Federal Boulevard Planning Environmental Linkage Study October 2009

FEDERAL BOULEVARD (5TH AVENUE TO HOWARD PLACE)
PLANNING ENVIRONMENTAL LINKAGE STUDY
Prepared for:
City and County of Denver

201 West Colfax Avenue, Department 509
Denver, CO 80202
Colorado Department of Transportation

Region 6
2000 S. Holly Street
Denver, CO 80222
Federal Highway Administration

12300 West Dakota Avenue, Suite 180
Lakewood, CO 80228
Prepared by:
Felsburg Holt & Ullevig

6300 South Syracuse Way, Suite 600
Centennial, CO 80111
303/721-1440
Project Manager: Kevin Maddoux
FHU Reference No. 08-171

October 2009
October 2009
TABLE OF CONTENTS
Page
1.0 INTRODUCTION -------------------------------------------------------------------------------------------- 1
1.1 Study Location and Description---------------------------------------------------------------- 1
1.2 Logical Termini------------------------------------------------------------------------------------- 4
1.3 Existing Roadway --------------------------------------------------------------------------------- 4
1.4 Purpose of the Proposed Action--------------------------------------------------------------- 4
1.5 Need for the Proposed Action------------------------------------------------------------------ 5
1.6 Objectives for the Proposed Action ----------------------------------------------------------15
1.7 Planning Context ---------------------------------------------------------------------------------15
1.8 Other Transportation Projects in the Vicinity ----------------------------------------------19
2.0 ALTERNATIVES -------------------------------------------------------------------------------------------23
2.1 Proposed Action ----------------------------------------------------------------------------------23
2.2 No-Action Alternative ----------------------------------------------------------------------------28
2.3 Other Alternatives Considered and Alternative Screening-----------------------------31
3.0 AFFECTED ENVIRONMENT AND ENVIRONMENTAL CONSEQUENCES --------------41
3.1 Land Use, Socio-Economics, and Community--------------------------------------------41
3.2 Properties Acquired for Right-of-Way and Displacements-----------------------------57
3.3 Parks and Recreation ---------------------------------------------------------------------------59
3.4 Air Quality ------------------------------------------------------------------------------------------60
3.5 Traffic Noise ---------------------------------------------------------------------------------------61
3.6 Historic and Archaeological Resources-----------------------------------------------------62
3.7 Paleontology---------------------------------------------------------------------------------------67
3.8 Water Resources and Floodplains -----------------------------------------------------------68
3.9 Wetlands and Other Waters of the US------------------------------------------------------70
3.10 Biological Resources ----------------------------------------------------------------------------70
3.11 Special Status Species -------------------------------------------------------------------------74
3.12 Hazardous Materials-----------------------------------------------------------------------------75
3.13 Cumulative Impacts------------------------------------------------------------------------------75
4.0 AGENCY COORDINATION AND PUBLIC INVOLVEMENT -----------------------------------89
4.1 Agency Coordination ----------------------------------------------------------------------------89
4.2 Public Involvement -------------------------------------------------------------------------------90
5.0 NEXT STEPS -----------------------------------------------------------------------------------------------95
6.0 REFERENCES ------------------------------------------------------------------------------------------- 107
APPENDIX A Agency Coordination

APPENDIX B Public Involvement
APPENDIX C Biological Resources Technical Memorandum
APPENDIX D FHWA Colorado Division Planning/Environmental Linkages Questionnaire
FELSBURG HOLT & ULLEVIG

October 2009
LIST OF FIGURES
Page
Figure 1. Project Area and Vicinity ------------------------------------------------------------------------ 2
Figure 2. Project Area----------------------------------------------------------------------------------------- 3
Figure 3. Crash Rates on Federal Boulevard (5th Avenue to Howard Place) ------------------ 5
Figure 4. Crash Type Breakdown (2001 to 2003) ----------------------------------------------------- 6
Figure 5. Bus Stop and Pullout Locations --------------------------------------------------------------- 7
Figure 6. Existing and Projected 2035 Operational and Roadway Deficiencies --------------10
Figure 7. Planned Transportation Projects in the Vicinity of the Project Area -----------------21
Figure 8. Proposed Action Alignment --------------------------------------------------------------------24
Figure 9. Proposed Action Cross-Section --------------------------------------------------------------24
Figure 10. 2035 Proposed Action Lane Geometry and Levels of Service -----------------------27
Figure 11. No-Action Alternative ----------------------------------------------------------------------------29
Figure 12. 2035 No-Action Alternative Lane Geometry and Levels of Service -----------------30
Figure 13. Ideal Based on Design Standards Alternative --------------------------------------------35
Figure 14. Pedestrian Zone Alternative -------------------------------------------------------------------36
Figure 15. Minimum Width Raised Median Alternative------------------------------------------------37
Figure 16. Minimum Width Raised Median Alternative - Refined-----------------------------------37
Figure 17. Center Alignment ---------------------------------------------------------------------------------38
Figure 18. Western Alignment-------------------------------------------------------------------------------39
Figure 19. Weave Alignment---------------------------------------------------------------------------------40
Figure 20. Community Study Area -------------------------------------------------------------------------43
Figure 21. Existing Land Use - Generalized -------------------------------------------------------------44
Figure 22. Future Concept Land Use and Areas of Change ----------------------------------------47
Figure 23. Public and Community Facilities--------------------------------------------------------------48
Figure 24. Intensive Level Survey Area-------------------------------------------------------------------65
Figure 25. Noxious Weeds in the Project Area----------------------------------------------------------73

October 2009
LIST OF TABLES
Page
Table 1. Conceptual Cross-Section Alternative Screening Results -----------------------------34
Table 2. Minority Populations within the Community Study Area --------------------------------51
Table 3. Low-Income Households within the Community Study Area --------------------------52
Table 4. Property Acquisitions and Displacements1 ------------------------------------------------58
Table 5. Survey Log -----------------------------------------------------------------------------------------66
Table 6. List of Noxious Weed Species Present in the Project Area ---------------------------72
Table 7. Current and Reasonably Foreseeable Actions in the Community Study
Area --------------------------------------------------------------------------------------------------77
Table 8. Potential Impacts of Other Projects----------------------------------------------------------81
Table 9. Cumulative Analysis by Key Resource -----------------------------------------------------86
Table 10. Local Neighborhood Associations and Business Groups ------------------------------91
Table 11. Public Involvement Activities ------------------------------------------------------------------91
Table 12. Summary of Issues ------------------------------------------------------------------------------96

October 2009
LIST OF ACRONYMNS AND ABBREVIATIONS

A AASHTO American Association of State Highway and Transportation Officials
ADA Americans with Disabilities Act
AM morning
APE area of potential effects
B BMP best management practice
C CatEx Categorical Exclusion

CCD City and County of Denver
CDOT Colorado Department of Transportation
CDOW Colorado Department of Natural Resources Division of Wildlife
CDPHE Colorado Department of Public Health and Environment
CDPS Colorado discharge permit system
CEQ Council on Environmental Quality
CERCLA Comprehensive Environmental Response, Compensation, and Liability Act
CGS Colorado Geological Survey
CHS Colorado Historical Society
CO carbon monoxide
D dBA A-weighted decibels

DRCOG Denver Regional Council of Governments
E EA Environmental Assessment
EIS Environmental Impact Statement
F FEMA Federal Emergency Management Agency

FHU Felsburg Holt & Ullevig
FHWA Federal Highway Administration
FONSI Finding Of No Significant Impact
ft feet
H HUD US Department of Housing and Urban Development
I I-25 Interstate 25
I-70 Interstate 70
I-76 Interstate 76
L LOS level of service

LRT light-rail transit
M MESA Modified Phase I Environmental Site Assessment

MFI median family income
MS4 municipal separate storm sewer system
N NAAQS National Ambient Air Quality Standards

NEPA National Environmental Policy Act
NRCS US Department of Agriculture National Resource Conservation Service

October 2009
NRHP National Register of Historic Places
O OAHP Office of Archaeology and Historic Preservation

O3 ozone
P PEL Planning Environmental Linkage

PFYC probable fossil yield classification
PIP public involvement program
PM afternoon
PMT project management team
PM10 particulate matter less than 10 microns in size
R RCRA Resource Conservation and Recovery Act

ROD Record of Decision
RTD Regional Transportation District
S SAFETEA-LU Safe, Accountable, Flexible, Efficient Transportation Equity Act: Legacy for
Users
SB 40 Senate Bill 40
SH 88 State Highway 88
SHPO State Historic Preservation Officer
SIP State Implementation Plan
SWMP storm water management plan
T T/E threatened and endangered

TMDL total maximum daily load
TOD transit-oriented development
U US 6 6th Avenue
US 40 Colfax Avenue
US 285 Hampden Avenue
USACE US Army Corps of Engineers
USDOT US Department of Transportation
USEPA US Environmental Protection Agency
USFS US Department of Agriculture Forest Service
USFWS US Department of Interior Fish and Wildlife Service
UST underground storage tank
V VMT vehicle miles traveled

vpd vehicles per day

October 2009
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October 2009
1.0 INTRODUCTION
This report presents the results of a Planning Environmental Linkage (PEL) study conducted to
evaluate transportation improvements along Federal Boulevard from 5th Avenue to Howard
Place in Denver, Colorado. The City and County of Denver (CCD), in cooperation with the
Federal Highway Administration (FHWA) and the Colorado Department of Transportation
(CDOT), prepared this PEL Study in accordance with Safe, Accountable, Flexible, Efficient
Transportation Equity Act: A Legacy for Users (SAFETEA-LU).
In 2005, the current federal transportation authorization bill, SAFETEA-LU, was signed into law.
SAFETEA-LU authorizes the federal surface transportation programs for highways, highway
safety, and transit for the five-year period 2005 to 2009. SAFETEA-LU incorporates changes
aimed at improving and streamlining the environmental process for transportation projects by
allowing states to conduct corridor planning activities prior to the start of the National
Environmental Policy Act (NEPA) process.
FHWA defines PEL as a voluntary approach to transportation decision-making that considers
environmental, community, and economic goals early in the planning stage and carries them
through project development, design, and construction (FHWA, 2008). This can lead to a better
decision-making process that minimizes duplication of effort, promotes environmental
stewardship, and reduces delays in project implementation (CDOT, 2009).
The following NEPA process principles were followed for this PEL:
Preparation of a project purpose and need
Screening of alternatives and identification of a Proposed Action
Evaluation of their environmental impacts
Coordination with federal, state, and local agencies and public involvement
NEPA establishes a mandate for federal agencies to consider the potential environmental
consequences of their proposed actions, to document the analysis, and to make the information
available to the public for comment prior to implementation.
This PEL is intended to provide the framework for the long-term implementation of the Proposed
Action as funding is available and to be used as a resource for future NEPA documentation. The
technical reports prepared for this PEL are intended for use in support of future NEPA
documentation with minimal re-evaluation of resources and impacts.
1.1 Study Location and Description
Federal Boulevard is a principal north-south urban arterial roadway that is under the jurisdiction
of CDOT as State Highway 88 (SH 88). Federal Boulevard spans 20 miles between Bowles
Avenue to the south and 120th Avenue to the north on the west side of the Denver metropolitan
area and provides access to a number of major east-west roadways, including US 285
(Hampden Avenue), US 6 (6th Avenue), US 40 (Colfax Avenue), Interstate 70 (I-70), and
Interstate 76 (I-76) (Figure 1).
The project area extends along Federal Boulevard from 5th Avenue in the south to
approximately Howard Place in the north (Figure 2). East-west boundaries include the alley
between Federal Boulevard and Grove Street to the west and portions of the first row of parcels
immediately adjacent to Federal Boulevard to the east, which are not uniformly shaped.
FELSBURG HOLT & ULLEVIG Page 1

October 2009
Figure 1. Project Area and Vicinity
Federal Boulevard is predominantly a commercial corridor with a few single-family residences

between 5th Avenue and Howard Place. The primary commercial uses within the project area
include automotive maintenance shops, automotive sales/service facilities, and retail facilities
(clothing, furniture, and general merchandise stores). Light industrial facilities with some
residential areas are present in the neighborhoods east of the project area. The neighborhoods
to the west are primarily residential.
Federal Boulevard has historically been zoned to accommodate both regionally and locally
oriented businesses, based on Denver’s original zoning ordinance in 1925 (CCD, 1995). In
many cases, the commercial structures along Federal Boulevard in the project area are located
close to the street. These conditions, combined with a narrow right-of-way, have been a
deterrent to redevelopment in the area (CCD, 1995).

October 2009
Figure 2. Project Area

October 2009
The project area includes portions of five city parks: Barnum Park, Barnum East Park, Barnum
North Park, Paco Sanchez Park, and Rude Park (Figure 2). The Federal Boulevard/Decatur
Street park-n-Ride light-rail transit (LRT) station (Federal/Decatur LRT station), which is part of
the Regional Transportation District (RTD) FasTracks West Corridor LRT project that is
currently under construction, will be located south of Howard Place and east of Federal
Boulevard.
1.2 Logical Termini
The project area boundaries meet the criteria for logical termini and independent utility as
required by FHWA. The project area extends north from the 5th Avenue northern terminus of the
Federal Boulevard (Alameda Avenue to 5th Avenue) project to immediately south of the Federal
Boulevard/Howard Place intersection. South of 5th Avenue, the planned Federal Boulevard
cross-section includes three northbound and three southbound lanes. The existing Federal
Boulevard cross-section immediately south of the Federal Boulevard/Howard Place intersection
includes three northbound and three southbound lanes. This cross-section extends north
through the Federal Boulevard/Howard Place intersection and the Federal Boulevard/Colfax
Avenue interchange.
1.3 Existing Roadway
From 5th Avenue to 10th Avenue, the existing roadway cross-section consists of two northbound
lanes, three southbound lanes, and a center-turn lane. The existing pedestrian zone consists of
3-foot (ft) attached sidewalks on both sides of the street, except for a segment of sidewalk on
the eastern side of Federal Boulevard between Severn Place and 8th Avenue, which is 5-ft wide
with 3-ft buffer between the roadway and the sidewalk.
From 10th Avenue to Howard Place, the existing roadway cross-section consists of three
northbound lanes, three southbound lanes, and a center turn lane. The pedestrian zone
consists of 3-ft attached sidewalks on both sides of the street, except for a segment of sidewalk
on the eastern side of Federal Boulevard between 10th Avenue and Howard Place. This
segment of sidewalk is 5-ft with a 3-ft buffer from 10th Avenue to approximately 12th Avenue
where it transitions to a 5-ft attached sidewalk. The lane widths from 5th Avenue to Howard
Place vary from nine to twelve ft wide. The posted speed limit is 35 miles per hour (mph) along
Federal Boulevard.
1.4 Purpose of the Proposed Action
The purpose of the proposed action is to:
Improve the safety and efficiency of Federal Boulevard from 5th Avenue to Howard Place
Relieve traffic congestion on Federal Boulevard from 5th Avenue to Howard Place
Improve multi-modal mobility (pedestrians, bicycles, public transit, and private/commercial
vehicles) along Federal Boulevard from 5th Avenue to Howard Place, linking with existing
and planned sections of Federal Boulevard to the north and south

October 2009
1.5 Need for the Proposed Action

For Federal Boulevard, these categories include:
Safety
Traffic Operations
Multi-Modal Connectivity
These needs are discussed in the following sections.
1.5.1 Safety
A Safety Assessment Report was prepared for the project area (Felsburg Holt & Ullevig [FHU],
2009a). The crash history in the project area was evaluated for the period between January 1,
2001 and December 21, 2003 to locate clusters and identify causes. Figure 3 shows that the
overall three-year average crash rates are three to four times higher than the statewide average
rates for all crash types.
Figure 3. Crash Rates on Federal Boulevard (5th Avenue to Howard Place)
14 0.1
2002 Average Statewide Rate for
Similar Transportation Facilities 0.09
12
Overall 3-Year Project Area Average 0.08
(2001 to 2003)
10 0.07
Crash Rate*
0.06
8
0.05
6
0.04
4 0.03
0.02
2
0.01
0 0
Total Injury Property Fatal**
Damage
Only
Crash Type
th
Source: Federal Boulevard (5 Avenue to Howard Place) Planning Environmental Linkage Study Safety Assessment Report (FHU,
2009a)
* The crash rates are per million vehicle miles of travel (VMT)
** Fatal rates are per 100 million VMT.

October 2009
Crashes generally occurred at either signalized intersections or mid-block intersections. The

greatest number of crashes occurred at the Federal Boulevard intersections with US 6 and 8th
Avenue. There were three fatalities during the three-year period, which included one pedestrian
fatality when a pedestrian attempted to cross Federal Boulevard near Barberry Place.
A total of 511 crashes were reported in the three-year period. The majority of the crashes were
rear-end collisions followed by approach turn and broadside crashes. Figure 4 presents a
graphical representation of the overall crash types for the project area.
1.5.1.1 Rear-End Crashes
Rear-end crashes occurring on Federal Boulevard accounted for 40 percent of the total crashes
during the study period. Of these 209 rear-end crashes, 133 (64 percent) occurred in the
northbound direction and 53 (25 percent) occurred in the southbound direction. The remaining
crashes occurred on cross-streets. The disproportionate number of crashes in the northbound
direction is most likely due to the lane imbalance, as well as the narrow roadway which occurs
through the section south of 10th Avenue where there are two northbound and three southbound
lanes. The rear-end crashes that occurred between 5th Avenue and 10th Avenue accounted for
85 percent of crashes compared to the widened section of Federal Boulevard between 10th
Avenue and Holden Place that only experienced 15 percent of crashes. The narrow roadway
with little avoidance room for northbound vehicles likely adds to the frequency of rear-end
crashes through the section.
Figure 4. Crash Type Breakdown (2001 to 2003)
6%
3% Rear-End
3%
4% Approach Turn
Broadside
40%
11%
Sideswipe (Same Direction)
Fixed Objects
Head-On
16% Sideswipe (Opposite Direction)
All Other Types*

17%
th
Source: Federal Boulevard (5 Avenue to Howard Place) Planning Environmental Linkage Study Safety Assessment Report (FHU,
2009a)
* All Other Types include those crash types that are less than two percent of the total crash types and include Other Non-
Collision, Bicycle, Involving Other Objects, and Unknown.

October 2009
Figure 5. Bus Stop and Pullout Locations

Due to the urban nature of this corridor, there are
many intersections and driveways along the
section. This high number of access points may be
leading to rear-end crashes when vehicles slow
down to turn into an access, which in turn disrupts
vehicles behind them.
Four bus lines are routed along Federal
Boulevard: Route 30 South Federal, 30L South
Federal Limited, 36L Fort Logan Limited, and 49
North Lowell. With these routes, there are a
number of bus stops along the section, which
occupy the right lane of the roadway (Figure 5).
Vehicles do not have adequate space to pass
buses in the right lane, which can lead to rear-end
crashes.
1.5.1.2 Approach Turn Crashes
Approach turns are left turns made across
opposite lanes of traffic. Approach turn crashes
(17 percent) are the second highest crash type.
Approach turn crashes occurring on Federal
Boulevard accounted for 88 total crashes, with 55
percent of these crashes caused by northbound
vehicles turning west and 27 percent of these
crashes caused by southbound vehicles turning
east. The disproportionate number of crashes in
the northbound direction is most likely due to the
lane imbalance forcing northbound vehicles to
cross three lanes instead of the two lanes
southbound turning vehicles must cross. A left-turn
movement at non-signalized points along the
corridor may contribute to an increase in the
number of crashes because northbound vehicles
turn across three lanes of southbound traffic.
Between 5th Avenue and 10th Avenue, the roadway
has approximately 10-ft lanes and a 9.5-ft center
turn lane. Between 10th Avenue and Holden Place,
the roadway has approximately 11-ft lanes and an
11-ft center turn lane. The approach turn type
crashes which occurred between 5th Avenue and
10th Avenue accounted for 93 percent of crashes
due to the narrower roadway versus the widened
section of Federal Boulevard between 10th Avenue
and Holden Place, which only experienced 7
percent of crashes.

October 2009
1.5.1.3 Broadside Crashes

Broadside crashes (16 percent) are the third highest crash type. Broadside crashes occurring
on Federal Boulevard accounted for 82 total crashes, with 44 percent of these crashes involving
westbound vehicles, followed by 27 percent involving northbound vehicles. These broadside
type crashes are likely attributed to the number of non-signalized intersections and driveways
along the corridor, coupled with the large number of easterly T-intersections.
1.5.1.4 Head-On and Sideswipe (Same Direction and Opposite Direction) Crashes
There are two different types of sideswipe crashes: sideswipes occurring in lanes of the same
direction and sideswipes occurring in lanes of the opposite direction. Sideswipe crashes that
occur in the same direction are most likely caused by narrow lane widths. The lane widths on
Federal Boulevard are inconsistent and vary between nine and 12 feet.
Sideswipe (same direction) crashes (11 percent) are the fourth highest crash type. Sideswipe
(same direction) crashes occurring on Federal Boulevard accounted for 57 total crashes, with
40 percent of these crashes involving northbound vehicles and 39 percent of these crashes
involving southbound vehicles.
Sideswipe crashes and some of the head-on collisions that occur with vehicles moving in
opposite directions are likely due to the two-way center turn lane. Head-on and sideswipe
(opposite direction) crashes were 3 percent of the total crash type. Head-on and sideswipe
(opposite direction) type crashes occurring on Federal Boulevard accounted for 14 total crashes
each.
1.5.1.5 Fixed Object Crashes
Fixed object crashes (4 percent) accounted for 18 total crashes along the project area and
consisted of curb, light/utility pole, tree, fence, and wall/building crashes. Curb crashes likely
occurred due to the narrow lane widths along the corridor, especially when attempting to enter
or exit a similarly narrow driveway. Light/Utility pole crashes in the corridor were likely caused
by the close proximity of many poles to the roadway.
1.5.1.6 Pedestrian and Bicycle Crashes
Pedestrian and bicycle crashes (2 percent and 1 percent, respectively) are the next crash type.
Pedestrian crashes that occur within the project area may be attributed to several factors:
Discontinuity of sidewalks, which force pedestrians/bicyclists to make their own route
between sidewalk segments and potentially lead them closer to the roadway then is
desirable
Absence of pedestrian refuges and crosswalks, which lead to a greater number of vehicle
and pedestrians/bicyclists conflict points and force pedestrians/bicyclists to make their own
route crossing the roadway
Multiple curb cuts/access points, which lead to a greater number of vehicle and
pedestrians/bicyclists conflict points
Curb ramps in poor condition, which may mean the pedestrian spends more time accessing
and crossing the street than would occur if a clear path was provided
Long stretches of road without signalized intersections and crosswalks, which encourages
pedestrians/bicyclists to make their own route across the roadway

October 2009
The sidewalks in the project area are in poor condition and in various places parallel the
roadway with no buffer zone between the sidewalk and roadway. The majority of the sidewalks
are less than five feet wide and do not comply with Americans with Disabilities Act (ADA)
standards.
Bicyclists do not have a dedicated on-street bicycle lane, so many use the existing sidewalks for
north-south travel along Federal Boulevard. This leads to pedestrian and bicycle conflicts due to
the narrow width of the sidewalks.
1.5.2 Traffic Operations
A Traffic Report was prepared for the project area (FHU, 2009b). The average weekday daily
traffic volumes on Federal Boulevard are approximately 40,000 vehicles per day (vpd) between
US 6 and 8th Avenues and 41,400 vpd between 8th and Colfax Avenues. Daily traffic volume
forecasts for 2035 are in the 53,000 to 55,000 vpd range on Federal Boulevard in the project
area with increases of approximately 30 percent compared with existing traffic volumes.
The American Association of State Highway and Transportation Officials (AASHTO) uses the
term level of service (LOS) with values ranging from A to F to describe the operation
characteristics of intersections and roadways. LOS A represents the best possible operations
conditions, while LOS F is characterized by severe congestion and extremely poor traffic
operations (i.e. gridlock). In urbanized areas, LOS D is generally considered to be acceptable
for peak hour operations during the morning (AM) and afternoon (PM), which coincide with the
morning and evening commute.
Existing traffic operations along Federal Boulevard at the signalized US 6 westbound and
eastbound ramps and signalized 10th Avenue and Holden Place intersections are acceptable
(LOS D or better); however, the 8th Avenue intersection operates at LOS F (or failing) during the
afternoon peak hour (PM) (Figure 6). Operation forecasts with 2035 traffic from projected
regional growth, including construction of the Federal/Decatur LRT station and proposed
adjacent redevelopment, show continued degradation to an unacceptable level of congestion
(LOS F or failing) during the both the peak morning and afternoon hour for the 8th Avenue
intersection and during the peak afternoon hour for the US 6 westbound ramps and 10th Avenue
intersection.
The lane widths within the project area vary from nine to twelve feet, which is less than
AASHTO and CDOT standards (which recommend a minimum of 11 ft). The current median
within the project area is a painted median that serves as a two-way center turn lane, which
varies from 9 ft to 12 ft wide.
The intersections of Federal Boulevard/9th Avenue and Federal Boulevard/10th Avenue are off-
set. Offset intersections can create confusion and cause additional turning conflicts by drivers
unfamiliar with the area, since the drivers may assume that these streets are continuous across
Federal Boulevard.

October 2009
Figure 6. Existing and Projected 2035 Operational and Roadway Deficiencies

October 2009
Completion of the Federal Boulevard (Alameda Avenue to 5th Avenue) project to the south, an
existing six through lane cross-section from immediately south of the Federal Boulevard and
Howard Place intersection north to Colfax Avenue, and an existing lane imbalance from 5th
Avenue to 10th Avenue will result in a discontinuity of travel lanes on Federal Boulevard through
the project area. The planned cross-section for Federal Boulevard from Alameda Avenue to 5th
Avenue, south of the project, consists of three northbound 11-ft lanes, three southbound 11-ft
lanes, a 16-ft wide raised median, and 8-ft wide pedestrian zones on the east and west sides of
the street. The pedestrian zone consists of a 5-ft sidewalk and 3-ft landscaped/hardscaped
buffer between the roadway and the sidewalk on both sides of the street.
The existing cross-section north of the Federal Boulevard/Lakewood Gulch Bridge, immediately
south of Howard Place, consists of three northbound 11-ft lanes, three southbound 11-ft lanes,
a northbound left turn lane at Howard Place, a northbound right turn lane at Howard Place, an
attached 10-ft sidewalk on the western side of Federal Boulevard, and a 10-ft detached
sidewalk on the eastern side. The six through lane configuration continues north through the
Federal Boulevard and Colfax Avenue interchange.
The planned cross-section for the Federal Boulevard/Lakewood Gulch Bridge will be wide
enough to accommodate three northbound 11-ft lanes, three southbound 11-ft lanes, a 16-ft
wide raised median, a 2-ft shoulder on the east side, an 11-ft bus bay lane on the west side, and
10.5-ft sidewalks on both sides of the street. However, the bridge will initially be striped to match
the existing lane configuration and does not include capacity improvements. The Federal
Boulevard/Lakewood Gulch Bridge improvements will tie in with the existing roadway at 12th
Avenue.
1.5.3 Multi-Modal Connectivity
Multi-modal connectivity is the ability to provide connections between different modes of
transportation. For this project, modal connectivity is focused on interactions between vehicles,
pedestrian, bicycle, and public transportation.
The Federal/Decatur LRT station will be located south of Howard Place and east of Federal
Boulevard. The Federal/Decatur LRT station is located near major roadways, low- to medium-
density land uses, important transit routes, and special event centers and will function as an
important transportation hub for park-n-Ride commuters, bus transfers, and the many residents
and workers from nearby neighborhoods and businesses (RTD, 2003b). This station will provide
the last park-n-Ride opportunity for RTD FasTracks West Corridor LRT project commuters
destined for downtown Denver; therefore, it is expected to attract a large number of park-n-Ride
users (RTD, 2003b).

October 2009
1.5.3.1 Vehicle (Auto)

The planned Federal/Decatur LRT station park-n-Ride is the only facility that will allow for
vehicle drivers to connect with other modes of transportation in an efficient manner. Some of the
features of this corridor that affect vehicle travel and will affect the ability to connect with the
Federal/Decatur LRT station park-n-Ride include:
Discontinuous travel lanes on Federal Boulevard through the project area
Numerous points of access (driveways) directly on Federal Boulevard
Off-set intersections at Federal Boulevard/9th Avenue and Federal Boulevard/10th Avenue
T-intersections at Federal Boulevard/5th Avenue, Federal Boulevard/eastbound US 6 off-
ramp, Federal Boulevard/7th Avenue, Federal Boulevard/Severn Place, Federal
Boulevard/Barberry Place, Federal Boulevard/11th Avenue, Federal Boulevard/12th Avenue,
and Federal Boulevard/Holden Place
Daily traffic volume forecasts for 2035 are projected to increase approximately 30 percent
compared with existing traffic volumes, which would increase congestion and travel delays
The Federal/Decatur LRT station is forecast to have the highest number of boarding riders of
any station on the RTD FasTracks West Corridor LRT project and will have the largest park-n-
Ride along the RTD FasTracks West Corridor LRT project. The recommended number of
parking spaces for the Federal/Decatur LRT station is 2,000 spaces, although RTD intends to
provide a greater number of spaces than the required number forecast to ensure sufficient
parking (RTD, 2003b). Although the Federal/Decatur LRT station is expected to be accessed
primarily from connecting bus routes, approximately 24 percent of the average weekday mode
of access (2025) is projected to be by automobile (RTD, 2003b). This reflects the station’s
location and automobile access from major arterials including Federal Boulevard, Colfax
Avenue, and US 6 (RTD, 2003b).
1.5.3.2 Pedestrian
Existing sidewalks along Federal Boulevard consist of 3-ft attached sidewalks on both sides of
the street, except for segments of sidewalk on the eastern side of Federal Boulevard between
Severn Place and 8th Avenue and between 10th Avenue and Holden Place. The segment of
sidewalk from Severn Place to 8th Avenue consists of a 5-ft sidewalk with a 3-ft buffer consisting
of a tree lawn. The sidewalk from 10th Avenue to approximately 12th Avenue is also 5-ft with a 3-
ft buffer (tree lawn) but transitions to a 5-ft attached sidewalk between 12th Avenue and Holden
Place.
In the project area, there are numerous existing curb cuts, curb ramps, and sidewalks that do
not meet ADA or local/state standards. This deficiency can make it difficult for people to access
the bus stops or local businesses. Although some ramps are in adequate condition, the
pavement adjacent to the ramp is in poor condition, thus making it unsuitable for wheelchair
access. Additionally, the multiple curb cuts/access points also add to pedestrian conflict points.
There are signalized crosswalks provided at the Federal Boulevard/eastbound US 6 off-ramp
intersection, Federal Boulevard/westbound US 6 on- and off-ramp intersections, Federal
Boulevard/8th Avenue intersection, Federal Boulevard/10th Avenue intersection, Federal
Boulevard/Holden Place intersection, and Federal Boulevard/Howard Place intersection.

October 2009
Community facilities are typically centers of pedestrian activity and cause pedestrians to travel
along or cross Federal Boulevard in order to gain access to them. The community facilities
identified within or in the vicinity of the project area include:
Several public parks, recreational trails, and bicycle routes
Barnum Recreation Center (360 Hooker Street)
Rude Recreation Center (2855 W. Holden Place)
Ross-Barnum Branch Denver Public Library (3570 W. 1st Avenue)
Denver Department of Human Services (1200 Federal Boulevard)
Denver Community Credit Union (1065 Federal Boulevard)
Four schools
Multiple places of worship
In addition, pedestrians will be accessing the Federal/Decatur LRT station. Approximately six
percent of the average weekday mode of access (2025) to the station is projected to be by
pedestrians (RTD, 2003b).
The Pedestrian Master Plan (CCD, 2004) builds upon the Enhanced Bus Transit Corridor
designation for Federal Boulevard identified in Blueprint Denver (CCD, 2002) and presents a
series of guidelines. These guidelines include:
16-ft minimum pedestrian zone consisting of
o 8-ft minimum tree lawn (either green or hardscaped) and a 8-ft minimum
continuous detached sidewalk or
o 16-ft continuous attached sidewalk
Curb ramps at every intersection
Benches or shelters at most transit stops
Pedestrian signals at all signalized intersections
Crosswalks, signage, pedestrian refuges, and other safety features define the pedestrian
environment at major intersections
1.5.3.3 Bicycle Mobility
Federal Boulevard is not a designated bicycle route. Tenth Avenue, which crosses Federal
Boulevard, is east-west bicycle route D-12, and the Lakewood Gulch trail, which crosses
underneath Federal Boulevard at the Lakewood Gulch Bridge, is east-west bicycle route D-10
(CCD, 2006).
A long term goal of the Bicycle Master Plan (CCD, 1993) is to extend the Weir Gulch trail from
Barnum Park to Barnum Park North through a new grade separated crossing of US 6 and an
extension through north Weir Gulch from Barnum Park North at 8th Avenue, crossing Federal
Boulevard, to the existing trail along Weir Gulch and ultimately to South Platte River Greenway.
Due to a lack of signage, it may not be clear to bicyclists where the D-2, D-10, and D-12 bicycle
routes cross Federal Boulevard (Figure 5). This can result in bicyclists riding in traffic along
Federal Boulevard, which due to narrow lane widths and the high volume of traffic is unsafe.

