that efficient and well-designed bicycle and pedestrian facilities would be needed to meet the anticipated increase in transit demand in the area. The current RTD bike-n-ride program allows bikes on both light rail and buses. This program will be updated to allow bicycles on commuter rail as well. Under the current plan, bicycles are allowed on light rail any time with a permit, on a space-available basis. A special permit is needed to bring a bicycle on light rail and can be acquired free online or at RTD information kiosks. All buses except the 16th Street Free MallRide are equipped with bicycle racks on the front of each bus. On regional and skyride buses, bicycles can be stowed on bike racks or inside baggage bins. Bicycle lockers are located at RTD park-n-rides and transit stations. Bicycle lockers can be used by anyone once they have signed a locker agreement and purchased an RTD-issued padlock. Existing bicycle routes and enhancements for each of the station areas are discussed further in this section. September

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9 Transportation Systems Figure 4-21 Existing Bicycle Route and Trail System Source: Denver Bike Map (2006). September

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11 Transportation Systems 38th/Blake Station The station location could be accessed from west to east via the D-9 bicycle route at Wynkoop Street to a proposed pedestrian bridge that crosses over the UPRR tracks and then to the platform or the street network. The stairs and pedestrian bridge would be designed to accommodate bicycle traffic. Difficulties exist in going east to west to access either the bridge or the platform from route D-9 due to the grade separation between 38th Street and Blake Street. RTD will continue to coordinate with CCD to provide bicycle access to the 38th/Blake station site. CCD has expressed a strong desire to put in a pedestrian and bicycle bridge over the UPRR at 36th Street to improve pedestrian and bridge connectivity. This bridge is shown in Figure Figure 4-22 Existing and Planned Bicycle Routes Surrounding the 38th/Blake Station Source: Denver Bike Map (2006). September

12 Transportation Systems Colorado Station Existing bicycle route D-2 currently travels along Jackson Street and Smith Road, and would provide a direct connection to the Colorado station site along its east border. Route D-2 would also provide a connection to north-south route D-15 just east of the station area along Dahlia Street, east-west route D-4 south of the station area along 35th Avenue, and north-south route D-13 just west of the station area along Steele Street. The relocation of Smith Road near the Colorado station would not impact the route D-2 crossing under the Colorado Boulevard bridge. Access from the east could be accomplished for both bicycle and pedestrian access along the abandoned section of Smith Road from Albion Street to the east end of the station platform. Access directly from the west would require a pedestrian bridge, which is not included as a part of this project. CCD has identified providing a connection along 42nd Avenue as a priority to improve connections to the west. This bridge, which would be funded by others, is shown in Figure Good bike access is provided from the south to the station via Jackson Street. Figure 4-23 Existing and Planned Bicycle Routes Surrounding the Colorado Station Source: Denver Bike Map (2006) September 2009

13 Transportation Systems Central Park Station Existing bicycle route D-2 along Smith Road and planned route D-19 along Central Park Boulevard would provide bicycle access along both the north and east borders of the Central Park station site. Uinta Street would be designed as a pedestrian- and bicycle-friendly street. Planned routes throughout the Stapleton neighborhood would provide connections to multiple bike routes traversing Denver, including the Sand Creek Regional Greenway trail. Both direct access and connections to the bicycle routes traversing Denver would provide good bicycle access to the Central Park station. See Section 3.7, Parklands and Recreation Areas, for more information regarding the temporary detour route during construction and final configuration of the trail crossing. Figure 4-24 Existing and Planned Bicycle Routes Surrounding the Central Park Station Source: Denver Bike Map (2006). September

