●EASTEAST COLFAXCOLFAX PLANPLAN

● EAST COLFAX CORRIDOR PLAN ● EAST COLFAX CORRIDOR PLAN ●

MAY 2004

EAST COLFAX 1 ACKNOWLEDGEMENTS

◗ACKNOWLEDGEMENTS

City Council City and County of Denver Other Agencies Elbra Wedgeworth, Council President,District 8 John H. Hickenlooper,Mayor Cesar Ochoa,Regional Transportation Rick Garcia,District 1 Peter Park,Director Community Planning & District Jeanne Faatz,District 2 Development Bill Hoople,Regional Transportation District Rosemary E. Rodriguez,District 3 Tyler Gibbs,Deputy Director for Planning Services Kathleen Brooker,Historic Denver Peggy Lehmann,District 4 Katherine K. Cornwell,Senior City Planner Marcia Johnson,District 5 and Project Manager Charlie Brown,District 6 Consultants Jason Longsdorf,Public Works City Planner Kathleen MacKenzie,District 7 Leland Consulting Group, Economic Specialist Analysis Judy Montero,District 9 Theresa Lucero,Senior City Planner Jeanne Robb,District 10 Matt Seubert,Senior City Planner Stakeholders Michael B. Hancock,District 11 Rich Carstens,Urban Design Architect Anna Jones, Co-Chair Carol Boigon,At-Large Eric McClelland,GIS Specialist Dave Walstrom, Co-Chair Doug Linkhart,At-Large Steve Gordon,Development Program Andy Baldyga Manager Josh Brodbeck Planning Board Steve Turner,Urban Design Architect Brad Buchanan William H. (Bill) Hornby,Chairman Jim Ottenstein,Graphic Design Brad Cameron Jan Marie Belle Dan Michael,Graphic Design Margot Crowe Joel Boyd Julie Connor,Graphic Design Shayne Brady Frederick Corn, P.E. Phil Plienis,Senior City Planner Melissa Fehrer-Peiker Monica Guardiola, Esq. Buzz Geller Daniel R. Guimond,AICP Jim Hannifin Mark Johnson, FASLA Michael Henry Barabara Kelley Harriet Hogue Joyce Oberfeld Greg Holle Bruce O’Donnell Wayne Jakino Jim Raughton Bret Johnson Carla Madison Tom Morris Jim Peiker Vicky Portocarrero Gail Stagner Ron Vogel Stacey Williams

2 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

◗TABLE OF CONTENTS

Executive Summary 5

Introduction 9 Project Partners & Plan Process...... 10 Purpose of the Plan ...... 14 Relationship to Other Plans & Studies ...... 17 A Short History of a Long Street ...... 30 Population, Housing and Economic Characteristics ...... 49 Assessment of Existing Conditions ...... 55

Plan Vision 69

Framework Plan 73 Land Use ...... 76 Urban Form and Design ...... 82 Transportation...... 93 Parking ...... 97 Economic Development ...... 100

District Plans 119 Colfax Identity & Geography of the Plan Vision...... 120 Capitol Village District ...... 122 Midtown Colfax District ...... 126 Colfax Promenade District...... 129 Transit Oriented Development Districts ...... 132

EAST COLFAX 3 Implementation Strategy 139 Land Use ...... 140 Urban Form ...... 142 Transportation & Infrastructure...... 146 Economic Development ...... 150 District Specific Implementation Strategies ...... 154

Appendix 157 Guiding Principles...... 158 SWOT ...... 160 Full-Length Vision Statement ...... 169 Glossary of Terms and Tools...... 171

Map Appendix 187

4 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

●EXECUTIVE SUMMARY ●

“The trouble with land is that they’re not making it anymore.” Will Rogers

EAST COLFAX 5 60 acres of infill and redevelopment Forecasts estimate that Denver’s population will grow by 132,000 people, and that the metro-region will could add to East Colfax: grow by 800,000 people, over the next twenty years. In response to the anticipated growth, Blueprint ◗ 2,500,000 to 10,000,000 SF of mixed use Denver, the city’s award winning plan to integrate land use and transportation, identified Areas of Change development where the city should direct growth in order to connect people to jobs, housing and the transportation system. Blueprint Denver defines an Area of Change as a place where growth and change are either ◗ 2,000 to 8,000 new residential units desirable or underway. The plan identified East Colfax as a priority Area of Change for several reasons ◗ 3,000 to 12,500 new residents related to latent land development potential, access to and demand for enhanced transportation, ◗ $2,100,000 to $8,500,000 in annual proximity to downtown, opportunity to accommodate more housing (including affordable and low- residential property taxes income units) and ability to stimulate economic development, as well as reinvestment in significant historic resources.