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1.5.3.4 Public Transit

Four bus routes provide services along Federal Boulevard between 5th Avenue and Howard
Place (Figure 5).
Route 30 South Federal. This route is the primary service provider along Federal
Boulevard and provides all day service between the Wadsworth-Hampden park-n-Ride and
downtown Denver. Service is provided every ten minutes in each direction during the AM
and PM peak hours, every 15 minutes in each direction during the off-peak hours, and
every 30 minutes in each direction during the late-night hours.
Route 30L South Federal Limited. This route provides additional service during both the
AM and PM peak hours between the Wadsworth-Hampden park-n-Ride and downtown
Denver. Service includes four northbound and one southbound trip during the morning
peak and one northbound and four southbound trips during the evening peak.
Route 36L Fort Logan Limited. This route provides additional service during both the AM
and PM peak hours between the Littleton/Downtown Station and downtown Denver.
Service includes six northbound and four southbound trips during the morning peak and six
northbound and nine southbound trips during the evening peak.
Route 49 North Lowell. This route provides service during both the AM and PM peak
hours between the Colfax-Federal Transfer Center and 46th Avenue/Wolff Street. Service
includes three northbound and three southbound trips during the morning peak and three
northbound and three southbound trips during the evening peak.
The associated bus stops for the southbound buses are all curb side stops. Of the five
southbound bus stops, two are located immediately south of signalized intersections, one is
located immediately north of a signalized intersection, and the remaining two are located mid-
block or at non-signalized intersections. The existing sidewalks along Federal Boulevard in the
vicinity of these curb side stops, except for those stops between 10th Avenue and Holden Place
on the east side of Federal Boulevard, consist of a 3-ft attached sidewalk. A 3-ft attached
sidewalk does not provide adequate space for passenger safety during boardings and de-
boardings.
There are also five northbound bus stops. Of the five northbound bus stops, two are located
immediately south of signalized intersections, and three are located immediately north of
signalized intersections. Each of the northbound bus stops is curb side stops with the exception
of the bus pullout located in front of the Denver Department of Human Services building at 1200
Federal Boulevard. The existing sidewalks along Federal Boulevard in the vicinity of these curb
side stops, except for those stops between 10th Avenue and Holden Place on the east side of
Federal Boulevard, consist of a 3-ft attached sidewalk. Existing bus stops and pullouts are
shown on Figure 5.
These buses stop in the right through lane on Federal Boulevard. Between 5th Avenue and 10th
Avenue, northbound traffic flow is limited to a single lane when a bus stops. This condition
causes significant operational and safety problems including added congestion and safety
concerns as vehicles try to merge into the left lane to avoid being stopped behind buses.
RTD is planning to open the RTD FasTracks West Corridor LRT project in 2013. As part of
construction of the Federal/Decatur LRT station, there may be changes to bus routes in the
project area. This may improve travelers’ connection to not only the LRT system but to other
bus routes as well.

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1.6 Objectives for the Proposed Action

The following design and operational objectives have been established for use in evaluating
alternatives for improvements to the Federal Boulevard corridor from 5th Avenue to
approximately Howard Place:
Improve the safety and efficiency of Federal Boulevard from 5th Avenue to Howard Place by
o Providing a third northbound lane from 5th Avenue to 10th Avenue and from
Holden Place to approximately Howard Place to improve safety by addressing
the lane imbalance through these sections of Federal Boulevard
o Widening the northbound and southbound lanes to meet AASHTO and CDOT
minimum standards
o Managing access from left and right-turn movements at non-signalized points to
improve safety
o Reconfiguring the T-intersections to improve safety and reduce the number of
easterly T-intersections
Relieve traffic congestion on Federal Boulevard from 5th Avenue to Howard Place by
o Allowing the system to operate at a LOS considered acceptable for major arterial
intersections in the Denver metropolitan area (In traffic engineering terms, this
equates to a goal of LOS D or better during peak hours given the year 2035 traffic
projections with regional growth.)
Improve multi-modal mobility (pedestrians, bicycles, public transit, and private/commercial
vehicles) along Federal Boulevard from 5th Avenue to Howard Place by
o Linking with existing and planned sections of Federal Boulevard to the north and
south
o Complying with ADA standards
o Increasing pedestrian/bicycle mobility and access to bus stops along Federal
Boulevard
o Enhancing vehicle, pedestrian/bicycle, and bus access to the planned
Federal/Decatur LRT station park-N-Ride
Figure 6 depicts the current operational deficiencies.
1.7 Planning Context
Since the 1990s, a number of plans have been developed that relate to the project corridor,
including plans for the adjacent neighborhoods, as well as corridor-specific, citywide,
metropolitan area, and statewide plans. Previous neighborhood and regional plans in the project
area that were considered during the alternatives development process include the following:
West Colfax Neighborhood Plan (CCD, 1987)
Villa Park Neighborhood Plan (CCD, 1991)
Federal Boulevard Corridor Plan (CCD, 1995)
Bicycle Master Plan Update (CCD, 2001)

October 2009
Blueprint Denver (CCD, 2002)

Game Plan (CCD, 2003a)
Pedestrian Master Plan (CCD, 2004)
2035 Metro Vision Regional Transportation Plan (Denver Regional Council of Governments
[DRCOG], 2007)
2035 Statewide Transportation Plan (CDOT, 2007a)
Denver Strategic Transportation Plan (CCD, 2008a)
1.7.1 West Colfax and Villa Park Neighborhood Plans
The West Colfax and Villa Park Neighborhoods are bordered by Federal Boulevard. Federal
Boulevard, from Lakewood Gulch to 19th Avenue, is the eastern boundary of the West Colfax
neighborhood, and Federal Boulevard from US 6 to Lakewood Gulch is the eastern boundary of
the Villa Park neighborhood. Lakewood Gulch is the northern boundary of the Villa Park
neighborhood and the southern boundary of the West Colfax neighborhood. As identified in the
West Colfax Neighborhood Plan and Villa Park Neighborhood Plan, Colfax Avenue is the
eastern gateway to the West Colfax neighborhood (CCD, 1987), which is north of the project
area, while 8th Avenue and 10th Avenue are potential gateways to the Villa Park neighborhood
(CCD, 1991).
1.7.2 Federal Boulevard Corridor Plan
The Federal Boulevard Corridor Plan (CCD, 1995) evaluated Federal Boulevard from Evans
Avenue in the south to the CCD city limit near 52nd Avenue to the north and identified three
goals for the corridor:
Enhance the image of Federal Boulevard
Improve safety and operating efficiency for pedestrians and vehicles
Keep land acquisition to a minimum in order to achieve the previous goals
The Federal Boulevard Corridor Plan also recommended the addition of a third northbound lane
for the south segment of Federal Boulevard from Colfax Avenue to Jewell Avenue.
1.7.3 Denver Bicycle Master Plan Update
The Denver Bicycle Master Plan Update is an update to the 1993 Denver Bicycle Master Plan,
which developed and implemented a comprehensive bicycling program and a framework for a
physical bicycle system. In the project area, Federal Boulevard is not a designated bicycle route
(CCD, 2006). Tenth Avenue, which crosses Federal Boulevard in the project area, is east-west
bicycle route D-12, and the Lakewood Gulch trail, which crosses underneath Federal Boulevard
at the Lakewood Gulch Bridge, is east-west bicycle route D-10 (CCD, 2006).
1.7.4 Blueprint Denver
Federal Boulevard within the project area has been identified as an Enhanced Bus Transit
Corridor and an Area of Change within Blueprint Denver, which provides a vision for integrated
future land use and transportation within the city (CCD, 2002). Blueprint Denver “encourages
and promotes more efficient use of transportation systems, expanded transportation choices,
appropriate and mixed land use, and the revitalization of declining neighborhoods – all of which
will ultimately improve our quality of life” (CCD, 2002). Blueprint Denver identifies all areas of

October 2009
Denver as either Areas of Stability or Areas of Change. According to Blueprint Denver, Areas of
Stability include primarily stable residential neighborhoods and their associated commercial
areas, where limited change is expected during the next 20 years. The goal for an Area of
Stability is to identify and maintain the character of the area while accommodating some new
development and redevelopment.
Blueprint Denver also identifies Areas of Change, which represent those areas of Denver where
change is either underway or desirable. These Areas of Change are primarily older industrial
districts, major arterial corridors, and areas adjacent to existing or planned transit facilities.
Blueprint Denver seeks to distribute forecasted growth to Areas of Change, where it will be most
beneficial and away from Areas of Stability, where it may have some negative consequences.
The planned RTD FasTracks West Corridor LRT project crosses Federal Boulevard near
Howard Place within the project area. The Federal/Decatur LRT station will be located south of
Howard Place and east of Federal Boulevard. According to the Blueprint Denver, the areas just
south of Holden Place and south of Howard Place are planned for transit-oriented development
[TOD] (CCD, 2002). It is a high priority for the CCD to provide housing opportunities for existing
residents in Areas of Change.
1.7.5 Denver Game and Pedestrian Master Plans
The Denver Game Plan is the master plan for Denver’s parks and recreation CCD, 2003a).
Federal Boulevard is a designated parkway for its entire length within the city limits (CCD,
2003a). Historically, Federal Boulevard was a tree-lined street from the Barnum neighborhood
near Alameda Avenue in the south to the Regis University area at 50th Avenue in the north
(CCD, 1995). Street cars ran on Federal Boulevard between Alameda Avenue and Colfax
Avenue. Over the years, trees and the associated tree lawns have been lost to roadway
widening.
The Pedestrian Master Plan (CCD, 2004) builds upon the Enhanced Bus Transit Corridor
designation for Federal Boulevard identified in Blueprint Denver (CCD, 2002) and presents a
series of guidelines. In addition, the Pedestrian Master Plan identifies the need for a special
crossing along Federal Boulevard at 12th Avenue.
1.7.6 2035 Metro Vision Regional Transportation Plan
The 2035 Metro Vision Regional Transportation Plan defines Federal Boulevard as an Urban
Road, which is a multimodal arterial facilitating longer and medium distance regional trips
(DRCOG, 2007). The primary goals for Urban Roads are to:
Increase travel reliability and improve mobility for private and commercial vehicles
Serve the proposed Urban Centers in the corridor
Accommodate growth in personal motor vehicle and freight travel
Improve management of the existing facilities and travel demand
Provide alternative modes of transportation to travelers
Reduce motor vehicle crash rates
Eliminate design deficiencies
Maintain or improve pavement to optimal condition

October 2009
1.7.7 2035 Statewide Transportation Plan

The 2035 Statewide Transportation Plan (CDOT, 2007a) defines Federal Boulevard as an urban
corridor from Belleview Avenue to Colfax Avenue with specific goals and improvement
strategies as a multi-modal arterial. These goals include:
Increase travel reliability and improve mobility for private and commercial vehicles
Serve the proposed Urban Centers in the corridor
Accommodate growth in personal motor vehicle and freight travel
Improve management of the existing facilities and travel demand
Provide alternative modes of transportation to travelers
Reduce motor vehicle crash rates
Eliminate design deficiencies
Maintain or improve pavement to optimal condition
The improvement strategies include:
Operate existing and new traffic signals using signal system(s) for surface street control
Regularly update traffic signal timing/coordination plans
Implement intersection improvements (e.g. turn lanes, acceleration/deceleration lanes) at
existing and future signalized intersections
Add signals as warrants are met (consistent with access management requirements)
Implement network surveillance at key points
Implement appropriate transit operational improvements
Upgrade signals at railroad crossing and integrate with CDOT traffic signal system
Widen selected roadway segments
Improve bicycle and pedestrian accommodations and facilities
Provide additional FastConnects bus transit service as demand increases
Provide feeder bus connections to rapid transit stations
1.7.8 Denver Strategic Transportation Plan
In the Denver Strategic Transportation Plan, Federal Boulevard from 1st Avenue to 17th Avenue
was included in the West Side Travel Shed analysis (CCD, 2008a). The West Side Travel Shed
is loosely bordered by Sheridan Boulevard to the west, 17th Avenue to the north, I-25 to the
east, and 1st Avenue to the south. Travel shed boundaries were based on areas that shared
similar characteristics, such as trips that start and finish in the same area and geographic
features that create barriers to travel movement.

October 2009
The use of travel sheds allow for an analysis of the effectiveness of the layout of streets,
including the grid and arterial system, transit routes, bike routes, and pedestrian throughways,
how they connect and well people move through the system. Due to the major east-west
barriers of US 6 and Lakewood Gulch, as well as the north-south barrier of Interstate 25 (I-25),
traffic is funneled to the major arterials in the West Side Travel Shed, such as Federal
Boulevard and Sheridan Boulevard. More than 86 percent of traffic in the West Side Travel
Shed is pass-through trips (CCD, 2008a).
1.8 Other Transportation Projects in the Vicinity
In addition to the corridor-specific, citywide, metropolitan area, and statewide plans that include
the project area, a series of transportation projects, including the RTD FasTracks West Corridor
LRT project, I-25 Valley Highway project, Federal Boulevard (Alameda Avenue to 5th Avenue)
project, and the Federal Boulevard Bridge over Lakewood Gulch reconstruction, are planned in
and within the vicinity of the project area. Figure 7 depicts the various study areas for the other
planned transportation projects.
These transportation projects include:
RTD West Corridor LRT project
CDOT I-25 Valley Highway project
CDOT and CCD Federal Boulevard (Alameda Avenue to 5th Avenue) project
RTD Federal Boulevard Bridge Replacement at Lakewood Gulch project
1.8.1 RTD FasTracks West Corridor LRT Project
The RTD FasTracks West Corridor LRT project (RTD, 2003a; RTD, 2003b; RTD, 2004), which
is currently under construction, will extend 12.1 miles from the Denver Union Station in
downtown Denver to the Jefferson County Government Center in Golden. As part of the RTD
FasTracks West Corridor LRT project, the Federal/Decatur LRT station will be located south of
Howard Place and west of Federal Boulevard. Additionally, the Federal Boulevard Bridge over
Lakewood Gulch will be replaced (RTD, 2007).
1.8.2 I-25 Valley Highway Project
The I-25 Valley Highway project (CDOT, 2005a; CDOT, 2006; CDOT, 2007c) includes the
reconstruction of I-25 from Logan Street to US 6 and the redesign of interchanges on I-25 from
Broadway to US 6 and west on US 6 to Federal Boulevard. Due to current funding limitations
and the requirements for fiscal-constraint, only Phases 1 and 2 of the Preferred Alternative as
identified in the I-25 Valley Highway Final EIS (CDOT, 2006), were selected for implementation
in the I-25 Valley Highway ROD (CDOT, 2007c). FHWA and CDOT intend to implement
additional phases of the Preferred Alternative as funding allows. Phase 1 includes:
Relocation of the on ramp from Federal Boulevard to eastbound US 6 from the south and
east sides of Barnum East Park to the north side of Barnum East Park. This will result in a
more standard diamond configuration for the US 6/Federal Boulevard interchange
Conversion of 5th Avenue to two-way operation east of Federal Boulevard
Reconstruction of Barnum East Park
Construction of a south side slip ramp providing access to Bryant Street via the US
6/Federal Boulevard interchange

October 2009
Closure of the partial interchange at US 6 and Bryant Street, with Bryant Street access to
be provided via the slip ramps and collector-distributor system included in the US 6/Federal
Boulevard interchange
Replacement of the Federal Boulevard bridge over US 6, along with associated
improvements
1.8.3 Federal Boulevard (Alameda Avenue to 5th Avenue) project
The Federal Boulevard (Alameda Avenue to 5th Avenue) project (CDOT, 2007b; CDOT, 2008)
includes a planned cross-section for Federal Boulevard from Alameda Avenue to 5th Avenue,
consisting of:
Three northbound 11-ft lanes
Three southbound 11-ft lanes
A 16-ft wide raised median
An 8-ft wide pedestrian zone on the east and west sides of the street
The pedestrian zone consists of a 5-ft wide sidewalk and 3-ft wide buffer on both sides of the
street. The posted speed limit for this section is 35 mph.

October 2009
Figure 7. Planned Transportation Projects in the Vicinity of the Project Area

October 2009

October 2009
2.0 ALTERNATIVES
This chapter presents the Proposed Action and the No-Action Alternative and describes the
development, evaluation, and screening of alternatives for transportation improvements along
Federal Boulevard from 5th Avenue to immediately south of Howard Place. As part of the
alternatives development and screening process, public involvement and outreach efforts were
conducted with the local businesses and neighborhoods. The agency coordination and public
involvement activities conducted for this project are summarized in Chapter 4.
The No-Action Alternative was included in the screening process and has been carried through
this PEL to serve as a benchmark against which the other alternatives are compared. The No-
Action Alternative will not address the purpose and need for this project but is being carried
through the analysis for comparison. Traffic volumes and LOS for the No-Action Alternative
were prepared for all intersections within the project area.
2.1 Proposed Action
Preliminary engineering plans for the Proposed Action are included in the Preliminary Design
Plan Set (FHU, 2009c). The Proposed Action (Figures 8 and 9) consists of the following
elements:
Federal Boulevard roadway alignment and improvements
o Conversion of the northbound Federal Boulevard auxiliary lane from 5th Avenue to
eastbound US 6, which is planned as part of the I-25 Valley Highway project, to a
northbound through lane
o Restriping of the Federal Boulevard bridge over US 6, which will be reconstructed as
part of the I-25 Valley Highway project, with an additional northbound through lane
o Construction of three 11-ft southbound through lanes, three 11-ft northbound through
lanes, and a 16-ft raised median with a left turn lane at the 5th Avenue, 6th Avenue
on- and off-ramp, 7th Avenue, 8th Avenue, 9th Avenue, 10th Avenue, 11th Avenue, 12th
Avenue, and Holden Place intersections on Federal Boulevard from US 6 to
approximately 12th Avenue
o Elimination of the T-intersections at Severn Place and Barberry Place on Federal
Boulevard
o Widening of Federal Boulevard from the right-of-way boundary line on the west side
of Federal Boulevard toward the east between US 6 and approximately 12th Avenue
with an additional northbound lane
o Restriping of Federal Boulevard from approximately 12th Avenue to approximately
Howard Place including the Federal Boulevard bridge over Lakewood Gulch, which
will be reconstructed as part of the RTD FasTracks West Corridor LRT project, with
an additional northbound through lane
o Construction of new curb and gutter on both sides of Federal Boulevard from 5th
Avenue to Howard Place
o Elimination of access curb cuts where possible along Federal Boulevard between 5th
Avenue and Howard Place

October 2009
Figure 8. Proposed Action Alignment
Figure 9. Proposed Action Cross-Section

October 2009
Bicycle/Pedestrian Improvements
o Replacement of the discontinuous sidewalk on both sides of Federal Boulevard with
an 8-ft pedestrian zone consisting of either a detached 5-ft sidewalk with a 3-ft buffer
or an attached 8-ft sidewalk with ADA-compliant curb ramps and driveway cuts
o Installation of crosswalk pavement markings and countdown pedestrian signal heads
at the Federal Boulevard/8th Avenue and Federal Boulevard/10th Avenue
intersections
o Maintain existing ADA accessible routes for properties along Federal Boulevard
between 5th Avenue and Howard Place
o Improve access to the Federal/Decatur LRT station
Water Quality/Drainage Improvements
o Construction of a water quality pond in the vicinity of Weir Gulch to manage storm
water flows in the area of 8th Avenue in accordance with CDOT and CCD Municipal
Separate Storm Sewer System (MS4) requirements
o Increase the size of the stormceptors (best management practice [BMP]) to manage
storm water flows in the area of 12th Avenue, which will be installed by RTD during
replacement of the Federal Boulevard bridge over Lakewood Gulch
The Proposed Action would address the needs identified Section 1.5 as follows.
2.1.1.1 Safety
As traffic is predicted to increase by the year 2035, the addition of a third northbound lane would
reduce congestion along the corridor and decrease the probability of crashes. Addressing the
lane imbalance would reduce rear-end crashes and approach turn crashes.
Widening of the northbound and southbound lanes to a minimum of 11 ft would provide greater
room for vehicles to avoid rear-end crashes and provide vehicles adequate space to pass buses
in the right lane of the roadway, which can lead to rear-end crashes. Wider lane widths would
reduce sideswipe (same direction) crashes.
The raised median would replace the painted two-way left turn median and eliminate the T-
intersections at Severn Place and Barberry Place on Federal Boulevard. This would prevent
northbound vehicles from making unprotected turns across three lanes of traffic and limits
vehicles to right-in/right-out movements except at the 5th Avenue, 6th Avenue on- and off-ramp,
7th Avenue, 8th Avenue, 9th Avenue, 10th Avenue, 11th Avenue, 12th Avenue, and Holden Place
intersections on Federal Boulevard . This barrier would reduce approach turn, broadside, head-
on, and sideswipe (opposite direction) crashes.
The addition of an 8-ft pedestrian zone would provide pedestrians and bicyclists protection from
the adjacent roadway. Updated curb ramps would improve safety at intersections and meet
ADA requirements.
Additional information is provided in the Safety Assessment Report was prepared for the project
area (FHU, 2009a). During final engineering design, the safety assessment will be updated to
reflect current conditions and be incorporated into the final engineering design process.
Numerous driveways exceed the State Highway Access Code (CDOT, 2002), which allows one
access per parcel. Many properties have more than one access, which increases the probability

October 2009
for accidents. Access management involves provide access to property, reducing the number of
traffic conflicts points, and improving the flow of traffic on the roadway. Where feasible,
accesses for businesses would be combined, relocated, and potentially shared in order to
reduce traffic conflicts along Federal Boulevard. Discussions with property owner(s) would occur
prior to implementing any proposed access modifications. During final engineering design,
access points (i.e., new, modified or combined) will be identified in a formal access control plan
prepared for the Proposed Action from 5th Avenue to Howard Place along Federal Boulevard. All
access points would be constructed in accordance with CCD and ADA standards.
2.1.1.2 Traffic Operations
Widening the roadway to include three lanes in the northbound direction, as already exists for
the southbound direction would benefit operational performance. The addition of the third
northbound lane would be most significant during times when a bus must stop for boarding or
alighting of passengers. By providing drivers an additional lane, some would avoid the right lane
when a bus is ahead, reducing congestion and quick lane changes throughout the corridor.
When combined with wider 11-ft lanes, the Proposed Action would improve LOS and capacity
through the project area (Figure 10). In addition, the installation of a raised curb median
throughout the corridor would help to control access to individual driveways throughout the
segment reducing the potential vehicular and pedestrian conflicts.
Additional information is provided in Traffic Report prepared for the project area (FHU, 2009b).
During final engineering design, the traffic report will be updated to reflect current conditions and
be incorporated into the final engineering design process.
2.1.1.3 Multi-Modal Connectivity
The Proposed Action would affect the four modes of transportation as follows:
(Vehicle) Auto – Vehicles would experience shorter travel times through the corridor,
resulting in decreased congestion, improved LOS, and more efficient access to the planned
Federal/Decatur LRT station park-n-Ride.
Pedestrian – Pedestrian facilities, such as sidewalks and curb ramps, would be upgraded
to meet ADA standards. A continuous 8-ft pedestrian zone on both sides of Federal
Boulevard from 5th Avenue to Howard Place would provide greater spacing between
pedestrians and the roadway and provide improved access to the bus stops along Federal
Boulevard and the planned Federal/Decatur LRT station southeast of the Federal
Boulevard/Howard Place intersection.

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Figure 10. 2035 Proposed Action Lane Geometry and Levels of Service

October 2009
Bicycle Mobility – Although Federal Boulevard does not have a dedicated on-street
bicycle lane and is not a designated north-south bicycle route, the addition of a third
northbound lane would improve safety for bicyclists traveling along Federal Boulevard. The
use of a sidewalk by a bicyclist is in violation of Denver ordinance; however, bicyclists use
the sidewalks to travel north-south along Federal Boulevard. The continuous 8-ft pedestrian
zone will reduce pedestrian and bicycle conflicts, provide access to the east-west D-2, D-
10, and D-12 bicycle routes, as well as improve access to the bus stops along Federal
Boulevard and the planned Federal/Decatur LRT station. Installation of crosswalk
pavement markings and countdown pedestrian signal heads at the Federal Boulevard/10th
Avenue intersection would improve safety for bicyclists utilizing the D-12 bicycle route
along 10th Avenue (Figure 5). Adequate signage would be furthered accessed during final
engineering design to make it clear to bicyclists where the D-2, D-10, and D-12 bicycle
routes cross Federal Boulevard.
Public Transit – Buses would share the same improved travel times as autos, which
increase the on-time performance of buses in the corridor and improve access to the
Federal/Decatur LRT station. Providing an 8-ft pedestrian zone would improve passenger
safety (both pedestrian and bicyclist) during boardings and de-boardings at bus stops.
2.2 No-Action Alternative
The No-Action Alternative would leave Federal Boulevard as it currently is and would not
provide any improvements beyond the existing transportation system (Figure 11). The roadway
would remain the same, with three southbound and two northbound lanes (nine to twelve feet in
width), and a continuous two-way left turn median. A small segment of Federal Boulevard from
10th Avenue to Holden Place has three southbound and three northbound lanes, and a
continuous two-way left turn median. The third northbound lane turns into a right turn only lane
at Holden Place. The existing sidewalks along the Federal Boulevard corridor are either narrow
or non-existent, and the curb ramps at intersections do not meet current ADA or CDOT
standards. As part of the state highway system (SH 88), normal maintenance of Federal
Boulevard would continue to be performed by CDOT.

October 2009
Figure 11. No-Action Alternative
For the purpose of travel demand forecasting and identifying resource impacts that are directly
related to traffic volume, such as air quality and noise, transportation projects currently planned
in the vicinity of the project are included along with the No-Action Alternative. These other
transportation improvements have committed or identified funds for construction and will be
made regardless of whether or not any other improvements are made to Federal Boulevard (5th
Avenue to Howard Place). Travel demand forecasting predicts traffic conditions that are
expected to occur on the transportation system in the design year (2035) (Figure 12). The traffic
analysis is further discussed in the Traffic Report (FHU, 2009b).
Committed projects that are included in the travel demand forecasting for the No-Action
Alternative include:
RTD FasTracks West Corridor LRT project
CDOT I-25 Valley Highway project, includes reconstruction of the US 6/Federal Boulevard
interchange
CDOT and CCD Federal Boulevard (Alameda Avenue to 5th Avenue) project
RTD Federal Boulevard bridge over Lakewood Gulch replacement
These projects were previously discussed in Section 1.8.

October 2009
Figure 12. 2035 No-Action Alternative Lane Geometry and Levels of Service

October 2009
2.3 Other Alternatives Considered and Alternative Screening

A range of alternatives were developed and examined for the transportation improvements. The
intent of developing numerous alternatives is to identify a full range of alternatives to address
system deficiencies relative to operations and design as they relate to the purpose and need of
the project. As part of the alternatives development process, the following constraints were
identified:
US 6 and Lakewood Gulch, which are oriented east-west, have few crossing roadways and
consequently limit north-south traffic flow.
In the vicinity of the project area, Bryant Street, Federal Boulevard, and Knox Court cross
US 6 with grade-separated crossings. However, Bryant Street dead ends north of Barberry
Place and does not extend to Lakewood Gulch. Knox Court is discontinuous north of US 6
with an off-set intersection at 8th Avenue and a T-intersection at Colfax Avenue. Knox Court
does not extend north of Colfax Avenue.
The Federal/Decatur LRT station will be located south of Howard Place (north of Lakewood
Gulch) and between Federal Boulevard and Decatur Street. The station will be accessed
from Federal Boulevard via Howard Place.
These constraints affected alternative development by focusing the assessment of
transportation improvements along Federal Boulevard rather than other corridors.
Conceptual design was completed to a level necessary to evaluate each alternative based on
the project’s design and operational objectives (Section 1.5 and Figure 6).
The goal of the screening process was to identify and refine the transportation improvements
that best met the purpose and need of the project, as described in Chapter 1, while protecting
the human and natural environment. Alternatives were evaluated with respect to the
transportation benefits provided, public input, and environmental consequences. Due to the
nature of the project corridor and the constraints identified, the alternative screening process
was iterative and focused on the proposed alignment and cross-section of Federal Boulevard in
the project area. The fundamental philosophy in the screening process involved identifying
notable positive and negative characteristics of the alternatives, and screening the alternatives
one-by-one as the determinations were made. If a certain attribute (or attributes) of an
alternative showed promise, an attempt was made to retain the individual attribute. The
Proposed Action, which has been identified by CCD, CDOT, and FHWA, balances
transportation improvements to meet the project purpose and need with the environmental and
social considerations.
The realignment of the off-set intersections of Federal Boulevard/9th Avenue and Federal
Boulevard/10th Avenue was initially investigated; however, realignment of these intersections
would require full acquisition of potentially several properties immediately adjacent to the
intersections and the potential realignment was not pursued further.
A five-step screening process was employed. The alternative screening process and results are
presented below.

October 2009
2.3.1 Step 1 – Conceptual Alignment

In March 2008, CCD conducted a conceptual alignment study of Federal Boulevard from 5th
Avenue to Colfax Avenue (CCD, 2008b). The goal of the study was to determine a potential
alternative alignment for the Federal Boulevard roadway that:
Minimized property acquired for right-of-way and displacements
Avoided impacts to Barnum Park, Barnum East Park, Barnum North Park, Rude Park, and
Paco Sanchez Park (Section 4(f) and/or Section 6(f) eligible facilities)
Minimized impacts to sites with potential hazardous material issues based on an initial site
reconnaissance
Avoided impacts to properties that appeared to exceed 50 years of age based on an initial
reconnaissance survey for properties that may be eligible National Register of Historic
Places (NRHP) (historic) properties along the project corridor (CCD, 2008b)
Minimized impacts to facilities that provide community services to low-income and minority
populations
The conceptual alignment study evaluated widening Federal Boulevard toward the east, west,
and equally on both the east and west sides of the roadway. Based on the analysis conducted,
the conceptual alignment study recommended an eastern alignment, which widens Federal
Boulevard from the property line on the west side of Federal Boulevard and extend toward the
east (CCD, 2008b). This recommendation was based on the following:
Thirty-nine parcels are located on the west side of Federal Boulevard, while 19 parcels are
located on the east side of Federal Boulevard. The parcels east of Federal Boulevard are
typically larger in size and non-uniformly shaped in comparison to those located west of
Federal Boulevard.
The auxiliary lane to be added between 5th Avenue and US 6 as part of the I-25 Valley
Highway project, which impacts Barnum East Park, could be converted to a combination
through/right-turn lane. No additional impacts to Barnum Park, Barnum East Park, Barnum
North Park, Rude Park, and Paco Sanchez Park were identified.
Although several active and former gasoline stations are located along the project corridor,
no sites with higher priority potential hazardous material issues, such as Comprehensive
Environmental Response and Liability Act (CERCLA) (aka Superfund) or Resource
Conservation and Recovery Act (RCRA) corrective action sites, were identified immediately
adjacent to Federal Boulevard.
The majority of the properties that appeared to exceed 50 years of age based on an initial
reconnaissance survey for properties that may be eligible for the NRHP along the project
corridor were identified on the west side of Federal Boulevard.
Two facilities, the El Centro Esperanza (881 Federal Boulevard) and John C. Inmann Work
and Family Center (877 Federal Boulevard), that provide services to low-income and
minority populations were identified on the west side of Federal Boulevard, and the Denver
Department of Human Services complex at 1200 Federal Boulevard was identified on the
east side of Federal Boulevard between 11th Avenue and Holden Place.