14 Transportation Systems Peoria Station There is an existing Aurora bicycle route along Baranmor Parkway on the west side of Peoria Street. This route provides access to the Sand Creek Regional Greenway Trail via an off-street route parallel to Ursula Street. Access to the site from the Baranmoor neighborhood would be via the street network and along sidewalks. RTD will coordinate with CCD and Aurora to provide bicycle access to the Peoria station site. Proposed bike routes shown in Figure 4-19 are the result of ongoing coordination between RTD and Aurora, and would be the responsibility of Aurora. Figure 4-25 Existing and Planned Bicycle Routes Surrounding the Peoria Station Source: Denver Bike Map (2006) September 2009

15 Transportation Systems 40th/Airport Station Existing bicycle route D-2C currently travels north of and parallel to the 40th/Airport station. This existing route would allow direct access to the site from the west and providing connections to the Montbello, Gateway, and Green Valley Ranch neighborhoods. It would also allow for connections to Aurora and Denver via the DIA bicycle route. Additional bicycle access would need to be included as plans for adjacent development parcels become better defined. Figure 4-26 Existing and Planned Bicycle Routes Surrounding the 40th/Airport Station Source: Denver Bike Map (2006) Impacts to bicycle facilities and associated mitigations are identified in Table September

16 Transportation Systems Table 4-27 Bicycle Facilities Impacts and Mitigation Related to the Preferred Alternative Impacts Direct Impacts Improved bicycle connections to proposed station sites. New grade-separated crossing at Sand Creek Regional Greenway trail. Indirect Impacts No impacts. Temporary Construction Impacts No impacts. Mitigation Coordinate with local jurisdictions to incorporate connections between existing and planned bicycle routes and proposed station sites. Allow bicycles on commuter rail trains. Install bicycle lockers at proposed station sites. No mitigation required. No mitigation required. 4.6 FREIGHT RAILROAD FACILITIES The Preferred Alternative alignment would run in or along the south side of the UPRR ROW between DUS and Airport Boulevard. Commuter rail trains would operate in or adjacent to the UPRR ROW, and UPRR freight trains would operate to the north of the Preferred Alternative alignment. UPRR is the major freight carrier operating in or through the project area. UPRR operates on both the Greeley and Limon subdivisions. Several rail storage and transfer facilities are located in the East Corridor project area including active and inactive lead tracks, such as industry spur tracks and the BNSF Market Lead. Figure 4-27 shows the existing railroads in the project area. Currently UPRR provides both local and through freight service on both subdivisions along the corridor. The Greeley subdivision runs from DUS to 40th Avenue, where it continues northeast towards Sand Creek Junction and points north. The Limon subdivision starts at 40th Avenue and heads east towards Kansas. For analysis purposes, data from the UPRR regarding train traffic in the East Corridor was used for existing conditions. For future analysis, data from the CDOT Rail Relocation Implementation Study was used, as appropriate. The existing UPRR site has two active freight yards. The existing 36th Street Yard, located near Pullman Junction near downtown Denver, serves as a receiving and departure yard for inbound and outbound local freight traffic. Trains arrive at the yard and the freight cars are switched into local trains for delivery to local industries. Freight from these industries is collected by local trains and is brought to the yard where it is assembled into outbound trains. Operations at this yard include 9 existing switch locomotives (daily) moving around the yard (1,500 to 2,000 horsepower [hp] engines) and 6 line-haul locomotives (daily) traveling in and out of the yard (4,000 to 4,400 hp engines). The existing 40th Street Intermodal Ramp/TOFC is located at th Avenue in Denver. There are four operating tracks totaling approximately 8,000 feet in length. Four storage tracks also exist adjacent to the main line on the north side of the facility site. Approximately 900 parking spaces are provided for trailers, containers, and related equipment. Four side-lift machines are used for loading and unloading rail cars. A private contractor handles the lifting operations at the facility. The facility has a capacity of approximately 150,000 containers per year. The facility currently handles two intermodal trains per day for a total volume of some 120,000 containers for domestic and international trailers per year September 2009