Existing zoning along the East Colfax corridor results in a development pattern inconsistent with its future growth and investment potential. Existing zoning throughout Denver has the capacity to accommodate 247,000 new jobs, more than twice the forecasted job growth. At the same time, existing zoning has the capacity for 69,800 new households citywide, just enough to keep pace with forecasted growth of 60,700 households, according to Blueprint Denver (pgs. 9-14). Without greater potential through regulatory incentives for housing, demand will exceed the community’s ability to produce affordable units. The majority of the commercial parcels along Colfax are zoned B-4, one of the city’s broadest business zone districts. Under the existing zoning, it is difficult, if not impossible, to achieve a compact, mixed-use development pattern that includes residential units along the corridor. The permitted building intensity of the B-4 district is nearly unattainable when coupled with parking requirements and the limited size of the commercial parcels. The path of least resistance under this zone district is low density commercial such as auto-oriented franchises. Such development does not maximize the land’s potential to repopulate the parcels adjacent to this significant transit corridor, and consequently will not support the community’s vision for growth identified in Blueprint Denver. There are few residential units in developments on the parcels contiguous to the corridor relative to the density in the Census block groups adjacent to East Colfax (from Broadway to Colorado Blvd). In this area, density ranges from 60 to 80 people per acre and between 40 and 55 dwelling units per acre. The low-density scale of the corridor is out of proportion with its urban context. The Census block groups adjacent to this section of Colfax represent a fraction of a percent of Denver’s land area (0.25%), yet 3% of Denver’s population resides here.

East Colfax is one of the highest performing transportation corridors in the city,carrying in excess of

6 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

35,000 vehicles per day and 20,000 transit riders per day. Despite the high transit function, land uses are geared toward low density,auto-oriented commercial development. The transportation and land use systems along East Colfax do not balance each other. Estimates from 2001, suggest that approximately 62% of the trips in Denver either originated or ended outside of the city limits, according to DRCOG. As the city’s major cross-town arterial that connects Denver, Aurora and Lakewood, planning for transportation on Colfax must consider innovative ways to move more people over time through this corridor. Expanding the number of lanes is not a feasible solution. Increasing the supply of housing along the corridor is transit-oriented development that brings residents into proximity of transit service. It is not enough to bring more people to the corridor. Transit must be development oriented and capable of tapping and supporting increased riders. The street carries a significantly high level of traffic throughout the day not just in peak traffic demand hours. In the Census block groups adjacent to the corridor over 40% of commuters use alternative modes of transportation. Consistent traffic andEast more Colfax at Steele - Chamberlain Heights non-peak traffic in a corridor with a strong alternative mode split are favorable indicators for enhanced transit technology.

Potential exists for transit supportive infill and redevelopment of vacant or underutilized parcels along the corridor on approximately 60 acres of land. Model development at an achieved floor area ratio (development intensity) of between 2:1 and 4:1 could generate an additional 1,000,000 SF to 2,500,000

SF of retail and 2,500,000 to 10,000,000 SF of residential and/or office space. Model development patterns include Chamberlin Heights at Colfax and Steele (a 56-unit residential project mixed with 6,000-SF of first floor commercial uses and 79 structured parking spaces) or Baker Commons on Broadway at Broadway3rd Avenue. at 3rd Ave - Baker Commons Two and a half million to ten million SF of residential space could generate between 2,000 andChamberlain 8,500 new Heights & Baker Commons are units and house upwards of 3,000 to 12,500 residents (based on an estimated household size modelsof 1.5). of mixed-use development projects that bring new residents and businesses to Mixed-use development could bring between 2,000 to 8,000 new market rate units to the corridortransportation and corridors. could generate approximately $2,100,000 to $8, 500,000 annually in property taxes (assuming an average value of $200,000 per for-sale residential unit). Facilitating high quality development on the corridor with predictable regulatory tools will stoke Denver’s economic engine, as well as provide more opportunity to house people and connect them to the transit system. Today,the average sale price of houses within a 1/2 block of the corridor are roughly 70% of the average sale price in the stable, historic neighborhoods outside of a 1/2 block north and south of the corridor. Reinforcing existing housing stock with new units in mixed-use developments, especially on parcels where there is an inverse relationship between improvement value and land value, could upgrade the area and introduce more housing to the corridor.