October 2009
Step 1 of the screening process resulted in the establishment of an eastern alignment for
Federal Boulevard from 5th Avenue to Howard Place. Additional information on establishment of
the eastern alignment is presented in the Federal Boulevard (5th Avenue to Colfax Avenue)
Conceptual Alignment Study (CCD. 2008b).
2.3.2 Step 2 - Conceptual Cross-Section Alternatives
Alternative cross-sections were evaluated based on the widening of Federal Boulevard with an
eastern alignment. Table 1 summarizes the conceptual cross-section alternative screening
results. Step 2 of the screening process resulted in the establishment of the Minimum Width
Raised Median Alternative as the cross-section for Federal Boulevard from 5th Avenue to
Howard Place and the elimination of the Ideal Based on Design Standards Alternative and
Pedestrian Zone Alternative cross-sections.
Each alternative developed was evaluated against two sets of criteria: a purpose and need
analysis and an environmental sensitivity analysis.
Purpose and Need Analysis – Assessed the preliminary alternatives against the purpose
and need criteria of:
Environmental Sensitivity Analysis – Evaluated the alternatives against the following
environmental resources:
o Replacement of the discontinuous sidewalk on both sides of Federal Boulevard with
an 8-ft pedestrian zone consisting of either a detached 5-ft sidewalk with a 3-ft buffer
or an attached 8-ft sidewalk with ADA-compliant curb ramps and driveway cuts
o Installation of crosswalk pavement markings and countdown pedestrian signal heads
at the Federal Boulevard/8th Avenue and Federal Boulevard/10th Avenue
intersections
o Maintain existing ADA accessible routes for properties along Federal Boulevard
between 5th Avenue and Howard Place
o Improve access to the Federal/Decatur LRT station
o Construction of a water quality pond in the vicinity of Weir Gulch to manage storm
water flows in the area of 8th Avenue in accordance with CDOT and CCD Municipal
Separate Storm Sewer System (MS4) requirements
o Increase the size of the stormceptors (best management practice [BMP]) to manage
storm water flows in the area of 12th Avenue, which will be installed by RTD during
replacement of the Federal Boulevard bridge over Lakewood Gulch
o Impacts to residences or businesses
o Impacts to parks
o Impacts to properties that appeared to exceed 50 years of age based on an initial
reconnaissance survey for properties that may be eligible for the NRHP
o Impacts to sites with potential hazardous material issues
o Impacts to facilities that provide community services to low-income and minority
populations
o Safety (lane width, sidewalks, median, and pedestrian buffer zones)

October 2009
o Capacity (intersection laneage)

o Roadway deficiencies (lane width and lane imbalance)
o Multi-modal connectivity (sidewalks and bus stops)
Table 1. Conceptual Cross-Section Alternative Screening Results
Purpose and Need
Alternative Environmental Sensitivity Analysis Screening Result
Analysis
No-Action Does not meet No impacts. Carried Forward as
Alternative purpose and need a benchmark against
criteria. which the other
alternatives are
compared.
Ideal Based on Meets purpose and Six to eight properties partially acquired for Eliminated due to
Design Standards need criteria. right-of-way, and nine to 11 properties fully environmental
Alternative acquired for right-of-way. sensitivity analysis
Approximately 0.85 acre of impact to Barnum impacts.
East Park, which would be in addition to the
impacts from the Valley Highway project
reconstruction of the US 6/Federal Boulevard
interchange.
Full acquisition of three properties that
appeared to exceed 50 years of age based
on an initial reconnaissance survey for
properties that may be eligible for the NRHP.
Full acquisition of one former gasoline
station. Partial acquisition of fueling facility of
active gasoline station.
Pedestrian Zone Meets purpose and Six to eight properties partially acquired for Eliminated due to
Alternative need criteria. right-of-way, nine to 11 properties fully environmental
acquired for right-of-way. sensitivity analysis
Approximately 0.5 acre of impact to Barnum impacts.
East Park, which would be in addition to the
impacts from the Valley Highway project
reconstruction of the US 6/Federal Boulevard
interchange.
Full acquisition of three properties that
Full acquisition of one former gasoline
station. Partial acquisition of fueling facility of
active gasoline station.
Minimum Width Meets purpose and Eight to ten properties partially acquired for Carried Forward.
Raised Median need criteria. right-of-way, and seven to nine properties
Alternative fully acquired for right-of-way.
Full acquisition of two properties that

October 2009
2.3.2.1 Ideal Based on Design Standards Alternative

The Ideal Based on Design Standards Alternative would add a third northbound lane, a 16-ft
wide raised median, 12-ft wide lanes, and a 16-ft pedestrian zone on both sides of Federal
Boulevard (Figure 13). The total section width would be 125 ft and consequently the greatest
impact along the corridor.
The Ideal Based on Design Standards Alternative is consistent with the Enhanced Bus Transit
Corridor designation for Federal Boulevard identified in Blueprint Denver (CCD, 2002). The
Pedestrian Master Plan (CCD, 2004) presents a series of guidelines for an Enhanced Bus
Transit Corridor. These guidelines include:
16-ft minimum pedestrian zone
8-ft minimum tree lawn, either green or hardscaped
8-ft minimum continuous detached or 16-ft continuous attached sidewalk
Curb ramps at every intersection
Benches or shelters at most transit stops
Pedestrian signals at all signalized intersections
Crosswalks, signage, pedestrian refuges, and other safety features define the pedestrian
environment at major intersections
2.3.2.2 Pedestrian Zone Alternative
The Pedestrian Zone Alternative would add a third northbound lane, a 16-ft wide raised median,
11-ft wide lanes, and a 13.5-ft pedestrian zone on either side of Federal Boulevard (Figure 14).
The total section width would be 114 ft. The wide median would provide safe refuge and a buffer
from traffic for pedestrians crossing the street.
Figure 13. Ideal Based on Design Standards Alternative

October 2009
Figure 14. Pedestrian Zone Alternative
2.3.2.3 Minimum Width Raised Median Alternative

The Minimum Width Raised Median Alternative was developed to add a third northbound lane, a
13-ft wide raised median, 11-ft wide lanes, and an 8-ft pedestrian zone on either side of Federal
Boulevard (Figure 15). The total section width would be 100 ft, which was the narrowest cross
section evaluated that would meet the project purpose and need. This alternative was carried
forward (Table 1) because it did not impact any sites with hazardous materials or parks and it
impacted the fewest number of properties fully acquired for right-of-way the fewest number of
2.3.3 Step 3 - Alternative Refinement
Following selection of the Minimum Width Raised Median Alternative as the cross-section for
the Proposed Action, the raised median in the Minimum Width Raised Median Alternative was
increased to match the planned cross-section of the Federal Boulevard (Alameda Avenue to 5th
Avenue) project to the south. The raised median was increased in width from 13 ft to 16 ft,
which resulted in an additional property (1) be partially acquired for right-of-way and one to two
properties be full acquired for right-of-way.
The Minimum Width Raised Median Alternative - Refined (Figure 16) would require nine to
eleven properties partially acquired for right-of-way, nine to eleven properties fully acquired for
right-of-way, and full acquisition of two properties exceeding 50 years of age.
Step 3 of the screening process resulted in the Proposed Action cross-section (Figure 16).

October 2009
Figure 15. Minimum Width Raised Median Alternative
Figure 16. Minimum Width Raised Median Alternative - Refined
2.3.4 Step 4 – Alignment Verification

Following preparation of the Intensive Level Survey of Historic Buildings (Tatanka, 2009), which
identified no properties that may be eligible for the NRHP along Federal Boulevard between 5th
Avenue and Howard Place, an alignment verification was conducted regarding establishment of
the eastern alignment in Step 1 of the screening process. Two additional alignments were

October 2009
developed to verify the establishment of the eastern alignment, which was partially based on
avoidance of properties that appeared to exceed 50 years of age based on an initial
reconnaissance survey for properties that may be eligible for the NRHP. Figure 17 depicts a
center alignment that would widen Federal Boulevard to both the west and the east of the
roadway centerline. Figure 18 depicts a western alignment that would widen Federal Boulevard
from the property line on the east side of Federal Boulevard and extend toward the west.
The center alignment (Figure 17) would require that 24 to 26 properties be partially acquired for
right-of-way and 21 to 23 properties be fully acquired for right-of-way. The western alignment
(Figure 18) would require that four to six properties be partially acquired for right-of-way and 25
to 27 properties be fully acquired for right-of-way. The eastern alignment of the Proposed Action
would require that nine to 11 properties be partially acquired for right-of-way and nine to 11
properties be fully acquired for right-of-way.
Step 4 of the screening process verified the eastern alignment of Federal Boulevard included in
the Proposed Action as requiring the fewest properties acquired for right-of-way.
Figure 17. Center Alignment

October 2009
Figure 18. Western Alignment
2.3.5 Step 5 – Public Feedback and Comment

Chapter 4 summarizes the agency coordination and public involvement activities conducted for
this project. On February 26, 2008, a small group meeting was held with the Sun Valley
Neighborhood Association. The Sun Valley Neighborhood Association identified one business
as important (Family Dollar) and requested an evaluation of the possible avoidance of the
business at the southeast corner of Federal Boulevard/10th Avenue at this meeting. Based on
this public feedback and comment, a weave alignment (Figure 19) around this business was
developed. The weave alignment would require nine to 11 properties partially acquired for right-
of-way and 15 to 17 properties fully acquired for right-of-way. Based on these additional
properties acquired for right-of-way, the weave alignment was eliminated from further
consideration.
Step 5 of the screening process verified the eastern alignment of Federal Boulevard included in
the Proposed Action as requiring the fewest properties acquired for right-of-way.

October 2009
Figure 19. Weave Alignment

October 2009
3.0 AFFECTED ENVIRONMENT AND ENVIRONMENTAL

CONSEQUENCES
This chapter summarizes the results of the environmental analyses conducted for this PEL. The
resource areas that were studied were selected based on the characteristics of the project area
and on input from the stakeholders. The resources that were considered and the analyses
performed are generally consistent with NEPA, its implementing regulations, and with FHWA
and CDOT guidelines. The following resource topics were identified for analysis:
Land Use, Socio-Economics, and Community
Properties Acquired for Right-of-Way and Displacements
Parks and Recreation
Air Quality
Traffic Noise
Historic and Archaeological Resources
Paleontology
Soils and Geology
Water Resources
Wetlands/Waters of the US
Biological Resources
Hazardous Materials
Farmlands and wild and scenic rivers do not occur in or within the vicinity of the project area.
Therefore, they have no potential for project-related impacts and are not discussed further.
This section presents the results of the analysis for each to these resource topics. Within each
resource subsection, the resource is introduced and followed by:
Environmental Consequences – Discusses the impacts on the resource that would be
expected under both the No-Action Alternative and the Proposed Action
Mitigation – Describes the recommended mitigation measures that have been identified to
address adverse impacts that would be expected with the Proposed Action
It is important to note that when adverse impacts were predicted, efforts were first made to
avoid or minimize the adverse impacts. Recommended mitigation measures were then
developed to address adverse impacts that could not be avoided.
3.1 Land Use, Socio-Economics, and Community
This section describes land use and the social, economic, and community characteristics of the
project area.
The project is located entirely within Denver. A community study area (Figure 20) was identified
to provide a basis for discussion of affected environment and environmental consequences. The
identification of this community study area allows focus on the areas most likely to be affected

October 2009
by the project. Where appropriate, information regarding the CCD and/or State of Colorado as a
whole has been included for comparison. The community study area includes the following
Denver neighborhoods adjacent the project area.
Villa Park – A mostly residential neighborhood with limited commercial and industrial areas
located immediately adjacent to Federal Boulevard
Sun Valley – A mixed-used neighborhood containing scattered residences and public
housing in the eastern portion of the neighborhood and commercial and industrial areas
and public facilities located immediately adjacent to Federal Boulevard
Barnum – A mostly residential neighborhood with commercial areas along Federal
Boulevard
Valverde – A neighborhood containing industrial areas in the eastern portion of the
neighborhood and residential areas along Federal Boulevard
West Colfax – A mostly residential neighborhood with a commercial area along Colfax
Avenue and residences and commercial facilities located along Federal Boulevard
3.1.1 Existing and Planned Land Use
Figure 21 shows existing land use within the community study area, as identified in Blueprint
Denver (CCD, 2002). As shown on Figure 21, the community study area includes a wide range
of land uses. The South Platte River and I-25 borders the east side of the community study
area.
The properties along the South Platte River corridor tend to be industrial in use and have a mix
of new and old properties of varying character, sizes, and specific industrial land use. These
industrial areas are located primarily along the eastern side of community study area. The main
arterial thoroughfares, such as Colfax Avenue, Federal Boulevard, and US 6, tend to be lined
with commercial or light industrial land uses.
Residential areas within the community study area are generally separated from the main
arterial thoroughfares by the land uses described above. The residential areas are generally
older, established neighborhoods developed between the late 1890s and the 1950s, with some
localized later development or redevelopment, such as multi-family units in some locations.
In the early 2000s, the City and County of Denver undertook a comprehensive planning effort to
provide a vision for integrated future land use and transportation within the city. This vision,
known as Blueprint Denver (CCD, 2002), is an adopted Denver plan and is a supplement to the
Denver Comprehensive Plan (CCD, 2000). Blueprint Denver identified all areas of Denver as
either Areas of Stability or Areas of Change. According to Blueprint Denver, Areas of Stability
include primarily stable residential neighborhoods and their associated commercials areas,
where limited change is expected during the next 20 years. The goal for an Area of Stability is to
identify and maintain the character of the area while accommodating some new development
and redevelopment.

October 2009
Figure 20. Community Study Area

October 2009
Figure 21. Existing Land Use - Generalized

October 2009
Blueprint Denver also identifies Areas of Change, which represent those areas of Denver where
change is either underway or desirable. These Areas of Change are primarily older industrial
districts, major arterial corridors, and areas adjacent to existing or planned transit facilities.
Blueprint Denver seeks to distribute forecasted growth to Areas of Change, where it will be most
beneficial and away from Areas of Stability, where it may have some negative consequences.
Figure 22 shows the Areas of Stability and Change identified by Blueprint Denver in the
community study area. The commercial and industrial land adjacent to Federal Boulevard and
the residential, commercial, and industrial properties around the Federal Boulevard/Decatur
Street and Knox Court LRT stations have been identified as Areas of Change.
3.1.1.1 Land Use Impacts
Proposed Action – Federal Boulevard would remain a commercial corridor as designated in
Blueprint Denver. The Proposed Action would require the relocation of some existing
businesses, as described in Section 3.2. However, the proposed transportation investment
would likely support viable business activity in the future.
The Proposed Action would provide wider and continuous sidewalks along Federal Boulevard
with a connection to the planned Federal/Decatur LRT station, improve bicycle/pedestrian
connections across Federal Boulevard, address roadway deficiencies and safety issues. These
improvements will improve the bicycle/pedestrian environment, provide multi-modal travel
options, and improve traffic operations along Federal Boulevard. Existing businesses would
benefit from a safer vehicular and pedestrian environment, as well as an improved image of the
corridor.
The Proposed Action is partially consistent with locally adopted plans. As discussed in Chapter
2, the Proposed Action balances transportation improvements that would be fully consistent
locally adopted plans with environmental and social considerations.
No-Action Alternative – The No-Action Alternative would not affect current land use since no
additional properties would be acquired for right-of-way. However, the No-Action Alternative
would not improve existing safety or congestion along Federal Boulevard, would not
accommodate the transportation needs of the businesses and residents in the project area, and
would not meet the purpose and need of this project. The No-Action Alternative is not consistent
with locally adopted land use plans.
3.1.1.2 Land Use Mitigation
No mitigation is required. Property and business owners impacted directly by the Proposed
Action will be compensated as described in Section 3.2.
3.1.2 Community Facilities, Services, and Neighborhood Cohesion
Community facilities and public services are important factors in maintaining communities. This
section describes the existing community facilities and public services within the community
study area and identifies factors that may contribute to or hinder community development and
cohesion.
3.1.2.1 Community Facilities
Figure 23 shows the type of public and community facilities within the community study area.
Key community facilities include:

October 2009
Several public parks, recreational trails, and bicycle routes, which are discussed further in
Section 3.3
Barnum Recreation Center (360 Hooker Street)
Rude Recreation Center (2855 W. Holden Place)
Ross-Barnum Branch Denver Public Library (3570 W. 1st Avenue)
Denver Department of Human Services (1200 Federal Boulevard)
Denver Community Credit Union (1065 Federal Boulevard)
Four schools
Multiple places of worship
Neighborhood residents typically have access to public facilities in their neighborhood or
adjacent neighborhood. However, one community facility that is lacking in the area is a full-
service grocery store.
The general availability of community facilities is consistent with the urban residential nature of
the neighborhoods and the long-standing commitment of CCD to provide such facilities to its
residents. CCD established the Focus Neighborhoods Initiative to reinforce its emphasis on
community facilities. The initiative seeks to improve public facilities in neighborhoods that may
have seen underinvestment in public facilities in the past. Within the community study area, the
Villa Park, Valverde, and Sun Valley neighborhoods are included in the Focus Neighborhoods
Initiative (CCD, 2003b).

October 2009
Figure 22. Future Concept Land Use and Areas of Change

October 2009
Figure 23. Public and Community Facilities

October 2009
3.1.2.2 Neighborhood Cohesion

Many factors affect the cohesion and vitality of neighborhoods. The presence of the public
facilities and service providers identified above are positive factors that contribute to a sense of
community. The vitality of local business and employment opportunities also exert a strong
influence on community cohesion.
The neighborhoods within the community study area generally exhibit relatively high cohesion.
There is a strong sense of community. This is supported by the CCD’s emphasis on
neighborhood support and development.
Transportation facilities can be both positive and negative factors. These facilities provide vital
links enabling residents to access goods, services, employment, and travel to other areas of the
city. However, major transportation facilities can also act as a barrier that hinders cross travel
(particularly for pedestrians and bicyclists) and can detract from cohesion and sense of
community.
Within the community study area, the following highway and majority arterials hinder, to a
greater or lesser degree, cross travel between or within neighborhoods:
I-25: I-25 combined with the industrial properties along the South Platte River and rail
corridors restrict east-west travel across the area. However, this corridor also provides key
north-south mobility for transit riders on the LRT line, bicyclists traveling along the South
Platte River trail, as well as for motorists.
US 6: This east-west freeway restricts north-south travel in the area west of I-25.
City Arterials: There are several major arterials present in the area. These provide mobility
throughout the area, but may hinder pedestrian and bicycle cross travel and the connection
between adjacent areas. Major east-west arterials near the project area include Colfax
Avenue and 8th Avenue. Major north-south arterials include Sheridan Boulevard and
Federal Boulevard.
3.1.2.3 Community Facilities, Services, and Neighborhood Cohesion Impacts
Proposed Action – The Proposed Action would improve pedestrian, bus (transit), and motorist
connections across US 6 due to wider sidewalks and a third northbound lane on Federal
Boulevard. These improvements would better connect the neighborhoods and community
facilities between the Villa Park and Sun Valley neighborhoods to the north and the Barnum and
Valverde neighborhoods to the south of US 6.
The Proposed Action would improve pedestrian and bicyclist connections across Federal
Boulevard at the 8th Avenue/Federal Boulevard and 10th Avenue/Federal Boulevard
intersections. These improvements include wider sidewalks, pedestrian ramps, countdown
pedestrian signal heads, and crosswalk pavement markings. At the 8th Avenue/Federal
Boulevard intersection the sidewalk will be extended along 8th Avenue to connect to the Weir
Gulch bicycle route providing a path for bicyclists/pedestrians from the South Platte River trail to
Barnum North Park. These improvements would better connect the Villa Park and Sun Valley
neighborhoods. None of the community facilities would be directly affected by the Proposed
Action.
No-Action Alternative – The No-Action Alternative would not improve access to and from
community facilities in the community study area.

October 2009
3.1.2.4 Community Facilities, Services, and Neighborhood Cohesion Mitigation

No mitigation is required.
3.1.3 Environmental Justice
Environmental justice refers to social equity in sharing the benefits and burdens of specific
projects or programs. Assessment of environmental justice has developed to address concerns
that undesirable land uses and facilities were being placed in minority and/or low-income
communities without regard to the consequences of these actions.
This section focuses on minority and low-income communities, considers the project benefits
and impacts on these communities, and evaluates whether these communities would
experience disproportionately high and adverse impacts from the project.
An understanding of the demographic character of the area is important to provide a basis for
assessing impacts to the local community and evaluating the project with respect to
environmental justice requirements. An environmental justice evaluation was performed to
determine to what extent any minority or low-income communities would be affected by the
proposed improvements. The analysis was conducted following FHWA’s policy regarding
environmental justice (FHWA Order 6640.23) (FHWA, 1998) and CDOT Title VI and
Environmental Justice Guidelines for National Environmental Policy Act (NEPA) Projects
(CDOT, 2005b). The detailed methodology and analysis is included in the Environmental Justice
Evaluation Technical Report (FHU, 2009d).
Table 2 presents population data and minority population percentages for the census block
groups included in the community study area (Figure 20). Census tracts analyzed included 7.02
(Block Group 2), 8.0 (Block Group 1), 9.05 (Block Groups 1, 2, 3, and 4), 9.03 (Block Group1),
and 10.0 (Block Group 4). Statistics for these Block Groups are compared with statistics for the
State of Colorado and the CCD.
Based on the information presented in Table 2, the following observations can be made about
the demographics of the community study area:
The census block groups in the community study area generally have larger proportions of
minorities than CCD and larger proportions than the State of Colorado as a whole.
Hispanics make up the largest proportion of the total minority population in the community
study area. All of the block groups in the community study area have Hispanic populations
greater than the CCD average. The largest Hispanic populations were identified in the Villa
Park and Barnum neighborhoods, west of Federal Boulevard.
The percent of Native Americans present within the community study area exceeds the
percentage within CCD and the State of Colorado.
Black/African Americans were generally found in proportions smaller than the CCD
averages, with the exception of one block group.
In three block groups, the percent of Asian/Pacific Islanders within the community study
area generally exceeds the percentage within CCD and the State of Colorado.

October 2009
As a whole, the community study area analyzed has an estimated 14 percent limited English
proficiency. Out of the eight census block groups analyzed, seven of the block groups exceeded
the CCD average of five percent linguistically-isolated households with Spanish as the primary
language (FHU, 2009d). The largest percentage of linguistically-isolated households is located
in the Villa Park neighborhood, located west of Federal Boulevard and north of US 6.
Table 2. Minority Populations within the Community Study Area
Minority Populations (%)

Total Black/ Asian/
Area Native Hispanic Total
Population African Pacific
American Islander or Latino1 Minority2
American
State of Colorado 4,301,261 3.8 1.0 2.3 17.1 24.2
CCD 554,636 11.1 1.3 2.9 31.7 47.0
Tract and Census Block Groups in the community study area (Figure 19)
West Colfax Neighborhood
Tract 7.02 Block Group 2 1,920 6.5 2.4 7.9 65.8 82.6
Sun Valley Neighborhood
Barnum Neighborhood
Villa Park Neighborhood
Tract 9.05 Block Group 1 892 1.2 2.2 0.90 83.0 87.3
Tract 9.05 Block Group 2 1,160 .69 2.4 0.95 86.4 90.4
Tract 9.05 Block Group 3 1,076 .28 2.2 0.28 83.3 86.1
Valverde Neighborhood
Tract 10 Block Group 4 1,080 7.5 3.7 5.7 70.4 87.3
Source: US Census, 2000
1
Hispanic/Latino can be of any race
2
Total minority includes all individuals except non-Hispanic whites
Percentages shown in BOLD exceed the CCD average (also shown in BOLD for comparison)
The percentage of low-income households was calculated for the community study area by
block group (Table 3) using the following methodology. The average household size for CCD
was determined to be 2.27 (US Census, 2000). The total number of households and ranges of
household incomes was derived for the eight block groups within the community study area and
for CCD as a whole. The 2008 rounded median family income (MFI) for Denver-Aurora is
$71,800 (US Department of Housing and Urban Development [HUD], 2008). The low-income
threshold for the 2.27 average household size in CCD was determined to be $17,831 based on
the 30 percent of the MFI value. Since census income statistics are divided into increments of
$5,000, any household (regardless of the number of people), in CCD with an income below
$19,999 is considered low-income. Approximately 22.7 percent of households in CCD are below
the identified threshold and are considered low-income.

October 2009
According to the census block data, five of the eight block groups in the community study area
have higher percentages of low-income populations than the CCD as a whole. The highest
percentage of low-income households (84.2 percent) was identified in the Sun Valley
neighborhood, which has an affordable housing complex located within the community study
area. The residents of Sun Valley also identified themselves as transit-dependent during a
small-group meeting with the Sun Valley neighborhood group on February 26, 2009 (Chapter
4).
Table 3. Low-Income Households within the Community Study Area
Area Low-Income Households (%)

CCD (Denver-Aurora) 22.7
Tract and Census Block Groups in the Community Study Area
West Colfax Neighborhood
Tract 7.02 Block Group 2 45.8
Sun Valley Neighborhood
Barnum Neighborhood
Villa Park Neighborhood
Valverde Neighborhood
Tract 10 Block Group 4 62.4
Source: US Census Bureau Year 2000 data, HUD Section 8
Percentages shown in BOLD exceed the CCD average (also shown in BOLD for comparison)
3.1.3.1 Environmental Justice Impacts

This section describes the impacts of the Proposed Action and the No-Action Alternative. The
environmental justice methodology applied during this process is based on the following
objectives for environmental justice:
To ensure the full and fair participation by all potentially affected communities in the
transportation decision-making process
To prevent the denial of, reduction in, or significant delay in the receipt of benefits by
minority populations and low-income populations
To avoid, minimize, or mitigate disproportionately high and adverse human health or
environmental effects on minority populations and low-income populations

October 2009
Proposed Action
Outreach to and Participation of Minority and Low-Income Communities
The agency and public involvement program is further discussed in Chapter 4. Elements of the
public involvement program particularly targeting minority and low-income populations and the
local community included:
Project postcards and flyers in English and Spanish distributed to the
businesses/residences in the community study area notifying them of the April 22, 2009
public meeting
Project flyers in English and Spanish distributed to the Denver Housing Authority Sun
Valley Homes notifying them of the April 22, 2009 public meeting
Project public meeting held on April 22, 2009 at the Eagleton Elementary school in the Villa
Park neighborhood with Spanish translation provided and meeting materials in English and
Spanish
Small group meetings with the Villa Park (February 25, 2009), Sun Valley (February 26,
2009), Barnum (April 14, 2009), and Valverde (March 31, 2009) neighborhood associations
Door-to-door outreach to the businesses along Federal Boulevard (March 19, 2009)
notifying them of the April 22, 2009 public meeting
Benefits to Minority and Low-Income Communities
As shown in Tables 2 and 3, there is a high percentage of minority and low-income populations
in the neighborhoods adjacent to the Proposed Action. Implementation of the project would
include a number of direct benefits to these adjacent neighborhoods. These benefits are
expected to be equitably shared across demographic groups and throughout the community.
Specific project benefits include:
Widening the roadway to include three lanes in the northbound direction, as already exists
for the southbound direction, would benefit operational performance and decrease the
probability of crashes.
A continuous 8-ft pedestrian zone on both sides of Federal Boulevard from 5th Avenue to
Howard Place would provide greater spacing between pedestrians and the roadway and
provide improved access to the bus stops along Federal Boulevard (improve passenger
safety during boardings and de-boardings), the planned Federal/Decatur LRT station
southeast of the Federal Boulevard/Howard Place intersection, community facilities located
along Federal Boulevard (Denver Department of Human Services, El Centro Esperanza,
John C. Inmann Work and Family Center, Sun Valley Youth Center, and Denver
Community Credit Union) and parks and recreational facilities (Rude Recreation Center,
Rude Park, Barnum Park, Barnum North Park, Barnum East Park, Paco Sanchez Park,
Lakewood Gulch Trail, Weir Gulch bicycle route, and the D-2, D-10, and D-12 bicycle
routes). Updated curb ramps would improve safety at intersections and meet ADA
requirements.
The installation of a raised curb median throughout the corridor would help to control
access to individual driveways throughout the segment reducing the potential for
vehicular/pedestrian conflicts and improve pedestrian safety along Federal Boulevard.

October 2009
The installation of crosswalk pavement markings and countdown pedestrian signal heads
at the Federal Boulevard/8th Avenue intersection and at the Federal Boulevard/10th Avenue
intersection would improve safety for pedestrians and bicyclists utilizing the D-12 bicycle
route along 10th Avenue and improve community cohesion across Federal Boulevard.
Buses would share the same improved travel times as autos, which increase the on-time
performance of buses in the corridor and improve access to the Federal/Decatur LRT
station.
Minority and low-income populations and the general population would benefit equally from
the new jobs created to build the Proposed Action.
Improved multi-modal connectivity would benefit transit-dependent populations and provide
more convenient and faster transit access to employment opportunities and services
throughout the Denver metropolitan region.
Potential for Disproportionate Impacts to Minority and Low-Income Communities
The primary impacts would be related to displacements of businesses, which would be a
disruption for employees, owners, and patrons. The Proposed Action would require full
acquisition of eight properties and the relocation of seven businesses (one property was vacant
at the time of this study) out of a total of approximately 53 businesses along Federal Boulevard
(5th Avenue to Howard Place). Section 3.2 further discusses the properties acquired for right-of-
way and displacements.
Based on the door-to-door outreach activities conducted on March 19, 2009, two of the seven
businesses are operated by corporations, two by Caucasians, one by Hispanics, and two by
Asians. Of the seven businesses impacted, only three appear to be minority-owned and
operated. However, the relocation of businesses would affect these owners and employees in a
similar manner as non minority and non low-income owners and employees. The primary impact
of business displacements would be disruption for employees and owners.
Of these businesses, one business (Family Dollar) was identified by the Sun Valley
neighborhood as providing goods and services to the neighborhood. Based on this public
feedback and comment, a weave alignment (Section 2.3.5 and Figure 19) avoiding this
business was developed. The weave alignment would require nine to 11 properties partially
acquired for right-of-way and 15 to 17 properties fully acquired for right-of-way. Based on these
additional properties acquired for right-of-way, the weave alignment was eliminated from further
consideration.
The Family Dollar retail business located at 990 Federal Boulevard is corporate-owned.
Relocation to another area would result in the loss goods and services to the transit-dependent
patrons from the Sun Valley neighborhood. Two other businesses, the Decatur Market at 1260
Decatur Street and the 7-11 convenience store at 1000 Federal Boulevard, provide similar
services and goods as the Family Dollar store. Both of these businesses are located within 0.5
mile of the Sun Valley neighborhood. In addition, the Fairview Urban Garden, which is located
adjacent to Fairview Elementary school within the Sun Valley neighborhood, provides seasonal
access to fruits and vegetables. A second Family Dollar store is located approximately 0.75 mile
north of the neighborhood at 1845 Federal Boulevard. The Family Dollar store at 1845 Federal
Boulevard can be accessed by a pedestrian following Decatur Street underneath the grade-
separated Colfax Avenue viaduct north to the Mile High Stadium Circle and west on 18th
Avenue. Although the Decatur Market, 7-11, Fairview Urban Garden, and the Family Dollar

October 2009
store at 1845 Family Dollar are less convenient or a further distance away from the Sun Valley
neighborhood, the goods and services provided by the Family Dollar store at 990 Federal
Boulevard would still be available to the neighborhood residents.
It is not anticipated that full acquisition of property for right-of-way, displacement, or relocation of
any residential units, churches, schools, or other types of community centers would be required
as a result of the project. Permanent access to such facilities is not anticipated to be impacted.
However, access to these facilities may be affected in the short-term during construction
activities.
Temporary Construction Impacts
Several potential short-term and indirect impacts have also been identified, which are generally
associated with construction activities. Potential short-term and indirect impacts during
construction of the project include:
Impeded access for emergency vehicles requiring notification and coordination with the
local emergency responders
Temporary transit stop relocation
Potential access restrictions for businesses
Potential impacts from cut-through traffic into surrounding neighborhoods, including safety,
noise, and air quality
Conclusion
Based on this benefits and impacts analysis, the implementation of the Proposed Action would
not result in disproportionately high and adverse effects on minority and low-income
communities.
No-Action Alternative – The No-Action Alternative would not result in direct impacts to minority
and low-income communities because no transportation improvements would be conducted.
However, the No-Action Alternative would not provide benefits to minority and low-income
communities that the Proposed Action would provide with regard to bicycle, pedestrian, and
vehicle safety, traffic operations, and multi-modal (vehicle, pedestrian, bicycle, and public
transit) connectivity.
The No-Action Alternative would not provide transportation infrastructure improvements for the
area’s transit-dependent population, meaning these individuals would continue to walk, ride
bicycles, and/or utilize the existing bus system under the current conditions. Under the No-
Action Alternative, the minority and low-income communities in the community study area would
continue to have limited multi-modal connectivity. Lack of improved multi-modal connectivity
would result in less access to the Denver metropolitan area and all of the social and economic
resources it offers.
3.1.3.2 Environmental Justice Mitigation
A strong emphasis has been placed on avoiding adverse impacts to the local community.
However, where such impacts could not be avoided, efforts will be made to avoid and/or
minimize short-term impacts to the minority and low-income community residents during
construction. The primary impacts requiring mitigation include:
Property acquired for right-of-way /relocation

October 2009
Temporary construction impacts

Because the project is in early stages of planning, further coordination, consideration of impacts,
and detailed development of mitigation will be required to ensure that the environmental justice
commitment and considerations are fully addressed. This will include working with the
communities, community service providers, and local agencies on measures to minimize and
disruption during construction. Additional public involvement will need to include
Spanish/English translation for area residents, as well as other potential translation
requirements in coordinating with local business owners and tenants of the Denver Housing
Authority Sun Valley Homes. Future public involvement will include small group meetings with
the neighborhood associations, as well as the Denver Housing Authority Resident Advisory
Council for the Sun Valley Homes.
All property acquisitions and relocations will adhere to federal and state guidelines regarding
acquisition policies and relocation assistance, including the Uniform Relocation Assistance and
Real Property Acquisition Policies Act of 1970 (Uniform Act), as amended, and applicable
Colorado statutes. Numerous state and federal requirements create procedures designed to
ensure that land owners are paid “just compensation” for acquisitions. Certain relocation
benefits will be provided for all eligible businesses displaced by acquisition. Further discussion
on the mitigation for properties acquired for right-of-way and displacements is provided in
Section 3.2. During future NEPA documentation, the status of these businesses will be updated
to reflect current conditions.
CCD will work with CDOT to develop a Construction and Business Outreach Plan designed to
assist individuals and businesses along Federal Boulevard prior to construction, assist them
maintain business operations during construction and work with those individuals and
businesses that will be displaced. In addition, CCD and CDOT will actively pursue partnership
opportunities with other organizations that may be able to provide additional assistance and
resources to individuals and businesses impacted by the project.
CDOT and the CCD will identify programs and services to assist business and property owners
impacted by the project. This assistance will focus on the following efforts and measures:
CDOT and CCD will hold at least two business/construction outreach forums with affected
property owners and businesses to determine the assistance needed and general
resources available.
Business Assistance Programs: Site selection assistance, technical and regulatory
assistance, workforce development and financing assistance will be provided.
CCD will recommend sources of financing for small businesses needing funding above and
beyond their relocation benefits.
Neighborhoods in the region with similar demographic profiles to the displaced businesses
will be identified to determine whether these areas will be suitable for relocation.
Final mitigation for construction impacts should consider implementation of the following
measures during final engineering design and construction:
Coordination with emergency service providers to identify methods to minimize delays and
ensure access to properties during construction
Providing transit patrons with temporary transit shelters and informing residents about
temporary changes in transit shelter locations prior to construction

October 2009
Maintaining access to local businesses and trails during construction

Coordinating with business owners to minimize disruption during construction
Implementing a phased construction approach to minimize the degree of disruption to
business owners
Maintaining at least two through lanes (one northbound and one southbound) with a turn
lane at all times during the phased construction to reduce potential impacts from cut-
through traffic
3.2 Properties Acquired for Right-of-Way and Displacements
This section describes the acquisitions, displacements, and relocation assistance that would
occur under the Proposed Action. The right-of-way analysis contained in this PEL was based
upon preliminary engineering and certain assumptions were made based on a “worse case”
scenario. For example, in some cases, a total property acquisition was assumed to be required
if a portion of a structure was located in the right-of-way area, or if significant zoning non-
conformances or marketability challenges to remainder parcels were identified as a result of
partial acquisitions. When the Proposed Action is refined through further engineering during final
design, some partial acquisitions may be eliminated and some total acquisitions may change to
partial acquisitions. Furthermore, if variances are allowed for certain remainder parcels and
potential solutions are developed for perceived market deficiencies to remainder parcels; some
total acquisitions could change to partial acquisitions. Accordingly, the properties to be acquired
for right-of-way described herein are subject to change as the project design and right-of-way
acquisition process progresses.
3.2.1 Properties Acquired for Right-of-Way and Displacements
Proposed Action – Property acquisitions associated with the Proposed Action are summarized
in Table 4 and shown on Figure 8. The Proposed Action would require that eight properties be
partially acquired for right-of-way, that eight properties be fully acquired for right-of-way, and
would displace seven businesses. Additional detail is included in the Preliminary Design Plan
Set (FHU, 2009c).
No-Action Alternative – The No-Action Alternative would require no additional right-of-way.