17 Transportation Systems Figure 4-27 Existing Railroads Source: RTD (2006). September

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19 Transportation Systems Operations at this yard include 2 intermodal trains consisting of 3 to 4 locomotives (4,000 to 4,400 hp engines), 2 switch engines (1,500 to 2,000 hp engines), and 120,000 annual truck trips (60,000 round trips) for intermodal freight transfers. The Preferred Alternative would run parallel to the UPRR mainline and on the south side of the existing freight alignment in and/or along UPRR ROW. Impacts should be minimal as the two lines would not cross or share track. The transit and freight alignments would share at-grade crossings and grade separations between DUS and Airport Boulevard. The Preferred Alternative would require the purchase or lease of portions of UPRR ROW between DUS and Airport Boulevard. Varying widths of ROW would be required in different locations. The Preferred Alternative alignment would impact how freight is moved in the corridor because UPRR provides rail service to customers along both sides of the corridor. UPRR currently provides rail service to four customers on the south side of the alignment. UPRR would discontinue service to properties along the south side of the alignment. It is not known at this time whether or not the change in freight service would require the acquisition and relocation of these businesses. If these customers require relocation, these impacts will be addressed in accordance with the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, as amended (Uniform Act). While current freight access would be maintained to UPRR customers on the north side of the alignment, industry spurs to the south would be disconnected and UPRR tracks would be modified in several locations to accommodate the Preferred Alternative alignment. Beginning just west of York Street the mainline freight track would be shifted slightly to the north. This realignment continues east almost to Dahlia Street and would be necessary to accommodate one freight track and two commuter tracks in the UPRR ROW. Storage tracks would also need to be moved to accommodate the commuter rail tracks at locations between Colorado Boulevard and Sable Boulevard. The mainline and storage track relocations would result in the same total length of track in the corridor so that UPRR capacity is maintained at the existing level. Once construction is completed, there would be complete replacement/relocation of the impacted UPRR track. Table 4-28 identifies impacts to freight railroad facilities and associated mitigations. Table 4-28 Freight Railroad Facilities Impacts and Mitigations Related to the Preferred Alternative Impacts Direct Impacts Discontinued UPRR service to four customers south of the UPRR alignment. Relocation of mainline and storage tracks to accommodate commuter rail on or adjacent to existing UPRR ROW. Indirect Impacts No impacts. Temporary Construction Impacts Temporary interruptions to service. Mitigation Impacts to customers will be addressed in accordance with the Uniform Act. See Section 3.4, Land Acquisition, Displacements, and Relocation of Existing Uses. No mitigation required. Coordinate with UPRR to minimize disruption to service and concentrate construction activities to less active freight times. September

20 Transportation Systems 4.7 AIR TRAVEL FACILITIES DIA, a multi-modal transportation hub located 23 miles northeast of downtown Denver, is the fifth busiest airport in the U.S. and the tenth busiest in the world. In 2008, DIA serviced 51.2 million passengers. Air passengers and employees at DIA have multiple transportation choices to get to and from the airport. The primary modes include private auto, rental car, taxicab, public transit, charter bus, limousine, and shuttle van service. Existing public transit service to DIA provided by RTD consists of limited (route 169L), express (route 145X), and skyride (routes AA, AB, AF, AS, and AT) bus services. Parking available at DIA includes garage, economy surface, and remote/shuttle parking. Short-term parking and valet parking are also available. On average, typical lengths of stay are one to two days for garage users, three days for economy surface lot users, and four days for remote/shuttle lot users. Current parking rates at DIA are shown in Table Table 4-29 Denver International Airport Parking Options and Rates Type Hourly Rate Daily Maximum Rate Garage $2.00 $18.00 Economy Surface $1.00 $9.00 Remote/Shuttle $1.00 $5.00 Short-term $ Valet $2.00* $27.00 Source: DIA, Maintenance and Engineering Division (2006). * $9.00 valet fee in addition to the hourly rate. With the addition of commuter rail, both commuters and airport employees would be provided another transportation option to get to and from the airport. Also, some current rental car users with an origin or destination of downtown Denver may avoid using a rental car service, and current taxicab users may choose to be dropped off at a rail station, rather than riding directly to DIA. The commuter rail station at DIA would be at Level 1. It would include two tracks, two side platforms, and one center platform. Excavation would be necessary to accommodate the tracks and platforms serving the station. The proposed location of the DIA station is shown in Figure FAA has specific horizontal and vertical clearance requirements for the runways at DIA. Clearance requirements analyzed include the building restriction line (BRL), runway protection zone (RPZ), approach surface, and the transitional surface. These requirements were evaluated along with the clearance of the Preferred Alternative alignment regarding the runway approach lights at the east end of runway 7L/25R. There is no difference in impacts between New Castle Design Options 1 and September 2009

21 Transportation Systems Figure 4-28 Denver International Airport Station Location Source: FasTracks Rail Station Feasibility Study Denver International Airport (RTD, 2005c). Building Restriction Line The BRL is a horizontal clearance requirement and is located 750 feet from the center of the runway. Nothing is allowed to be built between the runway and the BRL. The centerline of the westbound track, the track closest to the BRL, would be located approximately 895 feet south of the centerline of runway 7L/25R. Using a 10-foot offset distance from the track centerline, to allow for the width of the vehicle and objects along the wayside such as signals, would result in a clearance of 885 feet from the runway centerline. The Preferred Alternative alignment would be outside of the BRL. Runway Protection Zone The RPZ is a horizontal clearance line for the approach to the ends of the runway that meets the primary surface of the runway. The primary surface of the runway is a 1,000-foot-wide shape that extends 200 feet from each end of the runway and is the same elevation as the runway centerline. The horizontal clearance for the RPZ is defined by a trapezoidal area located 200 feet from the end of the runway and measuring 1,000 feet by 2,500 feet by 1,750 feet. Building in the RPZ is restricted, and FAA approval is necessary. September

22 Transportation Systems The Preferred Alternative would cross through the RPZ approximately 2,400 feet from the end of runway 7L/25R, and is shown in Figure Figure 4-29 Preferred Alternative near DIA Approach Surface The approach surface is an imaginary vertical clearance surface that starts at the end of the primary surface of a runway and extends 50,000 feet from the end of that runway. The slope of the approach surface is 50 to 1 for the first 10,000 feet from the end of the runway and 40 to 1 for the remainder. The approach surface is a trapezoid that is 1,000 feet by 50,000 feet by 15,000 feet and covers the RPZ. In order to be clear of the approach surface, the entire construction envelope for the commuter rail alignment must be below it. The top of the commuter rail clearance envelope was determined by adding 30 feet to the track profile elevation. The clearance envelope is based on the estimated maximum height of the overhead contact system pole that is supporting a simple catenary system with a contact wire September 2009

23 Transportation Systems The Preferred Alternative alignment would cross under the approach surface 2,400 feet from the end of runway 7L/25R at an elevation of 5,367 feet. The elevation of the approach surface at that location is 5,398 feet, which is 1.3 feet above the transit clearance envelope. It would cross out of the approach surface at 2,600 feet from the end of the runway. The elevation of the approach surface at this point is 5,408 feet. The top of the transit envelope is 5,354 feet, which is 54.0 feet below the approach surface; therefore, the Preferred Alternative would be entirely below the approach surface. Transitional Surface The transitional surface is a surface that extends perpendicular to the runway centerline and is a vertical clearance line that starts at the edge of the BRL, RPZ, and approach surface. The slope of the transitional surface is seven to one. Like the approach surface, in order to be clear of the transitional surface, the entire construction envelope for the alignment must be below it. The entire construction envelope of the Preferred Alternative alignment would be clear of the transitional surface. Runway Approach Lights The Preferred Alternative alignment would cross under the approach lights at the eastern end of the RPZ. The runway approach lights are evenly spaced along the centerline of the RPZ and increase in elevation at a rate of 50 to 1. In order to be clear of the runway approach lights, the construction envelope needs to be horizontally and vertically clear of the lights. Clearances to existing and future runways west and south of the terminal were analyzed. With the exception of runway 7L/25R, the alignment would be located far enough away from the runways that clearances were not of concern. Because the alignment would run parallel to runway 7L/25R and cross the RPZ on the east end, an additional analysis was performed. Using data provided by DIA, the light elevations were determined for 100 feet on either side of the Preferred Alternative alignment. It was determined that there would be 390 feet of clearance between the lights and the transit clearance envelope for the Preferred Alternative alignment. Table 4-30 identifies impacts to air travel facilities and associated mitigations. Table 4-30 Air Travel Facilities Impacts and Mitigation Related to the Preferred Alternative Impacts Direct Impacts Alignment would cross the runway protection zone 2,400 feet from the end of runway 7L/25R. Indirect Impacts No impacts. Temporary Construction Impacts No impacts. Mitigation Continue coordination with DIA and FAA. No mitigation required. No mitigation required. September