October 2009
Table 4. Property Acquisitions and Displacements1

Parcel Number Street Address Type of Current Use Business
Acquisition Displacement
0505406012000 1200 Federal Blvd Partial Denver Department of Human 0
Services Building
0505406017000 1100 Federal Blvd Partial Parking Lot 0
0505411033000 1000 Federal Blvd Partial Gas Station 0
0505416043000 990 Federal Blvd Full Retail 1
0505416027000 950 Federal Blvd Partial Car Dealership 0
0505416026000 900 Federal Blvd Partial Retail 0
0508100132000 750 Federal Blvd Partial School Bus Storage/Fueling 0
0508103035000 2970 W. Severn Pl Full Automotive Repair 1
0508103013000 730 Federal Blvd Full Vacant 0
0508103014000 724 Federal Blvd Full Automotive Repair 1
0508103030000 710 Federal Blvd Full Car Wash 1
0508100115000 600 Federal Blvd Partial Vacant Lot 0
0508100116000 620 Federal Blvd Partial Motel 0
NOTES:
(1) Property acquisitions include properties that would be acquired as part of the CDOT US 6/Federal Boulevard
interchange reconstruction project (revised from the I-25 Valley Highway project); however, the property acquisitions
do not include properties that would be acquired by the RTD West Corridor LRT project.
Highlighted acquisitions are those properties that would be acquired as part of the CDOT US 6/Federal Boulevard
interchange reconstruction project but include an incremental increase in right-of-way required due to the Proposed
Action. The property at 690 Federal Boulevard would become a full acquisition due to the right-of-way required for
the Proposed Action.
3.2.2 Properties Acquired for Right-of-Way and Displacement Mitigation

For any person(s) whose real property interests may be impacted by this project, the acquisition
of those property interests will comply fully with the Uniform Act. The Uniform Act is a federally
mandated program that applies to all acquisitions of real property or displacements of persons
resulting from Federal or federally assisted programs or projects. It was created to provide for
and insure the fair and equitable treatment of all such persons. To further ensure that the
provisions contained within this act are applied "uniformly", CDOT requires Uniform Act
compliance on any project for which it has oversight responsibility regardless of the funding

October 2009
source. Additionally, the Fifth Amendment of the United States Constitution provides that private
property may not be taken for a public use without payment of "just compensation." All
impacted owners will be provided notification of the acquiring agency's intent to acquire an
interest in their property including a written offer letter of just compensation specifically
describing those property interests. A Right of Way Specialist will be assigned to each property
owner to assist them with this process.
3.2.2.1 Relocation Planning
In certain situations, it may also be necessary to acquire improvements that are located within a
proposed acquisition parcel. In those instances where the improvements are occupied, it
becomes necessary to "relocate" those individuals from the subject property (residential or
business) to a replacement site. The Uniform Act provides for numerous benefits to these
individuals to assist them both financially and with advisory services related to relocating their
residence or business operation. Although the benefits available under the Uniform Act are far
too numerous and complex to discuss in detail in this document, they are available to both
owner occupants and tenants of either residential or business properties. In some situations,
only personal property must be moved from the real property and this is also covered under the
relocation program. As soon as feasible, any person scheduled to be displaced shall be
furnished with a general written description of the displacing Agency's relocation program which
provides at a minimum, detailed information related to eligibility requirements, advisory services
and assistance, payments, and the appeal process. It shall also provide notification that the
displaced person(s) will not be required to move without at least 90 days advance written notice.
For residential relocatees, this notice cannot be provided until a written offer to acquire the
subject property has been presented, and at least one comparable replacement dwelling has
been made available. Relocation benefits will be provided to all eligible persons regardless of
race, color, religion, sex or national origin. Benefits under the Act, to which each eligible owner
or tenant may be entitled, will be determined on an individual basis and explained to them in
detail by an assigned Right of Way Specialist.
3.3 Parks and Recreation
Five city parks are located adjacent to Federal Boulevard within the project area (Figure 2).
Barnum Park is located south of US 6 and west of Federal Boulevard. Barnum Park
includes the Barnum Recreation Center.
Barnum East Park is south of US 6 and east of Federal Boulevard. Barnum Park East
includes a lighted baseball field and lighted soccer field.
Barnum North Park is north of US 6 and west of Federal Boulevard. Barnum North Park
includes a soccer field and lighted softball field.
Paco Sanchez Park is located to the west of Federal Boulevard and south of Howard
Place.
Rude Park is located east of Federal Boulevard and south of Howard Place. Rude Park
includes the Rude Recreation Center.

October 2009
In addition, one recreational trail, the Lakewood Gulch Trail, runs perpendicular to Federal
Boulevard in the project area along Lakewood Gulch south of Howard Place. The D-2 and D-10
bicycle routes follow the Lakewood Gulch Trail. The D-12 bicycle route crosses Federal
Boulevard at 10th Avenue. The Weir Gulch pedestrian/bicycle path extends from the South
Platte River Trail to 8th Avenue east of Federal Boulevard.
3.3.1 Parks and Recreation Impacts
Proposed Action – At the 8th Avenue/Federal Boulevard intersection, the Proposed Action would
extend the sidewalk along 8th Avenue to connect to the Weir Gulch pedestrian/bicycle route
providing a link in the a path for bicyclists/pedestrians from the South Platte River trail to
Barnum North Park.
No impacts to Paco Sanchez Park or Rude Park are expected due to the Proposed Action. Any
impacts to these parks are expected to be associated with reconstruction of the Federal
Boulevard Bridge due to bridge construction as part of the Federal Boulevard Bridge
Replacement (RTD, 2007).
No impacts to Barnum Park are expected due to the Proposed Action. Any impacts to this park
are expected to be associated with reconstruction of the US 6/Federal Boulevard interchange
CDOT, 2005a; CDOT, 2006a; CDOT, 2007c).
No-Action Alternative – No parks or recreational resources will be affected as a result of the No-
Action Alternative.
3.3.2 Parks and Recreation Mitigation
No mitigation is necessary.
3.4 Air Quality
An Air Quality Impact Analysis (FHU, 2009e) was conducted to evaluate existing and future air
quality conditions within the project area. The analysis consisted of a regional conformity
evaluation, a local hot-spot analysis for carbon-monoxide (CO), and qualitative analyses for
particulate matter. Projects of the type considered in the PEL must be analyzed at both the
regional and local levels. The streets and highways considered for the analysis included: US 6,
Federal Boulevard, and 8th Avenue, which will likely to be impacted by changes in traffic
patterns by the improvements
3.4.1 Air Quality Impacts
The primary air quality issues of concern for this project are pollutants associated with the
operation of vehicles on roadways. These issues include direct emissions of pollutants from
vehicles, secondary pollutants formed from direct emissions, and road dust. Air quality issues
related to road construction are also a potential short-term concern.
Proposed Action – This project would not result in any meaningful changes in traffic volumes,
vehicle mix, location of the existing facility, or any other factor that would cause an increase in
emissions impacts relative to the No-Action Alternative. As such, air quality impacts due to the
Proposed Action are expected to be the similar to the No-Action Alternative.
No-Action Alternative – Future emissions from vehicles would be minimized through several
federal regulations (such as emission standards) and regional controls (such as street sanding
regulations). The Denver area maintenance plans that are already in place for CO and

October 2009
suspended particulate matter less than 10 microns in size (PM10) will serve to avoid and
minimize pollutant emissions from vehicles. Due to cleaner vehicles, future daily air pollutant
levels for most pollutants are predicted to be lower than current levels, even with more vehicles
on the roads. Total particulate matter levels may increase in the future because of more
vehicles, but the preliminary analysis indicates the concentrations would meet the National
Ambient Air Quality Standards (NAAQS). Proposed improvements were found not to cause
violations of health-based air quality standards or other relevant evaluation criteria through the
air quality analysis.
3.4.2 Air Quality Mitigation
Given that air pollutants are not predicted to exceed the NAAQS in the future as a result of the
proposed improvements, mitigation measures for air quality are not necessary for the project.
Future emissions from on-road mobile sources will be minimized globally through several
federal regulations. The Denver area State Implementation Plan (SIPs) for CO, ozone (O3), and
PM10 will serve to avoid and minimize pollutant emissions from project roads.
Standard emission minimization measures for construction activities are recommended,
particularly near sensitive areas such as homes. Neighboring areas could be exposed to
construction-related emissions and particular attention will be given to minimizing total
emissions near sensitive areas such as homes. To address the temporary elevated air
emissions that may be experienced during construction, standard construction mitigation
measures should be incorporated into construction contracts. These include following best
management practices and relevant CDOT construction specifications. These will include:
Engines and exhaust systems on equipment in good working order. Equipment maintained
on a regular basis, and equipment subject to inspection by the project manager to ensure
maintenance.
Fugitive dust systematically controlled through diligent implementation of CDOT’s Standard
Specifications for Road and Bridge Construction, particularly Sections 107.24, 209 and
250, and APCD’s Air Pollutant Emission Notification requirements.
No excessive idling of inactive equipment or vehicles and comply with CCD’s idling
ordinance (5 minutes).
Construction equipment and vehicles using low-sulfur fuel to reduce pollutant emissions.
Other emission reduction actions may include:
Stationary equipment located as far from sensitive receivers as possible (when conditions
allow).
More strict dust control measures near schools during school hours.
Retrofit older construction vehicles to reduce emissions.
3.5 Traffic Noise
A Traffic Noise Impact Analysis (FHU, 2009f) was conducted for the project following CDOT and
FHWA guidelines and regulations. The traffic noise impact analysis area primarily includes
businesses immediately adjacent to Federal Boulevard (5th Avenue to Howard Place) through
the study area. There are also homes, parks and motels facing Federal Boulevard and
numerous homes in the “second row” of receivers, a half block off Federal Boulevard, in several

October 2009
locations. The overall purpose of the noise analysis is to conclude whether noise levels at any
receivers within 500 ft of potential project improvements may exceed applicable impact
thresholds from the project.
3.5.1 Traffic Noise Impacts
Noise impacts occur when properties analyzed in the project area will have 2035 noise levels at
or above the relevant CDOT Noise Abatement Criteria or will have 2035 noise levels increase
by 10 decibels or more over existing conditions. Properties that are found to be impacted by
noise are then considered for mitigation actions.
Proposed Action – For the Proposed Action, 41(32 commercial properties/9 residential/park
properties) receivers in the study area would be impacted by traffic noise in 2035, which is eight
fewer than the No-Action Alternative. The number of impacted receivers for this alternative is
somewhat reduced because several properties impacted under existing conditions and the No-
Action Alternative would be removed through right-of-way acquisition. This would also remove a
building that is acting as a noise barrier for one of the motel receivers, thereby raising its noise
level above the impact threshold (66 A-weighted decibels [dBA]) for the project.
Adjoining properties in the study area could be exposed to noise from construction activities
from the proposed improvements.
No-Action Alternative – For the No-Action Alternative, 49 receivers (41 commercial properties/8
residential/park properties) in the study area would be impacted by traffic noise in 2035.
3.5.2 Traffic Noise Mitigation
Mitigation actions for these areas were evaluated; however no mitigation actions are
recommended, as described in the Traffic Noise Impact Analysis (FHU, 2009f).
Construction noise would be subject to relevant local regulations and ordinances, and any
construction activities would be expected to comply with them.
3.6 Historic and Archaeological Resources
Historic and archaeological resources encompass man-made features and physical remains of
past human activity, generally at least 50 years old (Properties constructed in 1958 or earlier).
Historic resources include buildings, bridges, railroads, roads, and other structures.
Archaeological resources are often buried and include artifacts and features associated with
prehistoric Native American occupation, but can also include historical (Euro-American)
artifacts, features, and ruins.
Significant historic and archaeological resources are afforded consideration by Section 106 of
the National Historic Preservation Act of 1966, as amended, as well as Section 4(f) of the
Department of Transportation Act of 1966. Significant historic and archaeological resources are
those that are listed or may be eligible for inclusion on the NRHP. Sites qualifying for the NRHP
must retain sufficient integrity (of location, design, setting, materials, workmanship, feeling, and
association) and meet one or more of the eligibility criteria specified in 36 CFR 60.4. To merit
NRHP-eligibility, a site must meet one or more of the following criteria:
A. Be associated with events that have made a significant contribution to the broad patterns
of our history
B. Be associated with the lives of persons significant in our past

October 2009
C. 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
D. Have yielded, or may be likely to yield, information important in prehistory or history
Important historic and archaeological resources must be identified and considered during
planning for federally-assisted transportation projects, in accordance with Section 106 of the
National Historic Preservation Act. The Section 106 review process consists of the following
steps:
Define an Area of Potential Effect (APE) (Figure 24)
Identify historic and archaeological resources through a file search and field surveys
Evaluate the significance of historic and archaeological resources by applying the NRHP
criteria
Assess impacts to significant (NRHP-eligible or listed) resources by applying the criteria of
adverse effects
Consult with the State Historic Preservation Officer (SHPO) and consulting parties
concerning NRHP-eligibility findings and determinations of effect
Resolve adverse effects, in consultation with the SHPO, consulting parties and the
Advisory Council on Historic Preservation
Important historic and archaeological resources are also afforded protection by Section 4(f) of
the Department of Transportation Act of 1966.
During the late 1800s, Federal Boulevard was a narrow unpaved country road that carried light
traffic limited to pedestrians, horses and riders, carriages, and wagons. Originally known as
Highland Avenue (named after the Highland neighborhood to the north across Colfax Avenue),
beginning in 1871 the street that ran from north to south along the top of the bluff was referred
to simply as “The Boulevard.”
Along the street’s route through the neighborhoods north of Colfax Avenue, cottonwood trees
were planted in rows along each side of the 100-ft wide thoroughfare. Another row stretched
down the middle of the road forming a median. In addition to the foliage and smooth ride,
travelers along its length were treated to excellent views of Denver to the east and the
mountains to the west. No evidence, however, is found to suggest that these landscaping
improvements to The Boulevard were continued south of Colfax Avenue during the late 1800s.
In 1897 the street was renamed Boulevard F when Denver reorganized its naming system
based upon alphabetical classifications. In 1912, Municipal Ordinance 115 gave the street its
lasting name when it was designated Federal Boulevard.
During the early years of the 20th century, Federal Boulevard between 6th Avenue and Colfax
Avenue was lined on the east and west by a very small number of homes and many more
vacant lots. In 1905, hardly any buildings of any kind were found to the south of 10th Avenue.
Although residential subdivisions had been platted on both sides of Federal Boulevard as early
as the 1870s and 1880s, the area was slow to develop. It was not until the 1920s that the street
began to experience anything of a building boom, and even then most of the construction
focused upon single-family homes.

October 2009
Following the end of World War I, Denver experienced a decade-long construction boom that
included the neighborhoods along the entire length of Federal Boulevard. A much-reduced pace
of construction took place during the Depression. By 1940, Federal Boulevard between 6th
Avenue and Colfax Avenue was mostly developed with numerous residences, along with a
commercial laundry, a few gasoline stations and auto repair shops, and at least one grocery
store. By the end of World War II, Federal Boulevard had become a major city thoroughfare. As
a result, the city rezoned the residential and vacant properties along the street, which allowed
these to be developed or redeveloped with intensified commercial uses over the following
decades. Traffic along Federal Boulevard began to increase and the quiet residential character
of the thoroughfare went into decline.
During the 1930s and 1940s, a small number of bars and liquor stores emerged along Federal
Boulevard. The commercial laundry in the 1300 block was greatly expanded between 1940 and
1950. Finally, the east side of Federal Boulevard between West 6th Avenue and West Colfax
Avenue was changed dramatically in the 1950s and 1960s as public housing projects were
developed and large warehouses and manufacturing facilities emerged. Previously dominated
by residences, by the 1970s the street was lined with numerous businesses. Many of these
businesses remain there today; some occupying non-historic buildings while others are housed
in renovated older residences and commercial buildings.

October 2009
Figure 24. Intensive Level Survey Area

October 2009
3.6.1 Historic Resources

An Intensive Level Survey of Historic Buildings (Tatanka, 2009) was conducted for the project
following the guidelines for intensive-level surveys found in the Colorado Cultural Resource
Survey Manual (Colorado Historical Society [CHS] Office of Archaeology and Historic
Preservation [OAHP], 1998). Seventeen properties were surveyed. Table 5 summarizes the
survey results. No historic resources were identified in the APE.
Table 5. Survey Log
State
Individual District
Property Address Historic Property Name Identification
Eligibility Potential
Number
730 Federal Blvd Majestic Furniture Manufacturing 5DV10719 No No
745 Federal Blvd Demuth-Meininger House 5DV5132 No No
775 Federal Blvd Bill’s Liquor Store 5DV5137 No No
801 Federal Blvd Mecca Tavern 5DV5138 No No
816 Federal Blvd Miller’s Groceteria 5DV10634 No No
859 Federal Blvd Cook House/Romey’s Auto Shop 5DV10625 No No
867-869 Federal Blvd General Plumbing Company 5DV10626 No No
880-890 Federal Blvd Auto Equipment Company 5DV10633 No No
935 Federal Blvd Hilts-Herman House 5DV10627 No No
995 Federal Blvd Unique Garage & Filling Station 5DV10628 No No
1015 Federal Blvd Kitchen Service Company 5DV10629 No No
1041 Federal Blvd Plamondon House 5DV10630 No No
1063 Federal Blvd Anderson-Wilcox House 5DV10631 No No
1075 Federal Blvd Samuel & Mollie West House 5DV10632 No No
1077 Federal Blvd Phil & Fannie Silverman House 5DV916 No No
Capitol Wet Wash Co./Capitol
1317 Federal Blvd 5DV8224 No No
Laundry Co.
2946 W. Severn Place Alsbach House 5DV10720 No No
It was determined that none of the APE’s properties were found to be individually eligible for the
NRHP based upon the research and field analysis completed for this project. These conclusions
were drawn because all of the buildings were lacking in historical significance and architectural
integrity. Greater detail about each of the 17 properties surveyed along Federal Boulevard (5th
Avenue to Howard Place) is found on the individual architectural inventory forms in the Intensive
Level Survey of Historic Buildings.
The likelihood of a National Register district being formed in this area was determined to be very
poor. Of the 17 properties found along Federal Boulevard in the APE, it is unlikely that any
would be considered good candidates to contribute to a historic district.
Concurrence from the SHPO on these eligibility determinations has not yet been received.
3.6.1.1 Historic Resources Impacts
Proposed Action – The Proposed Action would have no impacts to historic resources.

October 2009
No-Action Alternative – The No-Action Alternative would have no impacts to historic resources.
3.6.1.2 Historic Resources Mitigation
No mitigation necessary.
3.6.2 Archaeological Resources
A file search revealed that no prehistoric or historic archaeological sites have been identified to
date within the APE. No undisturbed vacant parcels with the potential to contain archaeological
remains were identified by the field survey in the project area.
3.6.2.1 Archaeological Resources Impacts
Proposed Action – The Proposed Action would have no impacts to archaeological resources.
No-Action Alternative – The No-Action Alternative would have no impacts to archaeological
resources.
3.6.2.2 Archaeological Resources Mitigation
If any archaeological materials (e.g., artifacts, faunal remains) or features are encountered or
unearthed during construction, work would be immediately halted in the vicinity of the find, and
the CDOT archaeologist and SHPO would be promptly notified. The site of the find would be
secured and work would remain halted until it can be evaluated and/or removed by a qualified
professional archaeologist. If warranted, additional archaeological testing or data recovery may
be necessary before work can be resumed in the vicinity of the find.
If bones of potential human origin are encountered during construction, ground-disturbing work
would be halted in the vicinity of the discovery, and the CDOT archaeologist would be promptly
notified. The CDOT archaeologist would assess the find, and the county coroner would be
summoned if necessary to determine the relative age and ethnicity of the individual(s)
represented. Work should not resume in the vicinity of the find until clearance is granted by
CDOT.
3.7 Paleontology
Paleontological resources are the fossilized remains of prehistoric plant and animal organisms,
as well as the mineralized impressions (trace fossils) left as indirect evidence of the form and
activity of such organisms. These non-renewable resources may be scientifically significant and
are protected by the Colorado Historical, Prehistorical and Archaeological Resources Act of
1973.
A Paleontological Survey was conducted for the I-25 Valley Highway project and used as a
resource for this PEL study (RMP, 2003). The field survey of the study area revealed no Denver
Formation geologic unit exposures. A description of the Denver Formation unit is included in the
Paleontological Survey (RMP, 2003).
No fossils were found during the field survey for this study; however, previously documented
scientifically significant fossils have been reported from surficial deposits of late Pleistocene age
and rocks of the Denver Formation within and near the project area.

October 2009
3.7.1 Paleontological Resources Impacts

Proposed Action – Ground disturbance from roadway construction activities, such as signal
installation, may potentially cause direct impacts (damage or destruction) to paleontological
resources. It is not possible to predict the extent of such impacts due to the unknown specific
distribution of fossils within the geologic units in the study area. The fossiliferous Denver
Formation bedrock is of greatest concern but impacts would have to be evaluated on a project-
specific basis because of the varying and unpredictable thickness of the Pleistocene and
Holocene sediments which cover it. Pleistocene surface deposits may also contain small
quantities of important fossils subject to project impacts from ground disturbance during
construction, but their spatial distribution cannot be predicted.
No-Action Alternative – No impacts to paleontological resources would occur under the No-
Action Alternative.
3.7.2 Paleontological Resources Mitigation
Construction monitoring of areas where Denver Formation rocks may be disturbed will be
conducted, as appropriate. As project design plans are finalized, the CDOT paleontologist will
review them to evaluate the extent of impacts to the Denver Formation, and the scope of
monitoring work, if any, which is required.
Although the paleontologic sensitivity of the surficial deposits (primarily alluvium) within the
study area is low because they typically contain few fossils, construction personnel will be made
aware of the potential to encounter fossils while excavating. If any sub-surface bones, leaf
impressions, or other potential fossils are found during construction, the CDOT paleontologist
will be notified immediately to assess their significance and make further recommendations.
3.8 Water Resources and Floodplains
This segment of Federal Boulevard is located within the South Platte River Basin. The project
will extend near the Federal Emergency Management Agency (FEMA) designated 100-Year
floodplains for Lakewood Gulch and Weir Gulch. Inspections of the appropriate FEMA and
Urban Drainage and Flood Control District maps indicate that this portion of Federal Boulevard
will not have any impacts on the 100 year flood plains. Lakewood Gulch, Weir Gulch, and the
segment of the South Platte River that they pass to are not within the Colorado Department of
Health and Environment’s Section 303(d) list of Water-Quality-Limited Segments requiring total
maximum daily loads (TMDLs).
Stormwater from the adjacent impervious areas (roadways, parking lots, etc.) currently
discharges directly to Lakewood Gulch and Weir Gulch. Roadway runoff typically may contain
the following pollutants.
Sediment – Solids such as sand, silt, and clays that are washed from paved surfaces or
eroded from roadway slopes and become suspended in water. Sediment due to
construction is a common water quality concern.
Heavy Metals – Metals such as zinc and copper from fuels, brake pads, and vehicle wear.
In the past, lead was a common pollutant, but the use of unleaded gasoline has now
substantially reduced this roadway contaminant.
Magnesium chloride and salt – De-icers used on roads for winter maintenance.

October 2009
Oil and Grease – Petroleum hydrocarbons deposited by vehicles on roadways and parking
lots.
3.8.1 Water Resources Impacts
Proposed Action – The reconstruction of this portion of Federal Boulevard will require a
disturbance of approximately 17 acres. CDOT and CCD’s MS4 permitting requires that
permanent water quality improvements be implemented for construction that disturbs more than
1 acre. Permanent water quality improvements have been included in the design. The existing
storm drainage system will be utilized as much as possible to maintain historical drainage paths.
They will be routed to detention facilities that will be constructed to provide 100 percent Water
Quality Capture Volume or 80 percent capture of total suspended solids for this system. This will
treat approximately 90 percent of the runoff along Federal Boulevard. The other 10 percent will
be covered by other administrative mitigations, such as stormwater drain labeling as “No
Dumping Drains to Waterway.”
Federal Boulevard is covered by CCD’S MS4 permit, and final stormwater plans for the
improvements will be reviewed and approved by both CDOT and CCD. Additional permits and
submittals that may be required for activities associated with construction include a Colorado
discharge permit system (CDPS) permit, a stormwater management plan, and certification to
CDOT from Denver that the project meets their MS4 permit.
No-Action Alternative – Under the No-Action Alternative, stormwater would continue to
discharge directly into Weir Gulch and Lakewood Gulch, which ultimately discharge to the South
Platte River.
3.8.2 Water Resources Mitigation
During construction, stormwater impacts will be minimized by using the appropriate CDOT’s
standard construction BMPs. Potential BMPs would include silt fence, inlet protection, stabilized
construction entrances, slope stabilization, concrete washouts, erosion logs, inlet filters,
sediment basins (at permanent water quality pond locations), vehicle tracking pads, and other
BMPs. Specific temporary and permanent stormwater management strategies will be identified
during preliminary/final design as part of a drainage/hydraulics assessment and development of
a storm water management plan (SWMP). Construction-related mitigation measures will be
outlined in the SWMP and will include a detailed set of erosion control plans as part of the
roadway design set.
Three potential locations for permanent water quality ponds were identified near Weir Gulch.
These locations include the northeast corner of the Federal Boulevard/8th Avenue intersection
immediately adjacent to Weir Gulch, the northeastern corner of Barnum North Park immediately
west of the businesses along Federal Boulevard, and the previously vacated Barberry Place
right-of-way. Additional coordination with CCD, CDOT, and the Colorado Department of Public
Health and Environment (CDPHE) Water Quality Control Division is required during preliminary
and final engineering design.
In the vicinity of Lakewood Gulch, a stormwater pollutant removal system (stormceptors or
similar device) have been identified in the Federal Boulevard Bridge over Lakewood Gulch
reconstruction preliminary engineering plans for water quality management in the area. The
Federal Boulevard (5th Avenue to Howard Place) PEL project would require the up-sizing of the
stormceptors (or similar device). The stormceptor model currently identified in the Federal
Boulevard Bridge over Lakewood Gulch reconstruction preliminary engineering plans for water

October 2009
quality management is an STC 450i. The addition of the Federal Boulevard (5th Avenue to
Howard Place) PEL project drainage will require a larger stormceptor model, such as STC 2400
or similar model. Additional coordination with CCD, RTD, CDOT, and the CDPHE Water Quality
Control Division is required during preliminary and final engineering design.
The hydraulics analysis contained in this PEL was based upon preliminary engineering and
certain assumptions were made based on a “worse case” scenario. The final location and
configuration of the BMPs presented, including the permanent water quality ponds, are subject
to change as the project design process progresses. The final location and configuration will be
determined during final engineering design.
A general Construction Dewatering Operations permit must be obtained from the WQCD if
groundwater is discharged from the excavation site to any waters of the State. Numeric water
quality standards and BMPs for dewatering discharges are developed by the WQCD and are
included within the provisions of the general permit. If it is determined that contaminated
groundwater would be encountered during dewatering activities, special materials management
may be required during construction to meet water quality standards.
3.9 Wetlands and Other Waters of the US
Wetlands associated with Weir Gulch and Lakewood Gulch are present in the project area. Weir
Gulch is a jurisdictional Waters of the US (CDOT 2006, CDOT 2007a, RTD 2007). Wetland
resources are protected under section 404 of the Clean Water Act (33 U.S.C. 1344) and
Executive Order 11990 Protection of Wetlands (US Environmental Protection Agency [USEPA]
1977). The Clean Water Act requires coordination with the US Army Corps of Engineers
(USACE) and resource agencies such as the USEPA and the US Department of Interior Fish
and Wildlife Service (USFWS) when impacts occur to wetlands that are considered Waters of
the U.S. The US Department of Transportation Order 5660.1A Preservation of the Nation’s
Wetlands (US Department of Transportation [USDOT] 1978) provides guidance on wetland
mitigation assessment. CDOT has incorporated this and other FHWA environmental guidance
into its Environmental Stewardship Guide (CDOT 2005c), which emphasizes efforts to avoid
and minimize wetland impacts.
3.9.1 Wetlands and Other Waters of the US Impacts
Proposed Action – Wetlands impacts may occur due to the construction of a new stormwater
outfall at Weir Gulch.
At this time, no impacts to wetlands along Lakewood Gulch from the Proposed Action are
expected. Impacts due to bridge construction will be part of the RTD West Corridor FasTracks
LRT project (RTD, 2007).
No-Action Alternative – No impacts would occur as a result of the No-Action Alternative.
3.9.2 Wetlands and Other Waters of the US Mitigation
A wetland delineation, application for a Clean Water Act section 404 permit may be required
based on the design of the stormwater outfall at Weir Gulch.
3.10 Biological Resources
Previous NEPA studies relevant to the project area were reviewed (CDOT, 2006; CDOT, 2007a;
CDOT, 2007b; CDOT, 2008; RTD, 2007) and a field survey of existing biological resources was

October 2009
performed, including vegetation, noxious weeds, wildlife, special status species, and wetlands.
The results of this review are summarized in a Biological Resources Technical Memorandum
(FHU, 2008) (Appendix C).
3.10.1 Vegetation and Wildlife
Due to the commercial nature of the corridor, natural vegetation is minimal within the project
area, with the exception being the riparian areas surrounding the Lakewood Gulch Trail and
Weir Gulch Trail. Many of the wildlife species that currently use the project area are adapted to
an urban environment and are introduced species commonly associated with human
development. Few studies of wildlife have been conducted in urban area. The parks adjacent to
Federal Boulevard within the project area contain little natural vegetation and include primarily
grasses and ornamental trees. This area has been heavily impacted by development,
industrialization, and recreation activities, as a result, the plant communities and associated
wildlife communities have been altered.
3.10.1.1 Vegetation and Wildlife Impacts
Proposed Action – Minimal or no impacts to vegetation and wildlife will occur due to the
Proposed Action. Riparian vegetation along Weir Gulch will be impacted from installation of the
permanent water quality pond and stormwater outfall.
No-Action Alternative – No impacts to vegetation and wildlife will occur due to the No-Action
Alternative.
Any impacts to riparian vegetation along Lakewood Gulch are expected to be associated with
reconstruction of the Federal Boulevard Bridge due to bridge construction as part of the Federal
Boulevard Bridge Replacement (RTD, 2007).
3.10.1.2 Vegetation and Wildlife Mitigation
Senate Bill 40 certification will likely be required for construction of the permanent water quality
pond and stormwater outfall in Weir Gulch. Projects may receive Individual or Programmatic
certification depending upon the Senate Bill 40 guidelines, which will be determined by the
Colorado Department of Natural Resources Division of Wildlife (CDOW).
3.10.2 Noxious Weeds
Noxious weeds are present in the vacant, undeveloped portions of the project area near the US
6/Federal Boulevard interchange and Barnum, Barnum North, and Barnum East parks. The
control of noxious weeds is mandated by the Colorado Noxious Weed Act (Title 35, article 5.5).
Noxious weeds are non-native plants that establish themselves in disturbed soils and have the
ability to quickly spread and displace native vegetation and habitat. Previous NEPA studies
relevant to the project area were reviewed to determine the presence of noxious weeds within
the project area. The project area was assessed for noxious weeds listed on the State A, B, and
C lists, the noxious weed list for Denver County, and the CDOT Maintenance Noxious Weed
List. Three species of noxious weeds were identified: field bindweed (Convolvulus arvensis),
Russian olive (Elaeagnus angustifolia), and downy brome (Bromus tectorum). Table 6 and
Figure 25 identify the noxious weed species present in the project area.

October 2009
Table 6. List of Noxious Weed Species Present in the Project Area

Colorado State
Common CDOT
Botanical Name Noxious Weed Recommended Control Measures
Name Weed List
List A, B, or C
Minimize disturbances and enhance
Downy brome desirable species as competition. Apply
Bromus tectorum No C a herbicide in springtime and seeding of
(Cheatgrass)
desirable species in the fall.
Mechanical control by cultivation,
Convolvulus grubbing or covering; herbicides during
Field bindweed Yes C flowering stage, in the fall, or after
arvensis
precipitation when actively growing.
Elaeagnus Mechanical removal; Application of
Russian olive Yes B herbicides.
angustifolia
3.10.2.1 Noxious Weed Impacts

Proposed Action – The disturbance of soils due to construction activities associated with the
Proposed Action could contribute to the spread of noxious weed species within the project area
or the introduction of new weed species from outside sources.
No-Action Alternative – The No-Action Alternative would not exacerbate the spread of noxious
weeds within the project area.
3.10.2.2 Noxious Weed Mitigation
To reduce the spread of noxious weeds, all noxious weed infestations will be managed prior to,
during, and after construction of the Proposed Action in accordance with the recommended
control measures identified in the Biological Resources Technical Memorandum (FHU, 2008).
These mitigation measures include:
Noxious weeds are located within the project area and will be managed during construction in
accordance with the recommended control measures in Table 6.