24 Transportation Systems 4.8 TRANSPORTATION PLAN COMPATIBILITY The No-Action and Preferred alternatives were evaluated to determine their compatibility with local and regional transportation plans and policies. Table 4-31 presents a summary of the alternatives and the applicable local and regional transportation plans. If the plans do not identify the East Corridor, their compatibility is identified in the table as neutral. Table 4-31 Local and Regional Plan Compatibility Plan Name No-Action Alternative Preferred Alternative DRCOG Metro Vision 2020 (2000) No* Yes DRCOG 2030 Metro Vision Regional Transportation Plan No* Yes FasTracks RTD (2004) No* Yes I-225 Major Investment Study RTD (2001a) No Yes North Metro Major Investment Study RTD (2001b) Neutral Yes Denver Union Station Master Plan FTA, RTD, DRCOG, CDOT, & CCD (Draft 2004) No Yes City and County of Denver Pedestrian Master Plan (2004a) Neutral Yes Denver Bicycle Master Plan Update 2001 Neutral Neutral Downtown Multi-Modal Access Plan CCD (2005b) Neutral Yes New Lands Transportation Plan Commerce City (2000) Neutral Neutral Curtis Park/Five Points Two-Way Conversion Study CCD (2001) Neutral Neutral Adams County Transportation Plan (1996 Updated in 1999) Neutral Yes 40th Avenue Corridor Infrastructure Improvement Study CCD (2002c) No Yes Stapleton Development Plan (The Green Book) CCD, Citizens Advisory Board, and Stapleton Redevelopment Foundation (1995) No Yes River North Plan CCD Community Planning and Development Office (2003b) UPDATE No Yes ** Cole Planning Report CCD Community Planning and Development Office(1998) Curtis Park Neighborhood Plan CCD Community Planning and Development Office (1987) Park Hill Neighborhood Plan CCD Community Planning and Development Office (2001a) Neutral Neutral Neutral Yes Yes Yes Montbello/Green Valley Ranch Neighborhood Plan CCD (1991) No Yes Stapleton Parks and Recreation Master Plan CCD (2002b) No Yes Gateway Concept Plan CCD Community Planning and Development Office and Gateway/Stapleton Development Office (1990) Neutral Yes Denver International Airport Layout Plan DIA (2004) No Yes Denver Strategic Transportation Plan CCD (2008) Neutral Yes 4-86 September 2009

25 Transportation Systems Table 4-31 Local and Regional Plan Compatibility Plan Name Blueprint Denver: An Integrated Land Use and Transportation Plan CCD (2002a) No-Action Alternative Neutral Preferred Alternative Yes Central Park Boulevard Interchange Environmental Assessment CCD, CDOT, and FHWA (Ongoing) Yes Yes * Plans acknowledge that implementation is contingent on the environmental review process. ** Compatible with transit-oriented development (TOD) in the area, but not to the same extent now the UPRR TOFC site is not available. September

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