October 2009
Figure 25. Noxious Weeds in the Project Area

October 2009
3.11 Special Status Species

The project area was assessed to identify potential habitat for federally threatened and
endangered (T/E) and state-listed T/E and species of concern.
Federally-listed threatened and endangered species are protected under the Endangered
Species Act (16 USC. 1531 et seq.) and state-listed species are protected under the Colorado
Revised Statutes 33-1, 33-4 and 24-4, as amended. The following list of threatened,
endangered, and candidate species (listed species) with potential to occur in the project area
was provided by the USFWS (USFWS, 2008).
Whooping crane (Grus americana), Endangered
Least tern, interior population (Sterna antillarum), Endangered
Piping plover (Charadruis melodus), Endangered
Pallid sturgeon (Scaphirhynchus albus), Endangered
Ute ladies’-tresses orchid (Spiranthes diluvialis), Threatened
It was determined that there is no habitat for T/E or species of concern within the project area.
Migratory birds are protected under the Migratory Bird Treaty Act (16 USC §§ 703-712) and the
Fish and Wildlife Coordination Act of 1934. The project area was assessed to identify suitable
habitat for migratory birds and previous NEPA studies relevant to the project area were
reviewed (CDOT, 2006; CDOT, 2007a; CDOT, 2007b; CDOT, 2008; RTD, 2007). It was
determined that there is a limited amount of suitable habitat for migratory birds within the project
area.
3.11.1.1 Special Status Species Impacts
Proposed Action – The Proposed Action would not affect any federally threatened, endangered,
or candidate species or any state-listed species.
Migratory birds are likely to be concentrated in the riparian areas of Lakewood Gulch and Weir
Gulch; Barnum Park, Barnum North Park, Barnum East Park, Rude Park, and Paco Sanchez
Park; and ornamental plantings near the Denver Department of Human Services facility.
No-Action Alternative – The No-Action Alternative would not affect any federally threatened,
endangered, or candidate species or any state-listed species.
3.11.1.2 Special Status Species Mitigation
If the proposed construction is planned to occur during the primary nesting season for migratory
birds in eastern Colorado (typically between April 1st and August 31st, but some species may
nest outside this period), the project area will be re-surveyed by a qualified biologist to verify if
any active nests are present. If no active nests are present, trees can be removed. However, if
active migratory bird nests are identified and cannot be avoided by proposed construction
activities, the USFWS field office will be contacted to help determine the appropriate mitigation
action, which may include: the removal of nests prior to the initiation of egg laying or cessation
of construction until all nestlings have fledged.

October 2009
3.12 Hazardous Materials

Several properties with potential or recognized (known) existing or past soil and groundwater
contamination were identified adjacent to Federal Boulevard, as documented in a Modified
Phase I Environmental Site Assessment (MESA) (FHU, 2009h). In general, environmental
concerns within the project area include residual contamination from leaking underground
storage tanks (USTs), which are typically associated with gasoline stations, and spilled
chemicals due to a long history of chemical storage and handling practices. The methodology
for the hazardous materials assessment is also included in the MESA (FHU, 2009h). A thorough
assessment of properties in and near the project area for past and present soil and groundwater
contamination is an integral part of the planning process. In the case that soil and/or
groundwater is identified or suspected of being contaminated, avoidance measures or the
identification of potential mitigation measures can be implemented when reasonably possible. In
addition, buildings in the project area may contain heavy-metal based paint, asbestos
contaminated materials, and other regulated materials.
3.12.1 Hazardous Materials Impacts
Proposed Action – A total of 32 sites with potential and recognized environmental conditions
(hazardous materials) were identified adjacent to Federal Boulevard within the project area.
Details concerning these properties are provided in the MESA (FHU, 2009h).
No-Action Alternative – The No-Action Alternative would not affect any properties with
hazardous materials concerns.
3.12.2 Hazardous Materials Mitigation
Contamination from hazardous materials is most likely to be encountered during ground-
disturbing activities in areas near properties with potential or recognized environmental
conditions (hazardous materials). During the design process, the information concerning these
properties can be used to identify avoidance options, if possible, and to assist with the
development of materials management and worker health and safety plans. Properties to be
acquired with hazardous materials concerns will require a site-specific Phase I Environmental
Site Assessment or Initial Site Assessment as part of the right-of-way acquisition process, as
detailed in the MESA (FHU, 2009h). An asbestos-containing materials survey is required for all
structures to be demolished as part of this project and must be completed as part of the CDPHE
demolition permit. Additionally, a lead-based paint survey and regulated materials clearance
survey are recommended for all structures to be demolished as part of this project.
3.13 Cumulative Impacts
Cumulative impacts are defined as “the impact on the environment which results from the
incremental impact of the action when added to other past, present, and reasonably foreseeable
future actions” (CEQ, 40 CFR 1508.7). The purpose of this analysis is to assess the combined
impact of the Proposed Action and other projects that may occur within the community study
area (Figure 20). These projects include past, present, and future actions, regardless of
whether the project is a public or private project.
Cumulative impacts result when the effects of an action are added to or interact with the effects
of other actions in a particular place and within a particular time. It is the combination of these
effects, and any resulting environmental degradation, that is the focus of the cumulative impact

October 2009
analysis. While impacts can be differentiated by direct, indirect, and cumulative impacts, the
concept of cumulative impacts takes into account all disturbances because cumulative impacts
result in the compounding of the effects of all actions over time. The cumulative impacts of an
action can be viewed as the total effects on a resource, ecosystem, or human community of that
action and all other activities affecting that resource no matter what entity (federal, non-federal,
or private) is taking the action.
Cumulative impact analysis is resource-specific and generally performed for environmental
resources directly impacted by the federal action under study, such as a transportation project.
However, not all of the resources directly impacted by a project require cumulative impact
analysis. Cumulative impact analysis should focus on resources for which the Proposed Action
will have effects similar to other actions in the community study area (Figure 20) and/or
resources that have been historically affected by cumulative actions.
3.13.1 Methodology for Assessing Cumulative Impacts
The methodology for the cumulative impacts analysis is summarized as follows:
Define the geographic limits of the analysis
Define the temporal limits of the analysis
Identify past, present, and reasonably foreseeable future actions
Determine the resources affected by the actions
Assess the cumulative impacts of the actions
Figure 20 shows the community study area for the cumulative impacts analysis. The community
study area includes neighborhoods adjacent to and near the project area.
The temporal starting point for the analysis is approximately 1940, which is during construction
of 6th Avenue (US 6). The construction of 6th Avenue affected the community study area in
regard to land use. The future horizon year is 2035, which is based on the DRCOG 2035 RTP.
Information and data used for this analysis were based on available resources for the
community study area. The RTD West Corridor LRT project, CDOT I-25 Valley Highway project,
CDOT and CCD Federal Boulevard (Alameda Avenue to 5th Avenue) project, and RTD Federal
Boulevard Bridge Replacement at Lakewood Gulch project were the primary data sources with
respect to past, present, and proposed future developments, along with information provided by
CCD. Table 7 lists the current and reasonably foreseeable projects that were considered for
cumulative impacts.
Key resources to be considered as part of the cumulative impacts analysis were identified on
the basis of the direct and indirect impacts of the Proposed Action and the potential for impact of
other actions on the resources. The key resources include:
Traffic Operations
Multi-Modal Mobility
Environmental Justice
Air Quality
Noise

October 2009
Table 7. Current and Reasonably Foreseeable Actions in the Community Study Area
Project Name/Location Description Status
Transportation Projects
West Corridor LRT LRT from Downtown Denver to Golden Current project
US 6/Federal Boulevard interchange Reconstruction of the US 6/Federal Boulevard
Planned future project
(I-25 Valley Highway) interchange
Federal Boulevard from Alameda Avenue Roadway widening; Streetscape improvements; water
th Current project
to 5 Avenue quality pond/wetlands installation in Barnum Park
Federal Boulevard bridge at Lakewood
Bridge replacement and drainage improvements Current project
Gulch
Federal Boulevard/Colfax Avenue
Bridge replacement Planned future project
interchange
Perry Street at Lakewood Gulch Bridge replacement and drainage improvements Recent project
West Colfax Avenue (Federal Boulevard
Sidewalk, pedestrian, and bus stop improvements Planned future project
to Sheridan Boulevard)
Local Agency Facility Projects
Ross-Barnum Branch Denver Public
Library Renovations to the library Recent project
st
3570 West 1 Avenue
Sun Valley Homes Redevelopment of the Denver Housing Authority complex Planned future project
Local Agency Park and Recreational Facility Projects
Barnum North Park Construction a BMX bicycle skills course in park
Planned future project
Irrigation improvements
Redesign and construction of park due to reconstruction
Barnum East Park (I-25 Valley Highway) Planned future project
of the US 6/Federal Boulevard interchange
Rude Recreation Center
Expand and rebuild existing facility Recent project
2855 West Holden Place
Barnum Recreation Center
Improvements to the outdoor pool Recent project
360 Hooker Street
Irrigation improvements and completion of the Weir Gulch
Barnum Park Recent project
bicycle trail
Paco Sanchez Park Irrigation improvements Current project
Lakewood Gulch Trail Surface and structural repair/rehabilitation of trail Current project
Rude Park Restroom rehabilitation Current project
Weir Gulch Marina Park Irrigation improvements Planned future project
Replace existing asphalt trail with concrete trail
New grade separated crossing of US 6
Weir Gulch Trail Extension of trail through the Barnum North Park across Planned future project
th
Federal Boulevard at 8 Avenue to the existing Weir
Gulch bicycle route and ultimately to the South Platte
River Greenway
Private Land Development
Transit Oriented Development – Decatur
Transit oriented development near planned LRT station Possible future project
Street and Knox Court

October 2009
Table 7. Current and Reasonably Foreseeable Actions in the Community Study Area
(continued)
Project Name/Location Description Status
Local Agency Planning Projects
Evaluate the potential widening of the Federal
CCD Federal Boulevard (Howard Place to
th Boulevard roadway and reconstruction of the Federal Current project
20 Avenue) Concept Study
Boulevard/Colfax Avenue interchange
Create a design vision for each of the major gulch parks
(Weir Gulch, Sanderson Gulch, Harvard Gulch, West
CCD Gulch Master Plan Harvard Gulch, and Lakewood Gulch). Current project
Integrate with the Storm Drainage Master Plan and
Water Quality Management Plan
Establish a long-range vision for land use,
Federal/Decatur LRT Station Area Plan transportation, and community needs in the Current project
Federal/Decatur LRT station area
Establish a long-range vision for West Colfax from
CCD West Colfax Plan Federal Boulevard to Sheridan Street between West Current project
10th Avenue and West 17th Avenue.
Explore solutions to make major urban thoroughfares
Metro Denver Living Streets Initiative Current Project
and their adjacent land more sustainable into the future.
CCD Strategic Parking Plan Comprehensive review of the CCD parking system Current project
Planning initiative to facilitate appropriate transit
CCD Transit Oriented Development Initiative oriented development near current and future LRT Current project
station locations.
CCD New Zoning Code Reform of the existing CCD zoning code Current project
Improve the approach to citywide bicycle and pedestrian
connectivity and access to key destinations, including
CCD Multimodal Access and Connectivity
parks and open spaces, recreation centers, schools, Current project
Plan
neighborhoods, commercial and employment centers,
and transit nodes.
Identify and recommend best management practices,
policy and regulatory tools for Denver to better connect
CCD Downtown Multimodal Access Plan Planned future project
neighborhood, community and regional destinations via
a multi-modal transportation network
Master plan intended to improve pedestrian conditions
CCD Pedestrian Master Plan and increase pedestrian activity, especially in Areas of Recent project
Change
Review of existing stormwater systems and
CCD Storm Drainage Master Plan Recent project
identification of future improvements
Identify locations for water quality enhancements and
CCD Stormwater Quality Master Plan create guidelines by which to enforce enhancement for Recent project
development/redevelopment
3.13.2 Analysis of Past Development

This summary presents a summary of past development and land use change within the
community study area, concentrating on the timeframe for the analysis beginning in
approximately 1940.

October 2009
1940 to 1950
By 1940, Federal Boulevard between 2nd Avenue and 19th Avenue was mostly developed with
numerous residences, commercial and industrial properties, and the Barnum park complex;
however, the area between Federal Boulevard and the South Platte River included scattered
agricultural or vacant, undeveloped parcels. The area adjacent to the South Platte River
contained primarily industrial, commercial, or agricultural uses, while the residential areas were
located on the alluvial terraces above the river floodplain. The Denver and Intermountain
Railroad, which had been completed in 1891, operated between Union Station in Downtown
Denver and the City of Golden and provided both passenger and freight service. The rail line
traveled from Downtown Denver along the Colfax Avenue viaduct until shifting its alignment to
Lakewood Gulch at Federal Boulevard. The rail line roughly paralleled 12th Avenue.
During World War II, the 6th Avenue Freeway (US 6) was constructed to provide quick auto and
truck access from downtown Denver to the newly-built Remington Arms Ordnance plant in
Lakewood (currently known as the Federal Center).The freeway followed 8th Avenue between
downtown Denver and Federal Boulevard. At Federal Boulevard, the freeway curved to its 6th
Avenue alignment. Construction of the 6th Avenue Freeway not only changed area traffic
patterns but it also bisected the Villa Park and Barnum neighborhoods. West of approximately
Knox Court, the 6th Avenue Freeway project involved the removal of a swath of residences
along its length to the Ordnance plant. The 6th Avenue Freeway provided access for residents to
their jobs at the Ordnance plant, as well as to Downtown Denver.
In addition, a 1.6-mile spur was constructed from the Denver and Intermountain Railroad to the
Remington Arms plant. During World War II, the rail line provided vital transportation for the
munitions being produced at the plant and facilitated development of the rural areas west of
Denver in what is now the City of Lakewood. The railroad provided residents access to jobs,
shopping, markets for their products, and recreational facilities.
By the end of World War II, Federal Boulevard had become a major city thoroughfare. As a
result, the city rezoned the residential and vacant properties along the street, which allowed
these to be developed or redeveloped with intensified commercial uses over the following
decades. In 1948, Bears Stadium (also known as Mile High Stadium) was constructed northeast
of the Federal Boulevard/Colfax Avenue intersection. Traffic along Federal Boulevard began to
increase and the quiet residential character of the thoroughfare went into decline.
1950 to 1970
Passenger service along the Denver and Intermountain Railroad between Downtown Denver
and the City of Golden was discontinued in 1950, and the Denver and Intermountain Railroad
was sold becoming the Associated Railroad. Limited freight service to the Denver Federal
Center continued until the 1980s.
During the 1950s, the Valley Highway (currently I-25) was constructed immediately east of the
community study area and Mile High Stadium underwent one of its first major expansions. The
Federal Boulevard/Colfax Avenue intersection was reconstructed as a grade separated
cloverleaf interchange in the late 1950s. The Sun Valley Homes complex was constructed
southeast of the Decatur Street/Holden Place intersection.
In the early 1960s, the Valley Highway construction was completed, and the portion of 6th
Avenue from Federal Boulevard east to Kalamath Street was also completed as part of the

October 2009
original Valley Highway project. The US 6/Federal Boulevard interchange was built as part of
the Valley Highway project. Mile High Stadium also experienced another major expansion.
Land use south of Colfax Avenue and between Federal Boulevard and the South Platte River
continued to change with the conversion of the vacant, undeveloped or agricultural parcels to
commercial and industrial uses. The areas north of the Mile High Stadium and west of Federal
Boulevard continued to be primarily residential with primarily commercial and industrial uses
immediately adjacent to Federal Boulevard.
1970 to 1990
Land use change continued with commercial and industrial infill of the parcels along the South
Platte River. In 1973, the area along Lakewood Gulch west of Federal Boulevard was
designated as Paco Sanchez Park, and in 1978, the area along Lakewood Gulch east of
Federal Boulevard was designated as a Rude Park. McNichols Arena was also constructed
near the Mile High Stadium. Mile High Stadium was expanded again in the 1980s. The limited
freight service to the Denver Federal Center along the Associated Railroad line along Lakewood
Gulch was discontinued in 1988.
1990 to Present
Land use in the community study area is stable. The McNichols Arena was demolished in 1999,
and Invesco Field at Mile High was constructed in 2000/2001. Mile High Stadium was
demolished in 2002. The Federal Boulevard/Colfax Avenue interchange was reconfigured with
installation of the bus transfer facility in the northeast quadrant of the interchange adjacent to
Invesco Field at Mile High.
3.13.3 Potential Impacts of Other Current and Reasonably Foreseeable Future
Projects
Table 8 presents the potential impacts of current and reasonably foreseeable future projects on
the key resources identified in Section 3.1.3.1. The impacts identified are those that fall within
the community study area (Figure 20).

October 2009
Table 8. Potential Impacts of Other Projects

Current or Reasonably Potential Impacts to Key Resources within the Community Study Area
Foreseeable Future Projects
Transportation Projects
West Corridor LRT A larger percentage of the population may use public transportation due to construction of the
West Corridor LRT line. This will result in minor, positive decreases in traffic congestion and a
beneficial effect on overall transportation system. A decrease in traffic congestion will result in
minor, positive air quality effects.
The West Corridor LRT line will improve multi-modal connectivity for bicycles, pedestrians, and
motorists along the corridor.
Increased mobility within the West Corridor could result in land use change through increased infill
development, which could result in land use/zoning changes – notably in the areas in close
proximity to the LRT line.
The West Corridor LRT line will result in increased mobility along the West Corridor and throughout
the Denver metropolitan area, which could result in increased availability and access to jobs for
local area residents, including low-income and minority populations. More job opportunities will
lead to a higher standard of living.
The West Corridor LRT line will provide an additional transportation facility for travel between or
within neighborhoods by crossing the major north-south arterials of Sheridan Boulevard, Federal
Boulevard, and I-25, which will improve community cohesion.
The West Corridor LRT line will have an adverse affect to the NRHP-eligible Denver and
Intermountain Railroad rail line.
The West Corridor LRT line will improve stormwater drainage along the LRT line, which could
result in improved water quality.
Construction of the West Corridor LRT line will have short-term, temporary impacts from dust,
noise, sediment, and traffic detours.
US 6/Federal Boulevard The interchange will have beneficial safety improvements and traffic congestion reduction. A
interchange (I-25 Valley decrease in traffic congestion will result in minor, positive air quality effects.
Highway)
A wider, continuous pedestrian zone on both sides of Federal Boulevard from 5th Avenue to 7th
Avenue will provide greater spacing between pedestrians and the roadway and provide improved
access to the bus stops along Federal Boulevard.
The US 6/Federal Boulevard interchange will result in increased pedestrian, vehicle, and transit
(bus) mobility for travel between or within neighborhoods by crossing the major east-west arterial
of US 6, which will improve community cohesion. Increased multi-modal connectivity will benefit
low-income and minority populations. These populations often have lower levels of car ownership
and tend to be more dependent on transit.
The US 6/Federal Boulevard interchange will improve stormwater drainage in the vicinity of the
interchange, which could result in improved water quality.
Construction of the US 6/Federal Boulevard interchange will have short-term, temporary impacts
from dust, noise, sediment, and traffic detours.

October 2009
Table 8. Potential Impacts of Other Projects (Continued)

Federal Boulevard from The widened roadway will have beneficial pedestrian and vehicle safety improvements and traffic
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Alameda Avenue to 6 Avenue congestion reduction. A decrease in traffic congestion will result in minor, positive air quality
effects.
A wider, continuous pedestrian zone on both sides of Federal Boulevard from Alameda Avenue to
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5 Avenue will provide greater spacing between pedestrians and the roadway and provide
improved access to the bus stops along Federal Boulevard.
The roadway project will result in increased pedestrian, vehicle, and transit (bus) mobility for travel
between or within neighborhoods along the major north-south arterial of Federal Boulevard.
Installation of crosswalk pavement markings and countdown pedestrian signal heads at the
signalized intersections along Federal Boulevard will improve pedestrian safety across Federal
Boulevard, which will improve community cohesion. Increased multi-modal connectivity will benefit
The roadway project will improve stormwater drainage in the vicinity of the roadway, which could
result in improved water quality.
Construction of the roadway will have short-term, temporary impacts from dust, noise, sediment,
and traffic detours.
Federal Boulevard bridge at The bridge replacement project will have beneficial pedestrian and vehicle safety improvements.
Lakewood Gulch
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A wider, continuous pedestrian zone on both sides of Federal Boulevard from 12 Avenue to
Howard Place will provide greater spacing between pedestrians and the roadway, provide
improved pedestrian access to the bus stops along Federal Boulevard, and provide improved
pedestrian access to the planned Federal/Decatur LRT station. Increased multi-modal connectivity
will benefit low-income and minority populations. These populations often have lower levels of car
ownership and tend to be more dependent on transit.
The bridge replacement project will result in increased pedestrian mobility for travel between or
within neighborhoods by crossing the major east-west barrier of Lakewood Gulch, which will
improve community cohesion.
The bridge replacement project will improve stormwater drainage in the vicinity of the bridge, which
could result in improved water quality.
Construction of the bridge will have short-term, temporary impacts from dust, noise, sediment, and
traffic detours.
Federal Boulevard/Colfax The bridge replacement project will have beneficial pedestrian and vehicle safety improvements.
Avenue interchange
A wider, continuous pedestrian zone on both sides of Federal Boulevard across Colfax Avenue will
provide greater spacing between pedestrians and the roadway, and provide improved pedestrian
access to the planned Federal/Decatur LRT station. Increased multi-modal connectivity will benefit
Construction of the bridge will have short-term, temporary impacts from dust, noise, sediment, and
traffic detours.

October 2009

Perry Street at Lakewood The bridge replacement project has beneficial pedestrian and vehicle safety improvements.
Gulch
Construction of the bridge had short-term, temporary impacts from dust, noise, sediment, and
traffic detours.
West Colfax Avenue (Federal A wider, continuous pedestrian zone on both sides of Colfax Avenue from Federal Boulevard to
Boulevard to Sheridan Sheridan Boulevard will provide greater spacing between pedestrians and the roadway and
Boulevard) provide improved access to the bus stops along Colfax Avenue.
Construction of the sidewalk, pedestrian, and bus stop improvements will have short-term,
temporary impacts from dust, noise, sediment, and pedestrian detours
Local Agency Facility Projects
Ross-Barnum Branch Denver Renovation of the facility benefitted the local neighborhoods that utilize the facility.
Public Library
st
3570 West 1 Avenue Increased demand has increased traffic.
Sun Valley Homes Redevelopment of the Denver Housing Authority Sun Valley Homes complex into mixed market-
rate and affordable housing will temporarily displace the low-income and minority residents.
Restoration of the street grid system will improve access and motorist, bicycle, and pedestrian
mobility.
Construction of the development will have short-term temporary impacts from dust, noise, and
sediment.
Local Agency Park and Recreational Facility Projects
Barnum North Park Construction of a BMX bicycle skills course will benefit the local neighborhoods that utilize the
facility. Increase bicycle traffic is expected along the Weir Gulch bicycle route and across Federal
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Boulevard at 8 Avenue to access Barnum North Park.
Increased use of the park will increase bicycle and vehicle traffic.
Construction of the BMX bicycle skills course will have short-term temporary impacts from dust,
noise, and sediment.
Barnum East Park (I-25 Valley Reconstruction of Barnum East Park will benefit the local neighborhoods that utilize the facility and
Highway) the Denver area residents that use the ball fields.
Increased use of the park will increase pedestrian, bicycle, and vehicle traffic.
Reconstruction of Barnum East will have short-term temporary impacts from dust, noise, and
sediment.
Rude Recreation Center Expansion of the facility has benefitted the local neighborhoods that utilize the facility, including
2855 West Holden Place low-income and minority populations in the adjacent West Colfax, Villa Park, and Sun Valley
neighborhoods.
Increased use of the recreation center has increased pedestrian, bicycle, and vehicle traffic.
Expansion of the facility had short-term temporary impacts from dust, noise, and sediment.

October 2009

Barnum Recreation Center Improvements to the pool will benefit the local neighborhoods that utilize the facility, including low-
360 Hooker Street income and minority populations in the adjacent Villa Park, Valverde, and Barnum neighborhoods.
Increased use of the recreation center will increase pedestrian, bicycle, and vehicle traffic.
Improvements to the pool will have short-term temporary impacts from dust and noise.
Barnum Park Improvements to the park and extension of the Weir Gulch bicycle trail will benefit the local
neighborhoods that utilize the facility, including low-income and minority populations in the
adjacent Villa Park, Valverde, and Barnum neighborhoods.
Increased use of the park will increase pedestrian, bicycle, and vehicle traffic.
Improvements to the park will have short-term temporary impacts from dust and noise.
Paco Sanchez Park Improvements to the park will benefit the local neighborhoods that utilize the facility, including low-
income and minority populations in the adjacent Villa Park, West Colfax, and Sun Valley
neighborhoods.
Lakewood Gulch Trail Improvements to the trail will benefit the local neighborhoods that utilize the facility, including low-
neighborhoods.
Increased use of the trail will increase pedestrian and bicycle traffic.
Rude Park Improvements to the park will benefit the local neighborhoods that utilize the facility, including low-
neighborhoods.
Weir Gulch Marina Park Improvements to the park will benefit the local neighborhoods that utilize the facility, including low-
income and minority populations in the adjacent Villa Park and Sun Valley neighborhoods.
Weir Gulch Trail Improvements to the trail will benefit the local neighborhoods that utilize the facility, including low-
income and minority populations in the adjacent Barnum and Villa Park neighborhoods, as well as
regional bicycle commuters by providing a connection to the South Platte River trail.
Increased use of the trail will increase pedestrian and bicycle traffic.
Improvements to the trail will have short-term, temporary impacts from dust, noise, sediment, and
detours.
Private Land Development
Transit Oriented Development The development will change existing land use and increase economic activity, available
– Decatur Street and Knox residences, jobs, and local availability of goods and services in the vicinity of the Federal/Decatur
Court and Knox Court LRT stations.
The development will increase bicycle, pedestrian, and vehicle traffic.
The development will have short-term, temporary impacts from dust, noise, sediment, and detours.

October 2009

Local Agency Planning Projects
CCD Gulch Master Plan The plan will have a beneficial effect on the trail system, including the Lakewood Gulch and Weir
Gulch trails.
Federal/Decatur LRT Station The plan will have a beneficial effect on proposed land use and zoning for the parcels adjacent to
Area Plan the Federal/Decatur LRT station.
CCD West Colfax Plan The plan will have a beneficial effect on proposed land use and zoning for the parcels adjacent to
West Colfax Avenue.
Metro Denver Living Streets The plan will have a beneficial effect on the multi-modal improvements transportation facilities.
Initiative
CCD Strategic Parking Plan The plan will have a beneficial effect on parking strategies for the CCD.
CCD Transit Oriented The plan will have a beneficial effect on proposed land use and zoning for the parcels adjacent to
Development Initiative planned LRT stations in CCD.
CCD New Zoning Code The plan will have a beneficial effect on proposed land use and zoning for the CCD.
CCD Multimodal Access and The plan will have a beneficial effect on overall transportation system and multimodal connectivity
Connectivity Plan between bicycles/pedestrians and transit.
CCD Downtown Multimodal The plan will have a beneficial effect on the overall transportation system.
Access Plan
CCD Pedestrian Master Plan The plan will have a beneficial effect on overall pedestrian mobility and safety.
CCD Storm Drainage Master The plan will have a beneficial effect on overall stormwater management.
Plan
CCD Stormwater Quality The plan will have a beneficial effect on water quality.
Master Plan
Water quality ponds and outfall structures could impacts wetlands or other resources.
3.13.4 Cumulative Impacts by Resource

Table 9 describes potential cumulative impacts on each identified key resource that may result
from the additive effects of multiple projects, as described above. The incremental effect of the
Proposed Action and the No-Action Alternative are included in this discussion.

October 2009
Table 9. Cumulative Analysis by Key Resource

Key Cumulative Analysis
Resources
Traffic Since the 1940s, the transportation system within the community study area has undergone a series of changes in
Operations response to the relatively steady growth in population and travel demand within the Denver metropolitan area.
Major developments in the transportation system within this timeframe include:
Construction of a spur from the Denver and Intermountain Railroad (later the Associated Railroad) from
the Remington Arms plant (later the Denver Federal Center) in the 1940s
Discontinuity of passenger service on the Denver and Intermountain Railroad in 1950 and freight service
in 1988
Construction of the West Corridor LRT project along the former Denver and Intermountain Railroad
through the community study area in the 2000s
Construction of the 6th Avenue Freeway (US 6) in the 1940s
Construction of I-25 Valley Highway and the Federal Boulevard/Colfax Avenue interchange in the 1950s
The improvements to the transportation system over time have generally been outpaced by the growth in
transportation demand, resulting in a general increase in congestion. The current and reasonably foreseeable
transportation projects have been identified (Tables 7 and 8) through the local and regional transportation planning
process as necessary to help address future travel demand in the area.
Several development or redevelopment projects have been identified in Tables 7 and 8 as having the potential to
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increase demands on the transportation system in the vicinity of the Federal Boulevard (5 Avenue to Howard
Place) project. These projects are consistent with the local planning goals of the CCD and with the regional
planning objectives of DRCOG. Each of these seeks to facilitate opportunities for redevelopment, often with
increased density, in areas close to employment centers, such as Downtown Denver, and transit facilities, such as
the Federal/Decatur and Knox Court LRT stations. Transportation projects planned or being considered for central
Denver, including the Proposed Action, are generally responding to current and/or anticipated travel demand.
Regional traffic projections indicate that traffic will continue to increase, as population increases, and that these
increases will continue to outpace transportation improvements during the timeframe being considered (through
2035). As a result, congestion will continue to increase. The Proposed Action combined with the other planned
transportation improvements would provide an overall cumulative improvement to the transportation system
compared to the No-Action Alternative, but will not prevent the level of congestion from increasing over time.
Multi-Modal Historically, Federal Boulevard was a tree-lined street from the Barnum neighborhood near Alameda Avenue in the
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Mobility south to the Regis University area at 50 Avenue in the north (CCD, 1995). Street cars ran on Federal Boulevard
between Alameda Avenue and Colfax Avenue. Over the years, trees and the associated tree lawns have been lost
to roadway widening.
Major developments to the transportation system have not included improvements for multi-modal mobility, which
is the ability to provide connections between different modes of transportation (vehicles, pedestrians, bicycles, and
transit). The existing pedestrian zone consists of 3-ft attached sidewalks on both sides of the street, except for
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segments of sidewalk on the eastern side of Federal Boulevard between Severn Place and 8 Avenue and
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between 10 Avenue and Howard Place, which is 5-ft wide with 3-ft buffer between the roadway and the sidewalk.
The sidewalks in the project area are in poor condition, do not comply with Americans with Disabilities Act (ADA)
standards, and in various places parallel the roadway with no buffer zone between the sidewalk and roadway. The
narrow sidewalks lead to conflicts between pedestrians, bicycles, vehicles, and passengers boarding and
deboarding at bus stops along Federal Boulevard.
The Proposed Action, in conjunction with the transportation improvements and several of the recreational trail
improvements identified in Table 7, will provide a net cumulative increase in multi-modal mobility within the
community study area.

October 2009
Table 9. Cumulative Analysis by Key Resource (Continued)

Resources
Environmenta The Barnum, Valverde, Villa Park, Sun Valley, and West Colfax neighborhoods in the community study area
l Justice generally have larger proportions of minorities than CCD and larger proportions than the State of Colorado as a
whole. The highest percentage of low-income households was identified in the Sun Valley neighborhood, which
has Sun Valley Homes, an affordable housing complex that was constructed in the 1950s. Underinvestment in
public facilities in these neighborhoods has occurred historically over time (CCD, 2003b).
The investment in transportation facilities, including the Proposed Action, will improve traffic operational
performance, a decrease in the probability of crashes, and improve multi-modal mobility within the community
study area, which would benefit transit-dependent populations and provide more convenient and faster transit
access to employment opportunities and services throughout the Denver metropolitan region.
The Denver Housing Authority Sun Valley Homes redevelopment into mixed market-rate and affordable housing
will temporarily displace the low-income and minority residents, and other transportation projects within the
community study area will require the displacement of minority-owned businesses. The Proposed Action will
require the additional displacement of minority-owned businesses and businesses that provide goods and services
to the local neighborhoods.
Air Quality Cumulative impacts to air quality are an issue of concern, particularly considering Denver’s historic air quality
problem. In the past, air quality in the Denver metropolitan area was poor in several respects, but it has been
steadily improving over the past several decades. Ambient air quality monitoring began along the Front Range in
the 1960s. Data gathered in that time frame have shown that pollutant emission controls and programs instituted
from the Clean Air Act and its amendments have been successful in reducing criteria air pollutant levels. This
condition is reflected by the former nonattainment status for Denver for CO, 1-hour O3 and PM10 because
attainment/maintenance status for all three pollutants was achieved. However, 8-hour O3 levels have violated this
more recent NAAQS, causing the Denver region to become a nonattainment area again. This situation is being
addressed by the State of Colorado through its Ozone Action Plan for the nonattainment area.
The overall improved air quality condition has occurred along with dramatic growth in the regional population and
regional VMT. While the number of pollutant sources in the region is expected to keep growing, pollutant
emissions are not expected to increase proportionately due primarily to stricter regulatory controls such as the
recent changes to national vehicle fuel economy standards.
Future regional air quality conditions are estimated for planning work associated with updates to the State
Implementation Plans (SIPs). These studies are cumulative in that they look at least 10 years into the future and
include mobile, area and point pollutant sources in the region. The associated plans must show either a path to
attainment or continued maintenance of the relevant NAAQS.
Regional mobile source emissions are examined through the regional conformity process where planned future
transportation improvements must conform to the SIP. The Denver RTP looks more than 20 years into the future
and is a thorough examination of cumulative air quality trends and predictions for the region. In simple terms, the
conformity evaluation consists of calculation of regional pollutant emissions for comparison to a region-wide
pollutant budget to ensure that air quality does not decline. When pollutant emissions do not exceed the pollutant
budgets, conformity is demonstrated.
The net cumulative effect on regional air quality of the build alternatives is taken into account in the regional
conformity analysis performed by DRCOG for the RTP and TIP. Because the build alternatives have been included
in the RTP, DRCOG has determined that the potential improvements would not result in exceedances of standards
in its regional air quality conformity analysis.

October 2009
Table 9. Cumulative Analysis by Key Resource (Continued)

Resources
Noise The overall ambient noise at a given location depends on the noise from multiple sources. However, noise impacts
decrease with distance so that the closest major sources often predominate. Noise concerns and monitoring have
emerged relatively recently; therefore, it is difficult to establish how noise levels may have changed over the last
several decades. Traffic has increased on highways and local streets, but vehicles have become quieter over time.
In addition, noise from other sources, such as industrial sites, may have changed over time as site uses have
changed.
Overall, projects discussed in Table 7, in conjunction with the Proposed Action are not expected to have an
adverse cumulative impact on noise within the community study area because of the localized nature of noise
impacts. Additionally, traffic noise barriers are proposed in certain areas in the community study area as part of the
project discussed in Table 7.
Increases in transportation and development resulting in an increase in noise would occur at some locations within
the area regardless of whether or not the Proposed Action is constructed. Major noise sources that exist currently
or will occur in the future based on land use patterns. The planned Federal/Decatur LRT station will affect existing
conditions at Rude Park. Rude Park will be affected by noise from the adjacent LRT tracks; warning devices used
at the station for approaching trains; pedestrians, bicyclists, vehicles, and buses accessing the station; and from
idling buses waiting for passengers at the station. These activities related to the Federal/Decatur LRT station will
have a localized cumulative affect on noise at Rude Park.

October 2009
4.0 AGENCY COORDINATION AND PUBLIC

INVOLVEMENT
FHWA, CDOT, and CCD are committed to involving the public and other agencies throughout
the Federal Boulevard (5th Avenue to Howard Place) PEL process. The success of the project
hinges upon communication and cooperation between FHWA, CDOT, CCD, and the local
community. This includes coordination with and involvement of federal, state, and local
government officials, regional transportation planning entities, community groups, civic and
professional organizations, businesses, and residents.
This project builds upon the agency coordination and public involvement previously conducted
in the project area and the vicinity of the project. Extensive agency coordination and public
involvement has been conducted for the I-25 Valley Highway, Federal Boulevard (Alameda
Avenue to 5th Avenue), and RTD FasTracks West Corridor LRT projects. This section provides
a detailed discussion of the agency coordination and public involvement program.
4.1 Agency Coordination
A Public Involvement Program for agency coordination and public involvement was prepared for
the PEL (FHU, 2008). The purpose of the public involvement program was to set forth the public
involvement process for the Federal Boulevard (5th Avenue to Holden Place) project and
describe how federal, state, and local governmental officials, regional transportation planning
entities, citizen groups, community groups, civic and professional organizations, businesses,
citizens, and low-income and minority populations will be involved in the process.
4.1.1 Agency Scoping
A project kick-off meeting to scope the project was held on November 20, 2008, with FHWA,
CDOT, and CCD. In addition, the USACE, USFWS, and CDPHE Water Quality Control Division
were invited to participate in one-on-one scoping meetings regarding the project (Appendix A).
Although individual meetings were not held, the CCD project manager provided the USACE and
USFWS a summary of the existing conditions within the project area and the PEL process via
the phone. The SHPO and Denver Landmarks Preservation Board were contacted on July 27,
2009 regarding the APE and determinations of eligibility (Appendix A). Resource agencies
have specific technical expertise and regulatory oversight on various environmental issues and
potential impacts associated with the project.
4.1.2 Project Management
Agency involvement activities included regular progress committee meetings held with agency
participants. Regular progress meetings were held approximately monthly during the PEL. The
participating agencies and their representatives have included:
Marcee Allen, FHWA
Stephanie Gibson, FHWA
Jim Paulmeno, CDOT Region 6 Environmental
Jane Hann, CDOT Region 6 Environmental
Jonathon Chesser, CDOT Region 6 Environmental

October 2009
Dianna Litvak, CDOT Region 6 Environmental

Katie Dawson, CDOT Region 6 Design
Nick Cheng, CDOT Region 6 Design
Roger Mutz, CCD Public Works
Jim Geist, CCD Public Works
Crissy Fanganello, CCD Infrastructure Policy and Planning
Karen Good, CCD Infrastructure Policy and Planning
Paul Bountry, CCD Traffic
Michelle Melonakis, CCD Traffic
Project management team (PMT) meetings were held on:
February 12, 2009
March 12, 2009
April 9, 2009
May 21, 2009
4.2 Public Involvement
Public involvement activities to date have included presentation to small groups, distribution of
postcards and flyers to the community, door-to-door-outreach to businesses along Federal
Boulevard, and an open house (Appendix B). The postcards and flyers distributed to the
community were bilingual (English/Spanish), and a Spanish translator was available at the
public meeting and small group meetings (if requested).
4.2.1 Mailing List Development and Mass Mailing
Over the course of the public involvement process, a mailing list was developed and updated for
property owners, businesses, and residents in the project area (Figure 2). The mailing list
included name, mailing address, phone number, and email address and was updated with the
contact information from the neighborhood group meetings and of interested individuals.
In addition, residences and businesses in the neighborhoods surrounding the project received a
project postcard. This postcard invited local residents and businesses to the open house and
were sent via a mass mailing in the community study area (Figure 20).
4.2.2 Small Group Meetings
Project staff met with local neighborhood associations and business groups to introduce the
project and discuss concerns and issues related to the project. Table 10 lists the local
neighborhood associations and business groups that were identified and contacted.
Each of the local neighborhood associations and business groups were contacted by the project
team. The Federal Boulevard (5th Avenue to Howard Place) PEL study was introduced and a
meeting requested. The project team met with the local neighborhood associations and
business groups, presented the Federal Boulevard (5th Avenue to Howard Place) PEL study,
and received feedback on the project. Table 11 summarizes the public involvement activities.

October 2009
4.2.3 Door-to-Door Business Visits

Due to the number of businesses located in the project area and the lack of organized business
groups, particularly along Federal Boulevard, door-to-door visits were conducted. During the
door-to-door visits, project information was presented, and the business was invited to attend
the April 22, 2009 Open House Public Meeting. On March 19, 2009, door-to-door visits were
conducted with business between 7th Avenue and 12th Avenue. Door-to-door visits were not
conducted with the businesses between 5th Avenue and 7th Avenue and 12th Avenue and
Howard Place to avoid conflict with the right-of-way process being conducted as part of the US
6/Federal Boulevard interchange reconstruction project and the RTD West Corridor LRT project.
Table 10. Local Neighborhood Associations and Business Groups
Association/Group Contact
Concerned Citizens for Barnum April Crumley
Federal Boulevard Corridor Improvement Partnership Marshall Vanderburg
Hispanic Chamber of Commerce Mike Perez
Metropolitan Organization for the People Laurie Walker
Northwest Neighbor’s Coalition Ray Defa
Valverde Neighborhood Association Eric Bernal
Villa Park Joanne Phillips
Sun Valley Coalition Margaret Jaurequi
Table 11. Public Involvement Activities

Date Public Involvement Activity/Group(s)
February 25, 2009 Villa Park Neighborhood Association meeting
February 26, 2009 Sun Valley Neighborhood Association meeting
March 17, 2009 Federal Boulevard (Alameda Avenue to 5th Avenue) design meeting
March 19, 2009 Door-to-door visits with businesses along Federal Boulevard
March 31, 2009 Valverde Neighborhood Association meeting
April 2009 Bilingual (English/Spanish) project postcard mailed to approximately 5,500
businesses/residents in the community study area notifying them of the April 22, 2009 open
house public meeting
April 9, 2009 Notice of the open house public meeting posted to the CCD Community Calendar
April 14, 2009 Concerned Citizens for Barnum meeting
April 14, 2009 Bilingual (English/Spanish) flyers distributed to approximately 420 residents of Denver
Housing Authority Sun Valley Homes notifying them of the April 22, 2009 open house public
meeting
April 22, 2009 Open House Public Meeting

October 2009
4.2.4 Open House Public Meeting

A public meeting was held on April 22, 2009 during the PEL process. A bilingual (Spanish and
English) project postcard inviting local residents and businesses to the public meeting was sent
via a mass mailing to the community study area (Figure 20). A bilingual (Spanish and English)
flyer was distributed to the Denver Housing Authority Sun Valley Homes. Meeting attendance
was estimated at approximately 40 to 50 individuals.
The meeting was held in an open-house format. Spanish translation was available at the
meeting, and the boards presented were bilingual (Spanish and English). The meeting was
designed to provide the public with information on the PEL process, to receive feedback, and to
maintain the relationship with the local communities initiated by the other planned transportation
projects in the area. Bilingual (Spanish and English) comment feedback forms were provided at
the meeting.
4.2.5 Public Comments
The following public comments were provided at the small group meetings and the open house:
Move the Family Dollar store to the empty lot that is on 10th Avenue across from the Crisis
Center. The Family Dollar store is a resource for Sun Valley neighborhood residents who
do not have a car to drive to the grocery store.
Need longer timing on the stoplight at the Federal Boulevard/Holden Place intersection.
Displace other businesses before impacting the Family Dollar store.
Modify the Federal Boulevard/Holden Place intersection so cars stop farther back on
Holden Place.
Do not allow a right-turn on a red stoplight from Holden Place on Federal Boulevard.
Provide more time for the pedestrian movement at the Federal Boulevard/Holden Place
intersection.
Include a left-turn arrow for southbound Federal Boulevard vehicles onto Holden Place.
Increase the timing of the left-turn arrow for southbound Federal Boulevard vehicles onto
8th Avenue.
Decrease the timing of the 8th Avenue/Decatur Street stoplight. Vehicles turning left onto 8th
Avenue from Decatur Street currently wait almost eight minutes before the light turns
green.
Install a cross walk closer to the west side the Denver Department of Human Services
Building at Federal Boulevard/Holden Place.
Improve lighting and signs for westbound 8th Avenue traffic on the north side of the Barnum
North Park. The lane split for 8th Avenue causes driver confusion.
Install a signalized crosswalk at 12th Avenue.
Consider timing the Federal Boulevard/Holden Place signal and a new Federal
Boulevard/12th Avenue signal to facilitate pedestrian traffic at these intersections.
Concerned about partial acquisition of the 7-11 property. General concerns include: When
and how will the owner be informed of that the project has been funded? When will a full

October 2009
timeline of the project be available? Will the property acquisitions be acquired in phases?
How will the property owners be informed? Will the existing RTD bus stop be relocated
onto 7-11 property?
Repair the Federal Boulevard/11th Avenue intersection.
Appreciated the public open house and look forward to receiving additional information
about the project.
Consider widening neighborhood (Villa Park) entry points (10th Avenue and 12th Avenue
west of Federal Boulevard). Bus stops and on-street parking along 10th Avenue and 12th
Avenue cause congestion and do not allow vehicles to pass safely.
Consider some type of coating or using a different material for any vertical surface. Graffiti
is a serious problem in this area.
Ensure that funding is available to maintain landscaped medians.
Require scheduled inspections and maintenance on irrigation systems for proper operation
and water efficiency.
Install pedestrian crossing control at 12th Avenue.
Reduce the road crown. The existing road crown is too high and keeps most drivers in the
center lanes.
The public comments received were utilized as part of the alternative screening process
(Section 2.3) and will be used as a resource for future NEPA documentation. Public comments
regarding items not relevant to the Federal Boulevard (5th Avenue to Howard Place) PEL have
been forwarded to the appropriate entity, such as CCD Traffic Engineering Services.

October 2009

October 2009
5.0 NEXT STEPS

This PEL is intended to provide the framework for the long-term implementation of the Proposed
Action as funding is available and to be used as a resource for future NEPA documentation. In
addition, this PEL identified issues that require additional evaluation in any future NEPA
documentation (Table 12). This section provides a summary of those environmental issues,
including impacts and recommended mitigation, and a general outline of the potential next steps
for the project.
Total funding for the Proposed Action has not been identified at this time. The identification of a
Proposed Action for the entire project in this PEL is consistent with the FHWA’s objective of
analyzing and selecting transportation solutions on a broad enough scale to provide meaningful
analysis and avoid segmentation. Phased implementation is typically detailed during NEPA and
final design. However, the requirements of fiscal constraint must be satisfied for FHWA and
CDOT to approve further NEPA documentation.
In cases where a project is implemented in more than one phase, care must be taken to ensure
that the transportation system operates acceptably at the conclusion of each phase. This is
referred to as “independent utility” – the ability of each phase to operate on its own. Additionally,
it must be demonstrated that air quality conformity will not be jeopardized. Any mitigation
measures needed in response to project impacts must be implemented with the phase in which
the impacts occur, rather than deferred to a later phase.
The establishment of phases for the Proposed Action should meet these criteria:
Independent Utility/Logical Termini – Each phase should have independent utility and
logical termini to the extent that the phase provides a functional transportation system even
in the absence of other phases
Elements of Purpose and Need – Each phase should contribute to meeting the purpose
and need for the entire project
Environmental Impacts – Individual phases should avoid the introduction of substantial
additional environmental impacts that cannot be mitigated
Mitigation Paired with Impacts – Each phase should include appropriate mitigation
measures to match the environmental impacts of that phase

October 2009
Table 12. Summary of Issues

Area Impacts Recommended Mitigation Next Steps
Safety and Manage access from left and right-turn movements at non-signalized During final engineering design, the safety assessment will be Coordinate with
th
Traffic points along Federal Boulevard from 5 Avenue to Howard Place to updated to reflect current conditions and be incorporated into CDOT, CCD Public
Operations improve safety the final engineering design process. Works, and CCD
During final engineering design, access points (i.e., new, Traffic Engineering
modified or combined) will be identified in a formal access Services regarding
th access management
control plan prepared for the Proposed Action from 5 Avenue
to Howard Place along Federal Boulevard. All access points
would be constructed in accordance with CCD and ADA
standards.
During final engineering design, the traffic report will be
updated to reflect current conditions and be incorporated into
the final engineering design process.
Land Use Displacement of businesses in an Area of Change along Federal Conform to the mitigation requirements identified for properties Continue information
Boulevard as established by the City and County of Denver in acquired for right-of-way and discussions with
Blueprint Denver. local community
during planning and
implementation to
minimize disruptions
Community Improve pedestrian, bus (transit), and motorist connections across No mitigation required. None identified.
Facilities, US 6 due to wider sidewalks and a third northbound lane on Federal
Services, and Boulevard. These improvements would better connect the
Neighborhood neighborhoods and community facilities between the Villa Park and
Cohesion Sun Valley neighborhoods to the north and the Barnum and Valverde
neighborhoods to the south of US 6.
Improve pedestrian and bicyclist connections across Federal
Boulevard at the 8th Avenue/Federal Boulevard and 10th
Avenue/Federal Boulevard intersections. These improvements
include wider sidewalks, pedestrian ramps, countdown pedestrian
th
signal heads, and crosswalk pavement markings. At the 8
Avenue/Federal Boulevard intersection the sidewalk will be extended
along 8th Avenue to connect to the Weir Gulch bicycle route providing
a path for bicyclists/pedestrians from the South Platte River trail to
Barnum North Park. These improvements would better connect the
Villa Park and Sun Valley neighborhoods. None of the community
facilities would be directly affected by the Proposed Action.

October 2009
Table 12. Summary of Issues (Continued)

Environmental Implementation of the project would include a number of direct Additional public involvement will need to include Conduct additional
Justice benefits to the local community, which are expected to be equitably Spanish/English translation for area residents, as well as other public outreach with
shared across demographic groups and communities. Overall, the potential translation requirements in coordinating with local the Villa Park and
project would improve mobility and safety along the corridor for business owners and tenants of the Denver Housing Authority Sun Valley
pedestrians, bicyclists, and motorists. The upgraded sidewalks and Sun Valley Homes. Future public involvement will include neighborhoods.
crosswalks will improve pedestrian and bicyclist safety and mobility small group meetings with the neighborhood associations, as
throughout the project area. The upgraded sidewalks would also well as the Denver Housing Authority Resident Advisory
improve pedestrian access to the Federal/Decatur LRT station, Council for the Sun Valley Homes.
community centers, bus stops, recreational facilities/parks, and trails All property acquisitions and relocations will adhere to federal
along the corridor. The upgraded crosswalks would improve and state guidelines regarding acquisition policies and
pedestrian travel east-west across Federal Boulevard, which may relocation assistance, including the Uniform Relocation
help improve neighborhood cohesion. In addition, the raised median Assistance and Real Property Acquisition Policies Act of 1970
would provide a safe haven at designated crosswalks. (Uniform Act), as amended, and applicable Colorado statutes.
Would require full acquisition of eight properties and the relocation of Numerous state and federal requirements create procedures
seven businesses (one property was vacant at the time of this study) designed to ensure that land owners are paid “just
out of a total of approximately 53 businesses along Federal compensation” for acquisitions. Certain relocation benefits will
th
Boulevard (5 Avenue to Howard Place). Displacement of one be provided for all eligible businesses displaced by acquisition.
business (Family Dollar) identified by the Sun Valley neighborhood as During future NEPA documentation, the status of these
providing goods and services to the neighborhood. businesses will be updated to reflect current conditions.
CCD will work with CDOT to develop a Construction and
Business Outreach Plan designed to assist individuals and
businesses along Federal Boulevard prior to construction,
assist them maintain business operations during construction
and work with those individuals and businesses that will be
displaced. In addition, CCD and CDOT will actively pursue
partnership opportunities with other organizations that may be
able to provide additional assistance and resources to
individuals and businesses impacted by the project.
CDOT and the CCD will identify programs and services to
assist business and property owners impacted by the project.
This assistance will focus on the following efforts and
measures:

October 2009

Environmental CDOT and CCD will hold at least two business/construction
Justice outreach forums with affected property owners and
(continued) businesses to determine the assistance needed and
general resources available.
Business Assistance Programs: Site selection assistance,
technical and regulatory assistance, workforce
development and financing assistance will be provided.
CCD will recommend sources of financing for small
businesses needing funding above and beyond their
relocation benefits.
Neighborhoods in the region with similar demographic
profiles to the displaced businesses will be identified to
determine whether these areas will be suitable for
relocation.
Final mitigation for construction impacts should consider
implementation of the following measures during final
engineering design and construction:
Coordination with emergency service providers to identify
methods to minimize delays and ensure access to
properties during construction
Providing transit patrons with temporary transit shelters and
informing residents about temporary changes in transit
shelter locations prior to construction
Maintaining access to local businesses and trails during
construction
Coordinating with business owners to minimize disruption
during construction
Implementing a phased construction approach to minimize
the degree of disruption to business owners
Maintaining two through lanes (one northbound and one
southbound) with a turn lane at all times during the phased
construction to reduce potential impacts from cut-through
traffic

October 2009

Properties Would require full acquisition of eight properties and the relocation of For any person(s) whose real property interests may be Coordinate with
Acquired for seven businesses. Would require the partial acquisition of eight impacted by this project, the acquisition of those property property owners and
Right-of-Way properties. interests will comply fully with the Uniform Act. The Uniform businesses regarding
and Act is a federally mandated program that applies to all the potential phasing
Displacements acquisitions of real property or displacements of persons of the Proposed
resulting from Federal or federally assisted programs or Action and right-of-
projects. It was created to provide for and insure the fair and way acquisition
equitable treatment of all such persons. To further ensure that process.
the provisions contained within this act are applied "uniformly",
CDOT requires Uniform Act compliance on any project for
which it has oversight responsibility regardless of the funding
source. Additionally, the Fifth Amendment of the United States
Constitution provides that private property may not be taken
for a public use without payment of "just compensation." All
impacted owners will be provided notification of the acquiring
agency's intent to acquire an interest in their property including
a written offer letter of just compensation specifically
describing those property interests. A Right of Way Specialist
will be assigned to each property owner to assist them with
this process.

October 2009

Properties In certain situations, it may also be necessary to acquire
Acquired for improvements that are located within a proposed acquisition
Right-of-Way parcel. In those instances where the improvements are
and occupied, it becomes necessary to "relocate" those individuals
Displacements from the subject property (residential or business) to a
(Continued) replacement site. The Uniform Act provides for numerous
benefits to these individuals to assist them both financially and
with advisory services related to relocating their residence or
business operation. Although the benefits available under the
Uniform Act are far too numerous and complex to discuss in
detail in this document, they are available to both owner
occupants and tenants of either residential or business
properties. In some situations, only personal property must be
moved from the real property and this is also covered under
the relocation program. As soon as feasible, any person
scheduled to be displaced shall be furnished with a general
written description of the displacing Agency's relocation
program which provides at a minimum, detailed information
related to eligibility requirements, advisory services and
assistance, payments, and the appeal process. It shall also
provide notification that the displaced person(s) will not be
required to move without at least 90 days advance written
notice. For residential relocatees, this notice cannot be
provided until a written offer to acquire the subject property
has been presented, and at least one comparable replacement
dwelling has been made available. Relocation benefits will be
provided to all eligible persons regardless of race, color,
religion, sex or national origin. Benefits under the Act, to which
each eligible owner or tenant may be entitled, will be
determined on an individual basis and explained to them in
detail by an assigned Right of Way Specialist.
Parks and Extend the sidewalk along 8th Avenue to connect to the Weir Gulch No mitigation required. None identified.
Recreation pedestrian/bicycle route providing a link in a path for
bicyclists/pedestrians from the South Platte River trail to Barnum
North Park.

October 2009

Air Quality Would not result in any meaningful changes in traffic volumes, Standard emission minimization measures for construction None identified.
vehicle mix, location of the existing facility, or any other factor that activities are recommended, particularly near sensitive areas
would cause an increase in emissions impacts relative to the No- such as homes. Neighboring areas could be exposed to
Action Alternative. As such, air quality impacts due to the Proposed construction-related emissions and particular attention will be
Action are expected to be the similar to the No-Action Alternative. given to minimizing total emissions near sensitive areas such
as homes. To address the temporary elevated air emissions
that may be experienced during construction, standard
construction mitigation measures should be incorporated into
construction contracts. These include following best
management practices and relevant CDOT construction
specifications. These will include:
Engines and exhaust systems on equipment in good
working order. Equipment maintained on a regular basis,
and equipment subject to inspection by the project
manager to ensure maintenance.
Fugitive dust systematically controlled through diligent
implementation of CDOT’s Standard Specifications for
Road and Bridge Construction, particularly Sections
107.24, 209 and 250, and APCD’s Air Pollutant Emission
Notification requirements.
No excessive idling of inactive equipment or vehicles and
comply with CCD’s idling ordinance (5 minutes).
Construction equipment and vehicles using low-sulfur
fuel to reduce pollutant emissions.
Other emission reduction actions may include:
Stationary equipment located as far from sensitive
receivers as possible (when conditions allow).
More strict dust control measures near schools during
school hours.
Retrofit older construction vehicles to reduce emissions.

October 2009

Traffic Noise 41(32 commercial properties/9 residential/park properties) receivers No mitigation recommended. None identified.
in the study area would be impacted by traffic noise in 2035, which is
eight fewer than the No-Action Alternative. The number of impacted
receivers for this alternative is somewhat reduced because several
properties impacted under existing conditions and the No-Action
Alternative would be removed through the right-of-way acquisition.
This would also remove a building that is acting as a noise barrier for
one of the motel receivers, thereby raising its noise level above the
impact threshold for the project.
Adjoining properties in the study area could be exposed to noise from
construction activities from the proposed improvements.
Historic No resources identified. No mitigation required. None identified.
Resources
Archaeological No resources identified. If any archaeological materials (e.g., artifacts, faunal remains) None identified.
Resources or features are encountered or unearthed during construction,
work would be immediately halted in the vicinity of the find,
and the CDOT archaeologist and SHPO would be promptly
notified. The site of the find would be secured and work would
remain halted until it can be evaluated and/or removed by a
qualified professional archaeologist. If warranted, additional
archaeological testing or data recovery may be necessary
before work can be resumed in the vicinity of the find.
If bones of potential human origin are encountered during
construction, ground-disturbing work would be halted in the
vicinity of the discovery, and the CDOT archaeologist would be
promptly notified. The CDOT archaeologist would assess the
find, and the county coroner would be summoned if necessary
to determine the relative age and ethnicity of the individual(s)
represented. Work should not resume in the vicinity of the find
until clearance is granted by CDOT.

October 2009

Paleontology Denver Formation fossils may be encountered during construction. Construction monitoring of areas where Denver Formation None identified.
rocks may be disturbed will be conducted, as appropriate. As
project design plans are finalized, the CDOT paleontologist will
review them to evaluate the extent of impacts to the Denver
Formation, and the scope of monitoring work, if any, which is
required.
Although the paleontologic sensitivity of the surficial deposits
(primarily alluvium) within the study area is low because they
typically contain few fossils, construction personnel will be
made aware of the potential to encounter fossils while
excavating. If any sub-surface bones, leaf impressions, or
other potential fossils are found during construction, the CDOT
paleontologist will be notified immediately to assess their
significance and make further recommendations.
Water Short-term increase in sediment from construction During construction, stormwater impacts will be minimized by Confirm the location
Resources Increase in impervious drainage area using the appropriate CDOT’s standard construction BMPs. of the water quality
th
Improved quality of stormwater discharge due to construction of Potential BMPs would include silt fence, inlet protection, pond near 8
water quality ponds and BMP stormwater facilities stabilized construction entrances, slope stabilization, concrete Avenue.
washouts, erosion logs, inlet filters, sediment basins (at
permanent water quality pond locations), vehicle tracking Coordinate with RTD
pads, and other BMPs. Specific temporary and permanent and CDOT regarding
stormwater management strategies will be identified during the increase in
preliminary/final design as part of a drainage/hydraulics capacity for the
assessment and development of a SWMP. Construction- stormceptors to be
related mitigation measures will be outlined in the SWMP and installed as part of
will include a detailed set of erosion control plans as part of the the Federal
roadway design set. Boulevard/Lakewood
Three potential locations for permanent water quality ponds Gulch Bridge
were identified near Weir Gulch. These locations include the replacement.
northeast corner of the Federal Boulevard/8th Avenue
intersection immediately adjacent to Weir Gulch, the
northeastern corner of Barnum North Park immediately west of
the businesses along Federal Boulevard, and the previously
vacated Barberry Place right-of-way. Additional coordination
with CCD, CDOT, and the CDPHE Water Quality Control
Division is required during preliminary and final engineering
design.

October 2009

Water In the vicinity of Lakewood Gulch, a stormwater pollutant
Resources removal system (stormceptors or similar device) have been
(Continued) identified in the Federal Boulevard Bridge over Lakewood
Gulch reconstruction preliminary engineering plans for water
th
quality management in the area. The Federal Boulevard (5
Avenue to Howard Place) PEL project would require the up-
sizing of the stormceptors (or similar device). The stormceptor
model currently identified in the Federal Boulevard Bridge over
Lakewood Gulch reconstruction preliminary engineering plans
for water quality management is an STC 450i. The addition of
the Federal Boulevard (5th Avenue to Howard Place) PEL
project drainage will require a larger stormceptor model, such
as STC 2400 or similar model. Additional coordination with
CCD, RTD, CDOT, and the CDPHE Water Quality Control
Division is required during preliminary and final engineering
design.
The hydraulics analysis contained in this PEL was based upon
preliminary engineering and certain assumptions were made
based on a “worse case” scenario. The final location and
configuration of the BMPs presented, including the permanent
water quality ponds, are subject to change as the project
design process progresses. The final location and
configuration will be determined during final engineering
design.
A general Construction Dewatering Operations permit must be
obtained from the WQCD if groundwater is discharged from
the excavation site to any waters of the State. Numeric water
quality standards and BMPs for dewatering discharges are
developed by the WQCD and are included within the
provisions of the general permit. If it is determined that
contaminated groundwater would be encountered during
dewatering activities, special materials management may be
required during construction to meet water quality standards.
Wetlands and Impacts may occur due to the construction of a new stormwater A wetland delineation, application for a Clean Water Act Confirm the location
Other Waters outfall at Weir Gulch. section 404 permit may be required based on the design of the of the water quality
th
of the US stormwater outfall at Weir Gulch. pond near 8
Avenue and outfall
location.

October 2009

Vegetation Minimal or no impacts identified. Senate Bill 40 certification will likely be required for None identified.
and Wildlife construction of the permanent water quality pond and
stormwater outfall in Weir Gulch. Projects may receive
Individual or Programmatic certification depending upon the
Senate Bill 40 guidelines, which will be determined by the
Colorado Department of Natural Resources Division of Wildlife
(CDOW).
Noxious Potential introduction of noxious weeds into areas disturbed by To reduce the spread of noxious weeds, all noxious weed None identified.
Weeds construction infestations will be managed prior to, during, and after
construction of the Proposed Action in accordance with the
recommended control measures identified in the Biological
Resources Technical Memorandum (FHU, 2008). These
mitigation measures include:
Noxious weeds are located within the project area and will be
managed during construction in accordance with the
recommended control measures in Table 6.
Special Status No impacts identified. No mitigation required. None identified.
Species
Hazardous Several properties identified with potential or recognized Conduct individual, site-specific initial site assessments of None identified
Materials environmental conditions to be acquired for right-of-way properties and coordinate with OPS and CDPHE, as
necessary, before acquiring right-of-way
Environmental concerns (hazardous materials) include residual
contamination from leaking USTs and spill chemicals due to a long
history of chemical storage and handling practices

October 2009

October 2009
6.0 REFERENCES
City and County of Denver (CCD). 1987. West Colfax Neighborhood Plan. March. Retrieved
November 2008 from
http://www.denvergov.org/Planning_Services/SmallAreaPlans/tabid/428096/Default.aspx.
CCD. 1991. Villa Park Neighborhood Plan. April 29. Retrieved November 2008 from
http://www.denvergov.org/Planning_Services/SmallAreaPlans/tabid/428096/Default.aspx.
CCD. 1995. Federal Boulevard Corridor Plan. February.
CCD. 2000. Denver Comprehensive Plan 2000. Retrieved May 2009 from
http://www.denvergov.org/Default.aspx?alias=www.denvergov.org/CompPlan.
CCD. 2001. Bicycle Master Plan Update. Adopted April 2002. Retrieved November 2008 from
http://www.denvergov.org/Bicycle_Program/BicycleMasterPlanUpdate/tabid/378656/Default.asp
x.
CCD. 2002. Blueprint Denver. Retrieved November 2008 from
http://www.denvergov.org/Default.aspx?alias=www.denvergov.org/Blueprint_Denver.
CCD. 2003a. Game Plan. April. Retrieved November 2008 from
http://www.denvergov.org/parksandrec/Home/GamePlan/tabid/432591/Default.aspx.
CCD. 2003b. Denver Focus Neighborhoods Initiative.
CCD. 2004. Pedestrian Master Plan. August. Retrieved November 2008 from
http://www.denvergov.org/TabId/395511/default.aspx.
CCD. 2006. Denver Bike Map. September. Retrieved December 2008 from
http://www.denvergov.org/Portals/482/documents/BikeMapPage1.pdf.
CCD. 2008a. Denver Strategic Transportation Plan. October. Retrieved November 2008 from
http://www.keepdenvermoving.com/.
CCD. 2008b. Federal Boulevard (5th Avenue to Colfax Avenue) Conceptual Alignment Study.
April.
Colorado Department of Transportation (CDOT). 2002. State of Colorado State Highway Access
Code, Volume 2, Code of Colorado Regulations 601-1. March.
CDOT. 2005a. I-25 Valley Highway Draft Environmental Impact Statement (EIS). April.
CDOT. 2005b. CDOT’s Title VI and Environmental Justice Guidelines for National
Environmental Policy Act projects. Rev. 3. May 27.
CDOT. 2005c. Environmental Stewardship Guide.
CDOT. 2006. I-25 Valley Highway Final Environmental Impact Statement (EIS). November.
CDOT. 2007a. 2035 Statewide Transportation Plan. Retrieved November 2008 from
http://www.dot.state.co.us/StatewidePlanning/PlansStudies/2035Plan.asp.
CDOT. 2007b. Federal Boulevard (Alameda Avenue to 5th Avenue) Environmental Assessment
(EA). October.
CDOT. 2007c. I-25 Valley Highway Record of Decision (ROD). July.

October 2009
CDOT. 2008. Federal Boulevard (Alameda Avenue to 5th Avenue) Finding of No Significant
Impact (FONSI). February.
CDOT. 2009. National Environmental Policy Act (NEPA) Manual. January.
Colorado Historical Society (CHS) Office of Archaeology and Historic Preservation (OAHP).
1998. Historic Resource Documentation, Standards for Level I, II, and III Documentation. OAHP
Publication #1595, Denver, Colorado. October.
Council on Environmental Quality (CEQ). 1978. NEPA Regulations. 30 Code of Federal
Regulations (CFR) § 1500 – 1508. Retrieved July 2008 from
http://ceq.hss.doe.gov/nepa/regs/ceq/toc_ceq.htm.
Denver Regional Council of Governments (DRCOG). 2007. 2035 Metro Vision Regional
Transportation Plan. December. Retrieved November 2008 from
http://www.drcog.org/index.cfm?page=RegionalTransportationPlan(RTP).
Federal Highway Administration (FHWA). 1998. FHWA Actions to Address Environmental
Justice in Minority Populations and Low-Income Populations. Executive Order 6640.23.
FHWA. 2008. Planning & Environmental Linkages Implementation Resource. September.
Retrieved December 2008 from http://www.fhwa.dot.gov/hep/pel/index.htm.
Felsburg Holt & Ullevig (FHU). 2008. Federal Boulevard (5th Avenue to Howard Place) Public
Involvement Program (PIP). October.
FHU. 2009a. Federal Boulevard (5th Avenue to Howard Place) Planning Environmental Linkage
Study Safety Assessment Report. June.
FHU. 2009b. Federal Boulevard (5th Avenue to Howard Place) Planning Environmental Linkage
Study Traffic Report. June.
FHU. 2009c. Federal Boulevard (5th Avenue to Howard Place) Planning Environmental Linkage
Study Preliminary Design Plan Set. June.
FHU. 2009d. Federal Boulevard (5th Avenue to Howard Place) Planning Environmental Linkage
Study Environmental Justice Evaluation Technical Report. June.
FHU. 2009e. Federal Boulevard (5th Avenue to Howard Place) Planning Environmental Linkage
Study Air Quality Impact Analysis. June.
FHU. 2009f. Federal Boulevard (5th Avenue to Howard Place) Planning Environmental Linkage
Study Traffic Noise Impact Analysis. June.
FHU. 2009g. Federal Boulevard (5th Avenue to Howard Place) Planning Environmental Linkage
Study Biological Resource Technical Memorandum. June.
FHU. 2009h. Federal Boulevard (5th Avenue to Howard Place) Planning Environmental Linkage
Study Modified Phase I Environmental Site Assessment. June.
Colorado Geological Survey (CGS). 1974. Potential Swelling Soil and Rock – The Front Range
Urban Corridor, Colorado. Environmental Geology #7.
Lindvall, R.M., 1978. US Geological Survey Map GQ-1427. Geologic Map of the Fort Logan
Quadrangle, Jefferson, Denver, and Arapahoe Counties.

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Parsons Brinckerhoff (PB). 2006. Safety Assessment Report for State Highway 88 (Federal
Boulevard) between Milepost 0.50 and 2.00, from 10th Avenue to Alameda Avenue.
Raup, D.M. 1987. Paleontological Collecting: Committee on Guidelines for Paleontological
Collecting. National Academy of Sciences. National Academy Press. Washington D.C.
Regional Transportation District (RTD). 2003a. West Corridor Draft Environmental Impact
Statement. March.
RTD. 2003b. West Corridor Final Environmental Impact Statement. October.
RTD. 2004. West Corridor Record of Decision (ROD). April.
RTD. 2007. Draft Federal Boulevard Bridge Replacement Categorical Exclusion. December.
Rocky Mountain Paleontology (RMP). 2003. Paleontology Survey Report for the Valley Highway
(Logan to 8th Avenue) EIS, City and County of Denver, Colorado. Paul C. Murphey. August 10.
Shroba, R.R. 1980. US Geological Survey GQ-1524. Geologic Map and Physical Relief
Properties of the Surficial and Bedrock Units of the Englewood Quadrangle: Denver, Arapahoe,
and Adams Counties, Colorado.
Tatanka Historical Associates (In association with FHU). 2009. Historic Survey. January.
US Census Bureau American FactFinder (US Census). 2000. Data retrieved October 1, 2008 at
website: www.factfinder.census.gov . Data sets utilized included: P20 (SF 3)-Household
language by linguistic isolation; P1 (SF 1)-total population; P7 (SF 1)-race; P8 (SF 1)-Hispanic
or Latino by race; P17 (SF 1)-average household size; P52 (SF 3)-household income in 1999.
US Environmental Protection Agency (EPA). 1977. Executive Order 11990. Protection of
Wetlands. May 24.
US Department of Agriculture Forest Service (USFS). 1996. Probable Fossil Yield
Classification. Developed by the Paleontology Center of Excellence and the Region 2 (USFS)
Paleo Initiative.
US Department of Housing and Urban Development (HUD). 2008. Data retrieved October 1,
2008 at website: http://www.hud.gov/offices/cpd/affordablehousing/programs/home/
US Department of Interior Fish and Wildlife Service (USFWS). 2008. Endangered, Threatened,
Proposed and Candidate Species Colorado Counties, February.
US Department of Transportation. 1978. Order 5660.1A Preservation of the Nation’s Wetlands.

October 2009

October 2009
Appendix A
Agency Coordination

Appendix A
October 2009

Appendix A
MEETING MINUTES
Federal Boulevard (5th Avenue to Holden Place) – Planning Environmental Linkage Study
Date: November 20, 2008

Time: 10:00 - 11:30 am
Location: Colorado Department of Transportation (CDOT) Golden Residency
Subject: Project Kick-Off
Attendees: Attachment A, Meeting Sign-In Sheets
Attachments: Attachment B, Meeting Handouts: Agenda, Project Area, Conceptual Design
________________________________________________________________________
1. Project Overview
• Project extends from 5th Avenue to Holden Place along Federal Boulevard.
• North of the project area, the Regional Transportation District (RTD) is replacing the
Federal Boulevard Bridge over Lakewood Gulch and is conducting a Categorical
Exclusion for the bridge replacement.
• South of the project, CDOT and the City and County of Denver (CCD) have conducted
an Environmental Assessment (EA) and Finding of No Significant Impact (FONSI) for an
additional third northbound lane from Alameda Avenue to 5th Avenue.
• As part of the Interstate 25 (I-25) Valley Highway project, CDOT has conducted a Draft
Environmental Impact Statement (EIS), Final EIS, and Record of Decision (ROD) for
reconstruction of the 6th Avenue (US 6)/Federal Boulevard Interchange.
• The Planning Environmental Linkage (PEL) study is a new process. The objective is to
merge planning and the National Environmental Policy Act (NEPA) process and look at
the big picture without worrying about funding constraints.
o Denver has funding through the bond program for the third northbound lane from 5th
Avenue to 7th Avenue.
2. Project Area
• US 6 is a barrier to north-south movement.
• Federal Boulevard is the only major north-south street in the area.
• Land use along Federal Boulevard is primarily industrial/commercial with a scattering of
residences on the west side of the street.
• The Villa Park residential neighborhood is located west of Federal Boulevard, and the
Sun Valley neighborhood is located east of Federal Boulevard at Decatur Street and 9th
Avenue.
1
• The Barnum Park complex is located at the US 6/Federal Boulevard interchange, and
the Paco Sanchez and Rude Park complex is located along Lakewood Gulch north of
Holden Place.
• The central office of the Denver Department of Human Services is located at the
southeast corner of Holden Place and Federal Boulevard.
3. Project Description
• The planned cross-section for the Federal Boulevard/Lakewood Gulch bridge consists of
three northbound 11-foot lanes, three southbound 11-foot lanes, a 16-foot wide raised
median, a 2-foot shoulder on the east side, an 11-foot bus bay lane on the west side,
and 10.5-foot sidewalks on both sides of the street.
• The planned cross-section for Federal Boulevard from Alameda Avenue to 5th Avenue
consists of three northbound 11-foot lanes, three southbound 11-foot lanes, a 16-foot
wide raised median, and an attached 8-foot side walk on both sides of the street.
• The project would tie in with the planned Federal Boulevard/Lakewood Gulch bridge
improvements to the north and the Federal Boulevard from Alameda Avenue to 5th
Avenue improvements to the south.
4. Previous Studies
• April 2008 - Federal Boulevard (5th Avenue to Colfax Avenue) Conceptual Alignment
Study
• February 2008 – Federal Boulevard (Alameda Avenue to 5th Avenue) Finding of No
Significant Impact (FONSI)
• December 2007 – Federal Boulevard Bridge Replacement Categorical Exclusion
• October 2007 – Federal Boulevard (Alameda Avenue to 5th Avenue) Environmental
Assessment (EA)
• July 2007 – I-25 Valley Highway Record of Decision (ROD)
• November 2006 – I-25 Valley Highway Final Environmental Impact Statement (EIS)
• April 2005 – I-25 Valley Highway Draft EIS
• April 2004 – West Corridor ROD
• October 2003 – West Corridor Final EIS
• March 2003 – West Corridor Draft EIS
5. Planning Environmental Linkage (PEL) Study
• The project team will prepare a document similar in format to an EA, which will include:
o Chapter 1 – Project background, brief summary of purpose and need, logical
termini, and project objectives
o Chapter 2 – Preferred Alternative and alternatives analysis
o Chapter 3 – Environmental resources, including those dismissed from further
consideration, those carried through, impacts, and mitigation
2
o Chapter 4 – Public involvement and agency coordination
o Chapter 5 – Section 4(f) (if applicable)
6. PEL - Alternatives/Traffic
• Felsburg Holt & Ullevig (FHU) prepared a Conceptual Alignment Study in the spring.
• As part of the Conceptual Alignment Study, a windshield survey of potential historic
properties was conducted by Jason Marmor, a staff historian formerly with FHU. Jason
identified potential historic properties along the corridor. The majority of these properties
are on the west side of Federal Boulevard.
• In addition to the potential historic properties, the parcels on the east side of Federal
Boulevard are larger and would result in few right-of-way displacements.
• An early design decision was made to hold the western edge of existing Federal
Boulevard and expand to the east.
• As part of the Conceptual Alignment Study, a larger cross-section (125-foot) was
evaluated. This larger cross-section would have required the acquisition of the majority
of the properties on the east side of Federal Boulevard and would have impacted the
Denver Department of Human Services building.
• A traffic analysis is being conducted for the corridor, and a draft report has been
prepared.
7. PEL – Environmental
• The following environmental resources will be evaluated as part of the PEL:
o Air Quality – A hot spot analysis will be conducted.
o Noise – A noise analysis using the Traffic Noise Model (TNM) will be conducted.
o Hazardous Materials – A Modified Phase I Environmental Site Assessment (MESA)
is being prepared for the corridor. Based on the initial reconnaissance, no “big ticket”
items like Superfund sites are located along the corridor. However, several active
and closed former gas stations are located along the corridor.
o Biological Resources – An Initial Biological Resources Technical Memorandum will
be prepared for the corridor. Depending on the location of the stormwater outfalls,
which is being evaluated, a wetland delineation may be necessary.
o Archaeology and Paleontology – Previous studies in the corridor will be utilized.
o Historic Resources – A historic survey is underway and being conducted by Ron
Sladek, who conducted the historic survey for the Federal Boulevard (Alameda
Avenue to 5th Avenue) EA. The draft survey is expected mid-December.
o Environmental Justice – An Environmental Justice Evaluation is being prepared.
o No Section 4(f) impacts are expected at this time, although this may change
depending on the results of the historic survey and Section 106 process.
8. Public Involvement
3
• One-on-one door to door meetings with the businesses along Federal Boulevard from 5th
Avenue to Holden Place
• Small group meetings with the local neighborhood associations and non-profit
organizations, which include: Metropolitan Organization for the People, Villa Park
Neighborhood Association, Sun Valley Community Association, etc.
• A single, corridor-wide public meeting with a mass postcard mailing notification
o The project team will coordinate with the Federal Boulevard (Alameda Avenue to
5th Avenue) project team to evaluate a possible co-located public meeting.
9. Agency Coordination
• Hold individual one-on-one meetings with the State Historic Preservation Officer (SHPO)
and the Colorado Department of Public Health and Environment (CDPHE) Water Quality
Control Division
• Will invite other resource agencies (US Department of Interior Fish and Wildlife Service
[USFWS], Colorado Division of Wildlife [CDOW], and US Army Corps of Engineers
[USACE]) to participate
o Scoping invite letters will be from Crissy Fanganello (Karen Good)’s office
• A project management team will be developed consisting of Denver, CDOT, and Federal
Highway Administration (FHWA) representatives
o Meetings will be held monthly on the last Tuesday from 2:30 to 3:30 following the
Federal Boulevard Coordination Meeting
10. Categorical Exclusion (5th Avenue to 7th Avenue)
• A CDOT CatEx Form 128 and the FHWA non-programmatic CatEx form will be prepared
based on the information collected for the PEL with a cover memorandum identifying any
specific information. This will be submitted to CDOT for review, who will then submit to
FHWA.
11. Next Steps
• An intergovernmental agreement (IGA) is being prepared by CDOT for Denver regarding
CDOT oversight.
• A draft purpose and need will be prepared and submitted to the project management
team for review.
• A logical termini white paper is being prepared for the 5th Avenue to 7th Avenue
component.
• If the CatEx for the Federal Boulevard Bridge over Lakewood Gulch does not address
capacity, the northern terminus of the PEL should be extended to Howard Place from
Holden Place.
o NOTE: Following the kick-off meeting, CDOT verified that the CatEx had not been
approved for the Federal Boulevard Bridge over Lakewood Gulch.
4
Attachment A
Meeting Sign-In Sheets
5
Attachment B
Meeting Handouts
7
Federal Boulevard (5th Avenue to Holden Place)
Planning Environmental Linkage (PEL) Study
Project Kick-off Meeting
November 20, 2008
Welcome
Introductions
Project Overview
o Project Description
o Project Area
Previous Studies
o April 2008 - Federal Boulevard (5th Avenue to Colfax Avenue) Conceptual Alignment
Study
o February 2008 – Federal Boulevard (Alameda Avenue to 5th Avenue) Finding of No
Significant Impact (FONSI)
o December 2007 – Federal Boulevard Bridge Replacement Categorical Exclusion
o October 2007 – Federal Boulevard (Alameda Avenue to 5th Avenue) Environmental
Assessment (EA)
o July 2007 – I-25 Valley Highway Record of Decision (ROD)
o November 2006 – I-25 Valley Highway Final Environmental Impact Statement (EIS)
o April 2005 – I-25 Valley Highway Draft EIS
o April 2004 – West Corridor ROD
o October 2003 – West Corridor Final EIS
o March 2003 – West Corridor Draft EIS
o Alternatives
o Traffic
o Environmental
Public Involvement
Agency Coordination
Categorical Exclusion (5th Avenue to 7th Avenue)
Next Steps
o Purpose and Need/Logical Termini

MEETING MINUTES
th
Federal Boulevard (5 Avenue to Howard Place) – Planning Environmental Linkage Study
Date: February 12, 2009

Time: 10:00 - 11:30 am
Location: Colorado Department of Transportation (CDOT) Golden Residency
Subject: Project Management Team
Attachments: Meeting Handout, Agenda
________________________________________________________________________
1. Project Status
• A submittal of technical reports was made to CDOT and the Federal Highway
Administration (FHWA) on January 27, 2009.
• Categorical Exclusion (5th Avenue to 7th Avenue)
o At this point in time, the Categorical Exclusion documentation will be submitted
following the Planning Environmental Linkage (PEL) study at the end April. If
needed, this submittal can be accelerated based on the need and dependent
upon funding.
o The property at 690 Federal Boulevard is a partial right-of-way acquisition for the
US 6/Federal Blvd Interchange project. This acquisition becomes a full right-of-
way acquisition as part of the Federal Boulevard (5th Avenue to 7th Avenue)
Categorical Exclusion.
CDOT will purchase the entire property as part of the US 6/Federal Blvd
Interchange project but will need further discussion with the City and
County of Denver (CCD) in regard to funding.
2. Agency Scoping
• Letters to the US Army Corps of Engineers (USACE), US Department of Interior Fish
and Wildlife Service (USFWS), and Colorado Department of Public Health and
Environment (CDPHE) Water Quality Control Division (WQCD) were sent on January
27, 2009.
o The USACE has responded to the letter, and CCD will follow-up with them.
• A draft Area of Potential Effect (APE)/Eligibility Determination letter to the State Historic
Preservation Officer (SHPO) has been prepared for submittal by CDOT.
o A meeting is scheduled with the CDOT Region 6 historian and environmental
lead on Wednesday, February 18th at 1 pm at 2000 S. Holly Street. The objective
of the meeting is to review the Intensive Level Survey of Historic Buildings
1
survey, additional site forms that are being prepared by Tatanka Historical
Associates Inc. (THAI), and the APE/Eligibility Determination letter.
• Following the project kick-off meeting, CCD identified that the CDOT contact for the
Lakewood Gulch bridge and the Regional Transportation District (RTD) needed to be
contacted regarding the West Corridor improvements.
o The Lakewood Gulch bridge appears to be going to construction this summer. A
Categorical Exclusion for the third northbound lane across the bridge should be
prepared prior. The status of the draft Categorical Exclusion for the bridge
replacement is unknown.
CDOT will follow-up with staff to identify the status of the Categorical
Exclusion for the bridge replacement.
o Stormceptors have been identified in the Lakewood Gulch bridge preliminary
plans for water quality management in the area. The Federal Boulevard (5th
Avenue to Howard Place) PEL project would require the up-sizing of the
stormceptors.
FHU is investigating the needed Stormceptor cost and size. These will be
provided to CCD and CDOT to communicate to the Lakewood Gulch
bridge team.
3. Technical Reports
• CDOT is reviewing the following technical reports submitted for review on January 27,
2009.
o Intensive Level Survey of Historic Buildings
o Air Quality Assessment
o Traffic Noise Impact Analysis
o Modified Phase I Environmental Site Assessment
o Biological Resources Technical Memorandum
o Environmental Justice Evaluation Technical Memorandum
o Traffic Report
o Safety Assessment
o Preliminary Design Plan Set
• The property at 880 Federal Boulevard should be identified as a full acquisition because
the loss of parking may result in an unviable parcel.
o CCD will provide previous comments on the right-of-way acquisition assumptions
and whether the partial acquisitions should be identified as full acquisitions.
• A draft Chapter 2 Alternatives will be submitted to CDOT and FHWA for review prior to
the public meeting, so the alternative screening process can be reviewed.
• Door-to-Door Business Outreach
o Tentatively scheduled for the Week of February 23rd
o Verify the number of tenants
• Business/Neighborhood Group Outreach
2
o Villa Park NA – February 25
o Northwest Neighborhood Coalition – Declined Meeting
o Valverde NA – Potentially Week of March 23rd
o Sun Valley NA – February 26
o Federal Boulevard Corridor Improvement Partnership - Waiting for response
o Denver Hispanic Chamber of Commerce - Waiting for response
o Concerned Citizens of Barnum – Waiting for response
• Federal Boulevard (5th Avenue to Howard Place) – Public Meeting

o Potentially schedule for the Week of April 13th or Week of April 20th
o Location at Rude Park Recreation Center
• Denver City Council

• CCD Staff has discussed the project with each of the Council members who’s
districts the project is within.
5. Project Schedule and Next Steps

• The next PMT meeting is scheduled for Thursday, March 12th from 10 am to 12
pm at the FHU offices.
• PEL report submittal - end of April
3
Attachment A
4
MEETING MINUTES
th
Date: March 12, 2009

Time: 10:00 - 11:30 am
Location: Felsburg Holt & Ullevig (FHU) Offices
________________________________________________________________________
1. Project Status
• A submittal of technical reports was made to CDOT and the Federal Highway
Administration (FHWA) on January 27, 2009.
2. Agency Scoping
• Letters to the US Army Corps of Engineers (USACE), US Department of Interior Fish
and Wildlife Service (USFWS), and Colorado Department of Public Health and
Environment (CDPHE) Water Quality Control Division (WQCD) were sent on January
27, 2009.
• City and County of Denver staff (CCD) has fielded phone calls from USACE and
USFWS in response to the letters. USACE and USFWS were informed verbally of the
project and potential impacts.
3. Technical Reports
o CDOT is reviewing the following technical reports submitted for review on January 27,
2009.
o CDOT Comments expected by March 17, 2009
o Intensive Level Survey of Historic Buildings
o Air Quality Assessment
o Traffic Noise Impact Analysis
o Modified Phase I Environmental Site Assessment
o Biological Resources Technical Memorandum
o Environmental Justice Evaluation Technical Memorandum
o Traffic Report
o Safety Assessment
o Preliminary Design Plan Set
4. Roadway Design
• Potential west alignment and associated right-of-way (ROW) impacts
1
o Conducted to verify current Proposed Action that holds the western ROW
boundary and expands the Federal Boulevard roadway to the east
o Used a 103 feet (ft) cross-section (same as Proposed Action) but held eastern
ROW boundary and expanded the Federal Boulevard roadway to the west
o Would have 25 full ROW acquisitions and five partial ROW acquisitions.
o Verified the Proposed Action would have fewer ROW acquisitions.
o Maintained the alignment of the Proposed Action
o A technical memorandum was prepared for the project file.
• Potential center alignment and associated ROW impacts
o Conducted to verify current Proposed Action that holds the western ROW
boundary and expands the Federal Boulevard roadway to the east
o Used a 103 feet (ft) cross-section (same as Proposed Action) and expanded the
Federal Boulevard roadway equally to the east and west.
o Would have 22 full ROW acquisitions and 23 partial ROW acquisitions.
o Verified the Proposed Action would have fewer ROW acquisitions.
• Use of horizontal curves at 10th Avenue
o Conducted in response to comments received at the small group meeting with
the Sun Valley Neighborhood Association
o Used a 103 feet (ft) cross-section (same as Proposed Action) with a horizontal
curve at 10th Avenue that avoids the Family Dollar store at the southeast corner
of the Federal Boulevard/10th Avenue intersection
o Avoids Family Dollar but requires an additional seven full ROW acquisitions and
four partial ROW acquisitions
o Verified the Proposed Action would have fewer right-of-way acquisitions.
5. Hydrology/Hydraulic Engineering
• Water Quality Ponds/Best Management Practices (BMPs)
o Lakewood Gulch – FasTracks
Proposed RTD stormceptor is an STC 450i
Federal Blvd improvements require an STC 2400
Cost for materials and delivery is $8k & $20.5k respectively
o Weir Gulch potential locations
West side - Barnum North park location
2
East side - Barberry vacated ROW
Adjacent to north side of 8th Avenue (east of Federal Blvd)
o Scheduled for April 22nd
o Location: Eagleton Elementary School
o A postcard notification is being prepared and will be mailed to the adjacent
neighborhoods in April 2009.
o Tentatively scheduled for March 19th and March 24th
o Questions related to right-of-way will be directed to Steve Wirth at CCD and the
April 2009 public meeting
o Valverde NA – March 23
o Concerned Citizens for Barnum – April 14
o Federal Boulevard Corridor Improvement Partnership – No Response
o Denver Hispanic Chamber of Commerce – No Response
7. Categorical Exclusion - 5th Avenue to 7th Avenue
• Will be based on the technical reports submitted for review in January 2009.
• Federal PMT Meeting April 9th – 10 am @ FHU office
3
Attachment A
4
MEETING MINUTES
th
Date: April 9, 2009

Time: 10:00 - 11:30 am
________________________________________________________________________
o Scheduled for April 22nd
o A postcard notification mailed to the adjacent neighborhoods in April 2009.
o Reviewed the draft boards and comment form for the open house.
o Conducted March 19th
o Valverde NA – March 23
o Concerned Citizens for Barnum – April 14
o Federal Boulevard Corridor Improvement Partnership – Declined Meeting
o Denver Hispanic Chamber of Commerce – No Response
• Will be based on the technical reports submitted for review in January 2009.
• Federal PMT Meeting April 9th – 10 am @ FHU office
4. Environmental Justice Discussion
1
• Direct right-of-way impacts
o Types of Businesses Affected – Handout Provided
Full right-of-way acquisitions will impact a car wash, two auto repair, and
three retail businesses.
o Findings of Door-to-Door Outreach – Handout Provided
Two of the seven businesses are operated by corporations, two Caucasians,
one Hispanic, and two Asians
o Regional vs community focus – Results of neighborhood/small group outreach
Based on feedback from the Villa Park and Sun Valley Neighborhood
Associations, the only business identified as a neighborhood resource is the
Family Dollar store at 990 Federal Boulevard, which services as a grocery
store for the neighborhood by providing non-perishable items.
o Long-range planning for Federal Boulevard/Decatur Street LRT station area
The planning for the Federal Boulevard/Decatur Street LRT station area has
re-started and will include the need for a grocery store.
• Right-of-way Process and Additional Mitigation
o Community Benefits
o Community Facilities
o Improved sidewalks
o Pedestrian/bicyclist safety
o Connection to planned Federal Boulevard/Decatur Street LRT station area
o Connection from Federal Boulevard/8th Avenue intersection to Weir Gulch bicycle
trail
o Eastern alignment – minimize impacts to Villa Park neighborhood
• Finding
o A discussion on disproportionate impact will not be included due to the uncertain
timeframe of the project and the potential to change over time.
2
Attachment A
3
MEETING MINUTES
th
Date: May 21, 2009

Time: 10:00 - 11:30 am
Attachments: Attachment B,Meeting Handout, Agenda
________________________________________________________________________
o Held on April 22nd
o A postcard notification mailed to the adjacent neighborhoods in April 2009.
o A project website is now available
Add summary of public meeting to the website
Include in PEL report
http://denvergov.org/Infrastructure/FederalBoulevardPELStudy/tabid/434271/Default.aspx
o 28 people sign-in for the meeting, many of the Villa Park neighborhood group
meeting attendees did not sign in but attended the open house. Estimate that
approximately 40 individuals attended the open house.
o Eight comment sheets were received. Here’s a quick summary of the comments:
Stressed the importance of the Family Dollar Store to the Sun Valley
neighborhood because of their dependence on transit (many do not own
vehicles) and trying to relocate the store within the neighborhood. (Received from
two commenters).
Found the meeting informative.
Need longer timing at the signalized Federal Boulevard/Holden Place
intersection.
Felt the Family Dollar Store is more important than businesses that would be
impacted by a weave at that intersection.
Modify the signalized Federal Boulevard/Holden Place intersection to have no
turn on red and longer timing.
Requested a cross-walk [at ~ 12th Avenue] to access the Denver Department of
Human Services Building. (Received from two commenters).
Need longer timing for vehicles turning onto Federal from 8th Avenue.
1
Approach to Federal at 8th Avenue from the west need more lighting, signs, and
better striping.
Stressed how dangerous Federal Boulevard is to cross.
7-11 is a partial acquisition?
How will public be notified of funding?
When will timeline for project completion be developed?
Will property acquisitions happen in phases?
How will be notified of property acquisition?
What will happen to the RTD bus stop in front of 7-11?
Federal/11th Avenue is a dangerous intersection and needs to be repaired
2. Draft PEL Study
• Currently under review by CCD
• Submit draft to CDOT and FHWA on June 10, 2009
• Receive CDOT and FHWA comments by July 1, 2009
• Submit technical memorandum, CDOT Form 128, and FHWA Non-Programmatic Form
on June 10, 2009.
• A separate CatEx is being prepared by CDOT for right-of-acquisition of the property at
690 Federal Boulevard.
• Federal PMT Meeting July 9th – 10 am @ FHU office
2
Attachment A
3
Attachment B
Meeting Handouts
5
January 26, 2009
Ms. Karen Good, AICP

Infrastructure Policy and Planning
Denver, CO 80202
Mr. Nathan Moore

Colorado Department of Public Health and Environment
Water Quality Control Division
4300 Cherry Creek Drive South
Denver, CO 80246
Dear Mr. Moore:
The City and County of Denver (CCD), in cooperation with the Federal Highway
Administration (FHWA) and the Colorado Department of Transportation (CDOT),
is preparing a Planning Environmental Linkage (PEL) Study to evaluate
transportation improvements along Federal Boulevard from 5th Avenue to
Howard Place in Denver, Colorado. FHWA defines PEL as a voluntary approach
to transportation decision-making that considers environmental, community, and
economic goals early in the planning stage and carries them through project
development, design, and construction. The PEL Study will include the
preparation of a project purpose and need, analysis of alternatives and their
environmental impacts, and coordination with federal, state, and local agencies
and public involvement.
Federal Boulevard is a principal north-south urban arterial roadway that is under

the jurisdiction of CDOT as State Highway 88 (SH 88). Land use along Federal
Boulevard is predominantly mixed commercial and retail uses with a few
scattered single-family residences. The project area extends along Federal
Boulevard from 5th Avenue in the south to approximately Howard Place in the
north (Figure 1). East-west boundaries include the alley between Federal
Boulevard and Grove Street to the west and the first row of parcels immediately
adjacent to Federal Boulevard to the east.
We would like to take this opportunity to invite you to participate in an individual

Resource Agency Scoping Meeting hosted jointly by FHWA, CDOT, and CCD. At
this meeting we would provide you with a summary of the existing conditions
within the project area and the PEL process. We also would request your input
on any particular issues of concern. We look forward to your response to this
request and your role as a resource agency on this project. If you have any
questions or would like to discuss in more detail the project or our agencies’
respective roles and responsibilities during the preparation of the PEL
documentation, please contact me at (720) 865-3162.
Sincerely,
Karen Good, AICP

Figure 1 Project Area
January 26, 2009

Denver, CO 80202
Mr. Timothy T. Carey

Chief
United States Army Corps of Engineers, Omaha District
Denver Regulatory Office
9307 South Wadsworth Blvd.
Littleton, CO 80218-6901
Dear Mr. Carey:

adjacent to Federal Boulevard to the east. Wetlands and waters of the US are
present in the project area and are associated with Weir Gulch and Lakewood
Gulch.
Sincerely,
Karen Good, AICP

January 26, 2009

Denver, CO 80202
Ms. Allison Michael

United States Fish and Wildlife Service
Ecological Services
PO Box 25486, DFC (65412)
Denver, CO 80225-0486
Dear Ms. Michael:

adjacent to Federal Boulevard to the east. Due to the highly urban nature of the
corridor, we do not anticipate any impacts to federally threatened, endangered,
or species of concern.

Sincerely,
Karen Good, AICP

October 2009
Appendix B
Public Involvement

Appendix B
October 2009

Appendix B
You are invited to attend a Public Open House to learn more about the Federal Boulevard (5th Avenue to Howard
Place) Planning Environmental Linkage (PEL) Study.
When? April 22, 2009, 6:30 – 8:30 pm

Where? Eagleton Elementary School, 800 Hooker Street
We need your help…

…to find the best solutions to relieve traffic congestion and improve safety
…to improve pedestrian, bicycle, and transit mobility
…to improve quality of life for residents, business owners and patrons
…to preserve the local environment
What is the Federal Boulevard Planning

Environmental Linkage Study?
The Federal Boulevard PEL Study is an evaluation of
transportation improvements along Federal Boulevard from 5th
Avenue to Howard Place. The PEL Study is being conducted
by the City and County of Denver (CCD), in cooperation with
the Federal Highway Administration (FHWA) and the Colorado
Department of Transportation (CDOT). The goals of the
potential future projects are to improve safety and efficiency,
relieve traffic congestion, address roadway deficiencies, and
improve multi-modal mobility.
Where can I get more Information?

You are invited to attend a Public Open House to learn more
about the Federal Boulevard (5th Avenue to Howard Place) PEL
Study. The Open House will be held on April 22, 2009 at the
Eagleton Elementary School (800 Hooker Street) from 6:30
to 8:30 pm. The goal of this Public Open House is to provide
you with information concerning potential future projects, gather
your input on the potential future projects, and to discuss
possible mitigation that will best meet the transportation needs
for the community.
We welcome and encourage your active participation in this

important process.
For more information regarding this project, please contact:
Karen Good
720-865-3162
karen.good@denvergov.org
Lo invitamos a asistir a una Sesión abierta a todo el público para enterarse un poco más sobre el Estudio (PEL)
de Vínculos del Entorno de Planificación de Federal Boulevard, desde la 5th Avenue hasta Howard Place.
¿Cuándo? 22 de abril de 2009, 6:30 a 8:30 pm

¿Dónde? Eagleton Elementary School, 800 Hooker Street
Necesitamos su colaboración…
…para encontrar las mejores soluciones para aliviar la congestión de tránsito y mejorar la seguridad
…para mejorar la movilidad del tránsito, peatones y bicicletas
…para mejorar la calidad de vida de los residentes, propietarios de negocios y clientes
…para conservar el entorno local
¿Qué es el Estudio de Vínculos del Entorno de

Planificación de Federal Boulevard?
El estudio de Vínculos del Entorno de Planificación de Federal
Boulevard (Federal Boulevard Planning Environmental Linkages o
PEL) es una evaluación de las mejoras del transporte a lo largo de
Federal Boulevard desde la 5th Avenue hasta Howard Place. La
Ciudad y Condado de Denver (CCD, por su sigla en ingles) lleva a
cabo el Estudio PEL, en colaboración con la Administración
Federal de Rutas (Federal Highway Administration o FHWA) y el
Departamento de Transporte de Colorado (Colorado Department
of Transportation o CDOT). Los objetivos de los proyectos futuros
potenciales son mejorar la seguridad y eficacia, aliviar la
congestión del tránsito, tratar las deficiencias de la ruta y mejorar
la movilidad multimodal.
¿En dónde puedo obtener más información?

Lo invitamos a asistir a una Sesión abierta a todo el público para
enterarse un poco más sobre el Estudio PEL de Federal
Boulevard, desde la 5th Avenue hasta Howard Place. La Sesión
abierta se realizará el 22 de abril de 2009 en la escuela primaria
Eagleton Elementary School (800 Hooker Street) de 6:30 a
8:30 pm. El objetivo de esta Sesión abierta es suministrarle
información con respecto a los proyectos futuros potenciales,
recolectar su aporte y debatir sobre la posible mitigación que
responderá mejor a las necesidades de transporte para la
comunidad.
Le damos la bienvenida y lo alentamos a que participe

activamente en este importante proceso.
Si desea más información con respecto a este proyecto, por favor comuníquese con:
Karen Good
Ciudad y Condado de Denver
720-865-3162
You are invited to attend a Public Open House to learn more about the Federal Boulevard (5th Avenue to Howard
When? April 22, 2009, 6:30 – 8:30 pm

Where? Eagleton Elementary School, 800 Hooker Street
We need your help…

…to find the best solutions to relieve traffic congestion and improve safety
…to improve pedestrian, bicycle, and transit mobility
…to improve quality of life for residents, business owners and customers
…to preserve the local environment
What is the Federal Boulevard Planning

Environmental Linkage Study?
The Federal Boulevard PEL Study is an evaluation of
transportation improvements along Federal Boulevard from 5th
Avenue to Howard Place. The PEL Study is being conducted
by the City and County of Denver (CCD), in cooperation with
the Federal Highway Administration (FHWA) and the Colorado
Department of Transportation (CDOT). The goals of the
potential future projects are to improve safety and efficiency,
relieve traffic congestion, address roadway deficiencies, and
improve multi-modal mobility.
Where can I get more Information?

You are invited to attend a Public Open House to learn more
about the Federal Boulevard (5th Avenue to Howard Place) PEL
Study. The Open House will be held on April 22, 2009 at the
Eagleton Elementary School (800 Hooker Street) from 6:30
to 8:30 pm. The goal of this Public Open House is to provide
you with information concerning potential future projects, gather
your input on the potential future projects, and to discuss
possible mitigation that will best meet the transportation needs
for the community.
We welcome and encourage your active participation in this

important process.
The Sun Valley Coalition encourages your attendance at this

meeting.
For more information regarding this project, please contact:
Karen Good
720-865-3162
Sun Valley Coalition
Lo invitamos a asistir a una Sesión abierta a todo el público para enterarse un poco más sobre el Estudio (PEL)
de Vínculos del Entorno de Planificación de Federal Boulevard, desde la 5th Avenue hasta Howard Place.
¿Cuándo? 22 de abril de 2009, 6:30 a 8:30 pm

¿Dónde? Eagleton Elementary School, 800 Hooker Street
Necesitamos su colaboración…
…para encontrar las mejores soluciones para aliviar la congestión de tránsito y mejorar la seguridad
…para mejorar la movilidad del tránsito, peatones y bicicletas
…para mejorar la calidad de vida de los residentes, propietarios de negocios y clientes
…para conservar el entorno local
¿Qué es el Estudio de Vínculos del Entorno de

Planificación de Federal Boulevard?
El estudio de Vínculos del Entorno de Planificación de Federal
Boulevard (Federal Boulevard Planning Environmental Linkages o
PEL) es una evaluación de las mejoras del transporte a lo largo de
Federal Boulevard desde la 5th Avenue hasta Howard Place. La
Ciudad y Condado de Denver (CCD, por su sigla en ingles) lleva a
cabo el Estudio PEL, en colaboración con la Administración
Federal de Rutas (Federal Highway Administration o FHWA) y el
Departamento de Transporte de Colorado (Colorado Department
of Transportation o CDOT). Los objetivos de los proyectos futuros
potenciales son mejorar la seguridad y eficacia, aliviar la
congestión del tránsito, tratar las deficiencias de la ruta y mejorar
la movilidad multimodal.
¿En dónde puedo obtener más información?

Lo invitamos a asistir a una Sesión abierta a todo el público para
enterarse un poco más sobre el Estudio PEL de Federal
Boulevard, desde la 5th Avenue hasta Howard Place. La Sesión
abierta se realizará el 22 de abril de 2009 en la escuela primaria
Eagleton Elementary School (800 Hooker Street) de 6:30 a
8:30 pm. El objetivo de esta Sesión abierta es suministrarle
información con respecto a los proyectos futuros potenciales,
recolectar su aporte y debatir sobre la posible mitigación que
responderá mejor a las necesidades de transporte para la
comunidad.
Le damos la bienvenida y lo alentamos a que participe

activamente en este importante proceso.
Si desea más información con respecto a este proyecto, por favor comuníquese con:
Karen Good
Ciudad y Condado de Denver
720-865-3162
October 2009
Appendix C
Biological Resources Technical Memorandum

Appendix C
October 2009

Appendix C
Date: June 2009
To: Project File
cc: Crissy Fanganello, City and County of Denver (CCD)

Karen Good, CCD
Jane Hann, Colorado Department of Transportation (CDOT) Region 6
Jonathon Chesser, CDOT Region 6
Stephanie Gibson, Federal Highway Administration (FHWA)
Kevin Maddoux, Felsburg Holt & Ullevig (FHU)
From: Keith Hidalgo, FHU
Subject: Biological Resources Technical Memorandum

Federal Boulevard (5th Avenue to Howard Place)
Introduction
This technical memorandum is prepared in support of the Federal Boulevard (5th Avenue
to Howard Place) Planning Environmental Linkage (PEL) study. The PEL is intended to
provide the framework for the long-term implementation of the Proposed Action as
funding is available and to be used as a resource for future NEPA documentation, such
as the preparation of a Categorical Exclusion (CatEx) or a series of CatExs. The
technical reports prepared for this PEL are intended for use in support of future NEPA
documentation with minimal re-evaluation of resources and impacts.
Preliminary engineering plans for the Proposed Action are included in the Preliminary
Design Plan Set (FHU, 2009c). The Proposed Action consists of the following elements:
Federal Boulevard roadway alignment and improvements
• Conversion of the northbound Federal Boulevard auxiliary lane from 5th
Avenue to eastbound US 6, which is planned as part of the I-25 Valley
Highway project, to a northbound through lane
• Restriping of the Federal Boulevard bridge over US 6, which will be
reconstructed as part of the I-25 Valley Highway project, with an additional
northbound through lane
• Construction of three 11-ft southbound through lanes, three 11-ft northbound
through lanes, and a 16-ft raised median with a left turn lane at intersections
on Federal Boulevard from US 6 to approximately 12th Avenue
• Widening of Federal Boulevard from the right-of-way boundary line on the
west side of Federal Boulevard toward the east between US 6 and
approximately 12th Avenue with an additional northbound lane
Project File
June 10, 2009
Page 2 of 15
• Restriping of Federal Boulevard from approximately 12th Avenue to

approximately Howard Place including the Federal Boulevard bridge over
Lakewood Gulch, which will be reconstructed as part of the RTD FasTracks
West Corridor LRT project, with an additional northbound through lane
Bicycle/Pedestrian Improvements
• Wider sidewalks on both the west and east side of Federal Boulevard
between 5th Avenue and Howard Place to better accommodate bicycles and
pedestrians
• Replacement of the discontinuous sidewalk on both sides of Federal
Boulevard with an 8-ft pedestrian zone consisting of either a detached 5-ft
sidewalk with a 3-ft buffer or an attached 8-ft sidewalk with ADA-compliant
curb ramps and driveway cuts
• Improve access to the Federal/Decatur station
• Installation of pedestrian signals and crosswalks at the Federal Boulevard/8th
Avenue and Federal Boulevard/10th Avenue signalized intersections
Water Quality/Drainage Improvements
• Construction of a water quality pond in the vicinity of Weir Gulch to manage
storm water flows in the area of 8th Avenue in accordance with CDOT and
CCD Municipal Separate Storm Sewer System (MS4) requirements
• Increase the size of the stormceptors (best management practice [BMP]) to
manage storm water flows in the area of 12th Avenue, which will be installed
by RTD during replacement of the Federal Boulevard bridge over Lakewood
Gulch
• Installation of crosswalk pavement markings and countdown pedestrian
signal heads at the Federal Boulevard/8th Avenue and Federal Boulevard/10th
Avenue intersections
Biological Resources
This technical memorandum summarizes the biological resources that are present within
the project area along Federal Boulevard from 5th Avenue to Howard Place in Denver,
Colorado (Figure 1). It is based upon several other previous National Environmental
Policy Act (NEPA) studies, including the Interstate 25 (I-25) Valley Highway Draft and
Final Environmental Impact Statement (EIS) (CDOT 2005, CDOT 2006) and Record of
Decision (ROD) (CDOT 2007a), Draft Federal Boulevard Bridge Replacement
Categorical Exclusion (CatEx) (Regional Transportation District [RTD] 2007), Federal
Boulevard (Alameda Avenue to 5th Avenue) Environmental Assessment (EA) (CDOT
2007b) and Finding of No Significant Impact (FONSI) (CDOT 2008), and the RTD West
Corridor FasTracks light-rail (LRT) project Draft and Final EIS (RTD 2003a, RTD 2003b)
and ROD (RTD 2004). In addition, a field survey of existing biological resources was
performed by Keith Hidalgo, an Environmental Scientist with Felsburg Holt & Ullevig
(FHU), on August 25, 2008.
Project File
June 10, 2009
Page 3 of 15
Existing Conditions
The surrounding land use along Federal Boulevard from 5th Avenue to Howard Place is
presented in Figure 1 and is predominantly commercial development with a few single-
family residences. The existing urban landscape contains small areas of irrigated and
non-irrigated lawn, shrubs and trees associated with commercial businesses and single-
family residences.
Open space adjacent to the project area includes five nearby city parks:
Barnum Park: Barnum Park is located to the west of Federal Boulevard and south of 6th
Avenue (US 6). Barnum Park is the only area with natural habitat remaining; however,
Barnum Park is outside of the project area and will not be impacted by the project.
Barnum North Park: Barnum North Park is located north of 6th Avenue and west of
Federal Boulevard. This 13.6-acre park provides facilities for soccer and softball and is
equipped with lights for night softball games (CDOT 2006). The I-25 Valley highway EIS
discusses impacts to Barnum North Park due to the construction of the US 6/Federal
Boulevard interchange (CDOT 2006).
Barnum East Park: Barnum East Park is south of 6th Avenue and east of Federal
Boulevard. Barnum East Park includes a ball field and contains approximately 13
ornamental trees that are located in a line running north-south between Federal
Boulevard and the ball field fence (Appendix A). The I-25 Valley Highway EIS and ROD
(CDOT 2006, CDOT 2007a) discusses mitigation to Barnum East Park as part of
improvements to the US 6/Federal Boulevard interchange.
Paco Sanchez Park: Paco Sanchez Park is located to the west of Federal Boulevard
and south of Howard Place.
Rude Park: Rude Park is located east of Federal Boulevard and south of Howard Place.
The Draft Federal Boulevard Bridge Replacement CatEx discusses impacts to these
parks (Paco Sanchez Park and Rude Park) due to reconstruction of the Federal
Boulevard Bridge (RTD 2007). The remaining vegetation within the project area consists
of a few Russian olive and Siberian elm trees located in the right-of-way next to the
bridge that is part of the US 6/Federal Boulevard interchange (CDOT 2006, CDOT
2007a) and along Weir Gulch east of Federal Boulevard.

Special Status Species
Threatened and/or Endangered Species

Federally threatened and endangered species of vegetation or wildlife are protected
under the Endangered Species Act of 1973 as amended (16 U.S.C. 1531 et seq.).
Significant adverse effects to a federally listed species or its habitat resulting from a
federal action would require consultation with the USFWS under Section 7 of the
Endangered Species Act. There are no federal regulations that require consultation for
effects to candidate species, but if the species were to become listed during
construction, consultation with the United States Fish & Wildlife Service (USFWS) would
be required.
Following a review of relevant literature, an environmental scientist visually assessed the

project area for the presence of potential habitat for species listed as threatened or
endangered under the Endangered Species Act by the USFWS. The following list of
threatened, endangered, and candidate species (listed species) with potential to occur in
the project area was provided by the USFWS (2008).
• *Whooping crane (Grus americana), Endangered
• *Least tern, interior population (Sterna antillarum), Endangered
• *Piping plover (Charadruis melodus), Endangered
• *Pallid sturgeon (Scaphirhynchus albus), Endangered
• Ute ladies’-tresses orchid (Spiranthes diluvialis), Threatened
The USFWS states that actions that result in new water depletions to the Platte River
System may affect listed species downstream as well as designated critical habitat for
whooping crane, least tern, piping plover, and pallid sturgeon in Nebraska. Listed
species impacted only by water depletions of the Platte River are identified by an
asterisk (*). No water-depleting actions would occur from the proposed project.
Additionally the whooping crane, least tern, piping plover, and pallid sturgeon do not
occur in the City and County of Denver and the project area completely lacks any
potential habitat to support these species.
A block clearance zone is an area that is exempted from assessment and trapping
requirements for a listed species under the Endangered Species Act because studies
have shown that the species or adequate habitat for the species does not exist. The
project area is within the block clearance zones for the Preble’s meadow jumping mouse
(Zapus hudsonius preblei), which was not included on the USFWS list because the
project area is in a block clearance zone for this specie. Since there would be no water
depletions associated with this project and because there are no plover or pallid
sturgeon, or potential habitat for these species in the project area, these species are not
addressed further. Species with potential habitat in the project area are discussed below.
Ute Ladies’-Tresses Orchid (ULTO)

ULTO is typically found associated with alluvial deposits of silty, sandy, gravelly, or
cobbly soil that is well drained and has high moisture content. These types of soil are
found in old gravel mines that have been converted to wetlands, well traveled foot paths
on berms or even in grazed pastures. ULTO can also be found in riparian areas that are
slightly shaded (USFWS 1992).
The project area includes two water features, Weir Gulch and Lakewood Gulch. Weir
Gulch is completely piped underground in the project area. The outfalls of the potential
water quality ponds could impact Weir Gulch when it is daylighted. According to USFWS
(1992), Weir Gulch does not warrant a ULTO survey because the slopes surrounding the
gulch are very steep and consist of buried rip-rap. (See Appendix A)
The only activities at Lakewood Gulch consist of the non-ground disturbing activity of
bridge restriping. The actual bridge replacement actions and any potential impacts at
Lakewood Gulch are addressed in the Draft Categorical Exclusion: Federal Boulevard
Bridge Replacement (RTD 2007).
Based on the project description, location, and lack of suitable habitat, there are no listed
species within the project area (RTD 2007, CDOT 2007b).
Migratory Birds
The federal Migratory Bird Treaty Act of 1918, as amended, provides for the protection
of migratory birds, including their nests and eggs. As a result, the potential impacts of
construction on the tree and shrub habitat adjoining the project area has been
considered. After a field survey conducted August 25th, 2008, it is evident there are no
potential nesting trees or potential nesting habitat within the immediate vicinity (CDOT
2007b).
The Fish and Wildlife Coordination Act of 1934, as amended, is a federal law that
requires consultation with the US Department of Interior Fish and Wildlife Service
(USFWS) to prevent loss of and damage to wildlife resources for projects that may
impound, divert, control, or otherwise modify the waters of any stream or water body.
The potential effects to wildlife resources were evaluated for the project to be compliant
with this requirement, as there is no suitable habitat in the project area (CDOT 2007b).
Wetlands
Weir Gulch crosses Federal Boulevard near 8th Avenue, is piped underground half a
block east and west of Federal Boulevard, connects to the South Platte River, and drains
into Barnum Lake to the west of the project area. Weir Gulch is considered a
jurisdictional waters of the US as stated in the I-25 Valley Highway EIS (CDOT 2006,
CDOT 2007a). East of Federal Boulevard, Weir Gulch has been heavily modified with
rip-rap on both sides of the banks (Appendix A).
Three potential locations for permanent water quality ponds were identified near Weir
Gulch. These locations include the northeast corner of the Federal Boulevard/8th Avenue
intersection immediately adjacent to Weir Gulch, the northeastern corner of Barnum

North Park immediately west of the businesses along Federal Boulevard, and the
previously vacated Barberry Place right-of-way. The final location and configuration of
the water quality ponds will be determined during the final engineering design phase of
the project. Additional coordination with CCD, CDOT, and the Colorado Department of
Public Health and Environment (CDPHE) Water Quality Control Division is required
during preliminary and final engineering design. Depending upon the placement of a
storm water outfall from these water quality ponds, a wetland delineation, Clean Water
Act Section 404 permit, and Senate Bill (SB) 40 Certification from the Colorado Division
of Wildlife (CDOW) may be necessary for Weir Gulch during preliminary and final
engineering design. Figure 2 identifies the potential areas for placement of the water
quality ponds.
There are four wetland areas located near the Federal Boulevard Bridge (RTD 2007)
over Lakewood Gulch. All four wetlands are narrow emergent wetland bands located
along the banks of Lakewood Gulch with vegetation including cattail, rush, and sedge
species. Temporary impacts to these wetlands associated with bridge construction will
occur and will be covered under an overall Clean Water Act Section 404 permit for the
RTD West Corridor FasTracks LRT project (RTD 2007). At this time, no impacts to
wetlands along Lakewood Gulch from the Federal Boulevard (5th Avenue to Howard
Place) projects are expected to occur.
Farmlands
The Farmland Protection Act of 1981 protects prime farmland and unique farmland.
There is no farmland located in or near the project area (CDOT 2006, CDOT 2007a,
CDOT 2007b, CDOT 2008, RTD 2007). Therefore no unique or prime farmland will be
affected by the project.
Noxious Weeds
The project area for the proposed lane widening is predominantly urban hardscape with
scattered areas of unmaintained right-of-way and undeveloped adjacent properties.
Noxious weeds are found in the right-of-way of the US 6/Federal Boulevard interchange.
Three weed species were found that are listed in both the CDOT List and the Colorado
State Noxious Weed List as shown in Table 1. None of these species is listed on the
Denver County Weed List. These three species of noxious weeds are: field bindweed
(Convolvulus arvensis), Russian olive (Elaeagnus angustifolia), and downy brome
(Bromus tectorum). None of the weed species identified within the project area are found
on the Colorado State “A” list as being one of the most invasive species (CDOT 2007b,
CDOT 2008, RTD 2007). Figure 3 identifies where these noxious weeds are primarily
found. Individual weeds were also identified growing out of cracks in parking lots and in
sidewalks intermittently throughout the project area. The areas closest to US 6 had a
mixture of all three species, while the area adjacent to Barnum North Park had a mixture
of both field bindweed and downy brome.
Figure 2 Potential Water Quality Pond Locations

Figure 3 Noxious Weeds

The recommended control measures identified in Table 1 will be implemented as part of

final design for the proposed project.
CONCLUSION
Previous NEPA studies in the project area were reviewed (CDOT 2006, CDOT 2007a,
CDOT 2007b, CDOT 2008, RTD 2007), and a field survey of existing biological
resources was performed by Keith Hidalgo, an Environmental Scientist with FHU, on
August 25, 2008. There were no potential migratory bird nesting, threatened and
endangered species habitat, or prime or unique farmland identified within the project
area.
Depending upon the location of the permanent water quality BMPs, a wetland
delineation, Clean Water Act Section 404 permit, and Senate Bill (SB) 40 Certification
from the Colorado Division of Wildlife (CDOW) may be necessary for Weir Gulch.
Noxious weeds are located within the project area and will be managed during
construction in accordance with the recommended control measures in Table 1.
Table 1 List of Noxious Weed Species Present in the Project Area
Colorado State
Common CDOT Recommended Control
Botanical Name Noxious Weed List
Name Weed List Measures
A, B, or C
Minimize disturbances and
enhance desirable species as
Downy brome
Bromus tectorum C competition. Apply a herbicide in
(Cheatgrass)
springtime and seeding of
desirable species in the fall.
Mechanical control by cultivation,
grubbing or covering; herbicides
Field Convolvulus
X C during flowering stage, in the fall,
bindweed arvensis
or after precipitation when
actively growing.
Elaeagnus Mechanical removal; Application

Russian olive X B
angustifolia of herbicides.
REFERENCES
Colorado Department of Transportation (CDOT). 2005. I-25 Valley Highway – Logan to
6th Avenue Draft Environmental Impact Statement. April.
CDOT. 2006. I-25 Valley Highway – Logan to 6th Avenue Final Environmental Impact
Statement. November.
CDOT. 2007a. I-25 Valley Highway – Logan St to 6th Avenue Record of Decision. July.
CDOT. 2007b. Federal Boulevard - Alameda Avenue to 6th Avenue Environmental

Assessment. October.
CDOT. 2008. Federal Boulevard Alameda Avenue to 6th Avenue Finding of No

Significant Impact. February.
Regional Transportation District (RTD). 2003a. West Corridor Draft Environmental

Impact Statement, March.
RTD. 2003b. West Corridor Final Environmental Impact Statement, October.
RTD. 2004. West Corridor Light Rail Project Record of Decision, April.
RTD. 2007. Draft Categorical Exclusion: Federal Boulevard Bridge Replacement,

December 14.
United States Fish & Wildlife Service (USFWS). 1992. Interim Survey Requirements for
Ute Ladies’-Tresses Orchid (Spiranthes diluvialis), November 23.
USFWS. 2004a. Letter to Jeff Peterson of CDOT, as part of the Agency Coordination for
the Valley Highway EIS, May 6.
USFWS. 2008. Endangered, Threatened, Proposed and Candidate Species Colorado

Counties, February.
APPENDIX A
Looking north along Federal Boulevard

from Barnum Park East. Ornamental
Trees located between the ball field
fence and Federal Boulevard. Barnum
Park East mitigation is described in the
Final I-25 Valley Highway EIS, and the I-
25 Valley Highway EIS ROD (CDOT
2006, CDOT 2007a).
Looking south from Holden Place and

Federal Boulevard. Federal Boulevard is
typically lined on either side with
commercial buildings and urban
landscaping.
Looking northwest from inside Rude

Park near the Howard Place and Federal
Boulevard intersection..
View of Weir Gulch box culvert that

extends underneath Federal Boulevard
and exits east of Federal Boulevard. Rip-
rap is present on both banks of Weir
Gulch. Scattered Siberian elm trees are
present.
View of Weir Gulch box culvert that

extends underneath Federal Boulevard
and exits east of Federal Boulevard. Rip-
rap is present on both banks of Weir
Gulch.
Steep slopes of Weir Gulch. Rip-rap is

used as fill for these slopes.
Rip-rap used as fill on steep slopes in

Weir Gulch. Wire is used to maintain the
rip-rap and vegetation is growing up
through the fill.
October 2009
Appendix D
FHWA Colorado Division Planning/Environmental Linkages
Questionnaire

Appendix D
October 2009

Appendix D
Federal Highway Administration, Colorado Division
Planning/Environmental Linkages Questionnaire
This questionnaire is intended to act as a summary of the Planning process and ease the transition from
the planning study to a NEPA analysis. Often, there is no overlap in personnel between the planning and
NEPA phases of a project, and much (or all) of the history of decisions, etc, is lost. Different planning
processes take projects through analysis at different levels of detail. Without knowing how far, or in how
much detail a planning study went, NEPA project teams often re-do work that has already been done.
Planning teams need to be cautious during the alternative screen process; alternative screening should
focus on purpose and need/corridor vision, fatal flaw analysis and possibly mode selection. This may
help minimize problems during discussions with resource agencies. Alternatives that have fatal flaws or
do not meet the purpose and need/corridor vision cannot be considered viable alternatives, even if they
reduce impacts to a particular resource. This questionnaire is consistent with the 23 CFR 450 (Planning
regulations) and other FHWA policy on Planning and Environmental Linkage process.
Instructions: These questions should be used as a guide throughout the planning process, not just
answered near completion of the process. When a PEL study is started, this questionnaire will be given
to the project team. Some of the basic questions to consider are: “What did you do?”, “What didn’t you
do?” and “Why?”. When the team submits a PEL study to FHWA for review, the completed
questionnaire will be included with the submittal. FHWA will use this questionnaire to assist in
determining if an effective PEL process has been applied before NEPA processes are authorized to begin.
The questionnaire should be included in the planning document as an executive summary, chapter, or
appendix.
1. Background:
a. What is the name of the PEL document and other identifying project information (e.g.
sub-account or STIP numbers)?
Federal Boulevard (5th Avenue to Howard Place) Planning Environmental

Linkage (PEL) Study.
b. Provide a brief chronology of the planning activities (PEL study) including the year(s)
the studies were conducted.
The Federal Boulevard (5th Avenue to Howard Place) Planning Environmental

Linkage (PEL) Study was conducted initiated in September 2008 and concluded
in July 2009.
c. Provide a description of the existing transportation corridor, including project limits,

modes, number of lanes, shoulder, access control and surrounding environment (urban vs.
rural, residential vs. commercial, etc.)
The project area extends along Federal Boulevard from 5th Avenue in the south
to approximately Howard Place in the north (Figure 2). East-west boundaries
include the alley between Federal Boulevard and Grove Street to the west and
portions of the first row of parcels immediately adjacent to Federal Boulevard to
the east, which are not uniformly shaped.
From 5th Avenue to 10th Avenue, the existing roadway cross-section consists of
two northbound lanes, three southbound lanes, and a center-turn lane. The
May 19, 2008

existing pedestrian zone consists of 3-foot (ft) attached sidewalks on both sides
of the street, except for a segment of sidewalk on the eastern side of Federal
Boulevard between Severn Place and 8th Avenue, which is 5-ft wide with 3-ft
buffer between the roadway and the sidewalk.
From 10th Avenue to Howard Place, the existing roadway cross-section consists
of three northbound lanes, three southbound lanes, and a center turn lane. The
pedestrian zone consists of 3-ft attached sidewalks on both sides of the street,
except for a segment of sidewalk on the eastern side of Federal Boulevard
between 10th Avenue and Howard Place. This segment of sidewalk is 5-ft with a
3-ft buffer from 10th Avenue to approximately 12th Avenue where it transitions to a
5-ft attached sidewalk. The northbound and southbound lane widths from 5th
Avenue to Howard Place vary from nine to ten ft and the painted center turn lane
varies from nine and a half ft to twelve ft wide.
Federal Boulevard is predominantly a commercial corridor and a few single-
family residences between 5th Avenue and Howard Place. The primary
commercial uses within the project area include automotive maintenance shops,
automotive sales/service facilities, and retail facilities. Light industrial facilities
with some residential areas are present in the neighborhoods east of the project
area. The neighborhoods to the west are primarily residential.
d. Who was the sponsor of the PEL study? (CDOT, Local Agency, Other)
City and County of Denver (CCD)
e. Who was included on the study team (Name and title of agency representatives,
consultants, etc.)?
Marcee Allen, FHWA

Stephanie Gibson, FHWA
Jim Paulmeno, CDOT Region 6 Environmental
Jane Hann, CDOT Region 6 Environmental
Jonathon Chesser, CDOT Region 6 Environmental
Dianna Litvak, CDOT Region 6 Environmental
Katie Dawson, CDOT Region 6 Design
Nick Cheng, CDOT Region 6 Design
Roger Mutz, CCD Public Works
Jim Geist, CCD Public Works
Crissy Fanganello, CCD Infrastructure Policy and Planning
Karen Good, CCD Infrastructure Policy and Planning
Paul Bountry, CCD Traffic
Michelle Melonakis, CCD Traffic
Kevin Maddoux, Felsburg Holt & Ullevig (FHU)
May 19, 2008

Brian Wiltshire, FHU
Dean Bradley, FHU
f. Are there recent, current or near future planning studies or projects in the vicinity? What
is the relationship of this project to those studies/projects?
Yes, refer to Section 1.7 and 1.8 of the Federal Boulevard (5th Avenue to Howard
Place) Planning Environmental Linkage (PEL) Study for a discussion on the
planning context and other transportation projects in the vicinity of the project.
2. Methodology used:
a. Did you use NEPA-like language? Why or why not?
Yes, we used NEPA-like language to to provide the framework for the long-term
implementation of the Proposed Action as funding is available and to be used as
a resource for future NEPA documentation, such as the preparation of a
Categorical Exclusion (CatEx) or a series of CatExs.
b. What were the actual terms used and how did you define them? (Provide examples or
list)
Proposed Action – Used for the alternative selected for analysis.

No-Action Alternative - Would leave Federal Boulevard as it currently is and
would not provide any improvements beyond the existing transportation
system.
Environmental Consequences – Discusses the impacts on the resource that
would be expected under both the No-Action Alternative and the Proposed
Action
Mitigation – Describes the recommended mitigation measures that have been
identified to address adverse impacts that would be expected with the
Proposed Action
c. How do you see these terms being used in NEPA documents?
These terms will be used in NEPA documents in the same fashion as they were
used in the PEL study.
d. What were the key steps and coordination points in the PEL decision-making process?
Who were the decision-makers and who else participated in those key steps? For
example, for the corridor vision, the decision was made by CDOT and the local agency,
with buy-in from FHWA, the Corps, and USFWS.
A Project Management Team (PMT) with FHWA, CDOT, and CCD

representatives was formed and met monthly over the course of the project (See
Answer to Question #1E).
The USACE, USFWS, and Colorado Department of Public Health and

Environment (CDPHE) Water Quality Control Division (WQCD) were invited to
May 19, 2008

participate in one-on-one agency scoping meetings. (Refer to Section 4.1 of the
Federal Boulevard (5th Avenue to Howard Place) Planning Environmental
Linkage (PEL) Study.
e. How should the PEL information below be presented in NEPA?
This PEL is intended to provide the framework for the long-term implementation
of the Proposed Action as funding is available and to be used as a resource for
future NEPA documentation, such as the preparation of a Categorical Exclusion
(CatEx) or a series of CatExs.
3. Agency coordination:
a. Provide a synopsis of coordination with federal, tribal, state and local environmental,
regulatory and resource agencies. Describe their level of participation and how you
coordinated with them.
Refer to Section 4.1 of the Federal Boulevard (5th Avenue to Howard Place)
Planning Environmental Linkage (PEL) Study.
b. What transportation agencies (e.g. for adjacent jurisdictions) did you coordinate with or
were involved in the PEL study?
c. What steps will need to be taken with each agency during NEPA scoping?
The steps to be taken will depend on the type of future NEPA documentation
prepared for the project, such as the preparation of a Categorical Exclusion
(CatEx) or a series of CatExs.
4. Public coordination:
a. Provide a synopsis of your coordination efforts with the public and stakeholders.
5. Corridor Vision/Purpose and Need:

a. What was the scope of the PEL study and the reason for doing it?
Refer to Sections 1.3 and 1.4 of the Federal Boulevard (5th Avenue to Howard
b. Provide the corridor vision, objectives, or purpose and need statement.
Refer to Sections 1.3 and 1.4 of the Federal Boulevard (5th Avenue to Howard
b. What steps will need to be taken during the NEPA process to make this a project-level
purpose and need statement?
May 19, 2008

Minimal additional effort is expected to make this a project-level purpose and
need statement.
6. Range of alternatives considered, screening criteria and screening process:

a. What types of alternatives were looked at? (Provide a one or two sentence summary and
reference document.)
Refer to Chapter 2 of the Federal Boulevard (5th Avenue to Howard Place)

b. How did you select the screening criteria and screening process?

c. For alternative(s) that were screened out, briefly summarize the reasons for eliminating
the alternative(s). (During the initial screenings, this generally will focus on fatal flaws)

d. Which alternatives should be brought forward into NEPA and why?
The Proposed Action should be brought forward into NEPA. Refer to Chapter 2
of the Federal Boulevard (5th Avenue to Howard Place) Planning Environmental
Linkage (PEL) Study for further explanation.
e. Did the public, stakeholders, and agencies have an opportunity to comment during this
process?
Yes, refer to Section 4.2 of the Federal Boulevard (5th Avenue to Howard Place)
f. Were there unresolved issues with the public, stakeholders and/or agencies?
Displacement of the Family Dollar store at 990 Federal Boulevard was not
resolved. The Family Dollar store was identified by the Sun Valley neighborhood
as providing goods and services to the neighborhood. This retail business
located at 990 Federal Boulevard is corporate-owned. Relocation to another area
would result in the loss goods and services to the pedestrian-dependent patrons
from the Sun Valley and Villa Park neighborhoods. Patrons would have to obtain
the same type of services somewhere else, which may be a further distance
away from the Community Study Area and therefore less convenient.
7. Planning assumptions and analytical methods:

a. What is the forecast year used in the PEL study?
Year 2035.
b. What method was used for forecasting traffic volumes?
May 19, 2008

Refer to the Federal Boulevard (5th Avenue to Howard Place) Planning
Environmental Linkage Study Traffic Report for additional information.
c. Are the planning assumptions and the corridor vision/purpose and need statement
consistent with the long-range transportation plan?

d. What were the future year policy and/or data assumptions used in the transportation
planning process related to land use, economic development, transportation costs and
network expansion?

8. Resources (wetlands, cultural, etc.) reviewed. For each resource or group of resources reviewed,
provide the following:
a. In the PEL study, at what level of detail was the resource reviewed and what was the
method of review?
Refer to Chapter 3 of the Federal Boulevard (5th Avenue to Howard Place) Planning
Environmental Linkage (PEL) Study.
b. Is this resource present in the area and what is the existing environmental condition for
this resource?
c. What are the issues that need to be considered during NEPA, including potential resource
impacts and potential mitigation requirements (if known)?
d. How will the data provided need to be supplemented during NEPA?
Data that is time dependent will need to be updated.
9. List resources that were not reviewed in the PEL study and why? Indicate whether or not they
will need to be reviewed in NEPA and explain why.
10. Were cumulative impacts considered in the PEL study? If yes, provide the information or
reference where it can be found.
May 19, 2008

Refer to Section 3.13 of the Federal Boulevard (5th Avenue to Howard Place) Planning
11. Describe any mitigation strategies discussed at the planning level that should be analyzed during
NEPA.
12. What needs to be done during NEPA to make information from the PEL study available to the
agencies and the public? Are there PEL study products which can be used or provided to
agencies or the public during the NEPA scoping process?
This PEL study was intended to provide the framework for the long-term implementation of
the Proposed Action as funding is available and to be used as a resource for future NEPA
documentation, such as the preparation of a Categorical Exclusion (CatEx) or a series of
CatExs. The technical reports prepared for this PEL are intended for use in support of future
NEPA documentation with minimal re-evaluation of resources and impacts.
13. Are there any other issues a future project team should be aware of?
a. Examples: Utility problems, access or ROW issues, encroachments into ROW,
problematic land owners and/or groups, contact information for stakeholders, special or
unique resources in the area, etc.
None identified.
May 19, 2008

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FEDERAL BOULEVARD (5TH AVENUE TO HOWARD PLACE)

PLANNING ENVIRONMENTAL LINKAGE STUDY

City and County of Denver

Colorado Department of Transportation

Federal Highway Administration

Felsburg Holt & Ullevig

Project Manager: Kevin Maddoux

FHU Reference No. 08-171

APPENDIX A Agency Coordination

FELSBURG HOLT & ULLEVIG

FELSBURG HOLT & ULLEVIG

FELSBURG HOLT & ULLEVIG

LIST OF ACRONYMNS AND ABBREVIATIONS

B BMP best management practice

C CatEx Categorical Exclusion

D dBA A-weighted decibels

F FEMA Federal Emergency Management Agency

H HUD US Department of Housing and Urban Development

L LOS level of service

M MESA Modified Phase I Environmental Site Assessment

N NAAQS National Ambient Air Quality Standards

FELSBURG HOLT & ULLEVIG

NRHP National Register of Historic Places

O OAHP Office of Archaeology and Historic Preservation

P PEL Planning Environmental Linkage

R RCRA Resource Conservation and Recovery Act

T T/E threatened and endangered

V VMT vehicle miles traveled

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Figure 1. Project Area and Vicinity

Federal Boulevard is predominantly a commercial corridor with a few single-family residences

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Figure 2. Project Area

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1.5 Need for the Proposed Action

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Crashes generally occurred at either signalized intersections or mid-block intersections. The

16% Sideswipe (Opposite Direction)

All Other Types*

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Figure 5. Bus Stop and Pullout Locations

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1.5.1.3 Broadside Crashes

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Figure 6. Existing and Projected 2035 Operational and Roadway Deficiencies

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1.5.3.1 Vehicle (Auto)

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1.5.3.4 Public Transit

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1.6 Objectives for the Proposed Action

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 Blueprint Denver (CCD, 2002)

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1.7.7 2035 Statewide Transportation Plan

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Blueprint Denver (CCD, 2002)

Temporary construction impacts

Maintaining access to local businesses and trails during construction