EAST COLFAX 7 Historic preservation may also spur investment and economic development in the corridor. A strong commitment to preservation means creating and tapping economic and regulatory incentives to maintain, restore and adaptively reuse architectural resources that add value and character to a place. Preservation need not be at odds with development. Flexible standards that focus on preservation of structures without prohibiting development in the surrounding area actually reinforces a vibrant, eclectic and diverse environment appropriate to the health of the urban corridor context. In ecological terms an “ecotone” describes the zone within which two vastly different ecosystems merge, such as a shoreline. These areas contain the richest mix of biologically diverse species and habitat due to adaptation over time to the fluctuating conditions in the ecotone. Applying the same principle to Colfax, preservation and development define the dynamics of an “urban ecotone”that blends the best of traditional development with an invigorating mix of new forms. Adaptive reuse of historic resources adds value and character to the corridor that canOver three thousand five hundred hours of community involvement produced the vision for growth, spur economic development. change and preservation outlined in this plan. Residents, business owners, political leaders, preservationists, architects and developers contributed to the planning process. This plan refines the vision for East Colfax developed by the community in Blueprint Denver and lays the foundation for key implementation actions that will achieve this vision.

The top priorities of the plan are:

◗ Create a new zone district appropriate for East Colfax and similar corridors. ◗ Establish a Colfax historic district that provides preservation incentives without restricting development on non-historic sites. ◗ Undertake a phase two transportation study that identifies street design standards and transit alternatives. ◗ Develop key catalyst sites along the corridor. Implementation of this plan ensures a more functional present and a sustainable future for Denver's main street.

8 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

●INTRODUCTION ●

“You got to be careful if you don’t know where you’re going, because you might not get there.” Yogi Berra

EAST COLFAX 9 ◗PROJECT PARTNERS AND PLAN PROCESS

Project Partners volunteered over 3,500 hours to craft and refine a vision and strategy for revitalization of Colfax. The East Colfax study area boundaries cross two Council Districts and intersect fifteen neighborhood historic districts and business association boundaries including Uptown, Uptown on the Community Meeting Hill, Colfax on the Hill, Colfax Business Improvement District, Capitol Hill, Pennsylvania Street Historic District, Swallow Hill Historic District, City Park West,Wyman Historic District, City Park Esplanade/East High School Historic District, South City Park, Congress Park, Cheesman Park, Snell Subdivision (Colfax A and B) Historic District, and Park Avenue Historic District. With so many interests needing representation during the planning process, the Planning office assembled a stakeholder committee comprised of representatives elected from each neighborhood association and business district. Both Council Districts and each At-Large Council member elected one representative to the committee. The Councilmembers for District 8 and District 10 actively participated on the committee. Many area organizations, including the Unsinkables, the City Park Alliance,the Northeast Denver Housing Coalition and the Temple Events Center, found representation by the various members of the committee. The representatives made reports to their constituents, and kept the city apprised of business and resident concerns throughout the process and ensured that the process kept moving forward despite the sensitive nature of the work. While not official members of the Stakeholder group, numerous residents, business operators, developers and property owners devoted time and energy to the process, and volunteered opinions, ideas, concerns and solutions that made this a better and stronger plan. Together the stakeholders represented a wide variety of perspectives and a broad range of the community participated in the planning process, providing critical comment and direction.

Several City departments collaborated on the Plan including Community Planning and Development, Public Works, the Mayor’s Office of Economic Development and International Trade and the Denver Urban Renewal Authority. There was also participation from the Regional Transportation District (RTD) and the Colorado Department of Transportation (CDOT). The strong interest and participation by city and other agencies bodes well for implementing the Plan expeditiously. The involvement of property owners,

10 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

neighborhood residents, businesses and developers assures both realism and a bold vision of what the area can become.

Stakeholders, City staff and the general public participated in the planning process in a variety of ways: ◗ Regular stakeholder committee meetingsThe stakeholder committee initially met monthly,but met more regularly (averaging one meeting every two weeks) toward the end of the process. These meetings were open to the public and public participation was encouraged at each meeting. All of the stakeholders, neighborhood associations and the Plan’s mailing list (which included all persons who signed in and provided contact information at the meetings) received notice of the meetings held primarily in the Webb Municipal Building. ◗ Community meeting Land Use Scenario WorkshopsA series of three land use scenario workshops were conducted to determine the desirable future land use pattern of the corridor. Participants in the workshops identified important activity centers and variations in character between different segments of the corridor. These results were incorporated into the Plan maps and recommendations. ◗ Developers ForumIn March of 2003, the committee invited local developers to provide feedback regarding the feasibility of the future land use concepts and to identify challenges to the realization of the vision. The developers addressed concerns such as the financial feasibility of development, building height, mixture of uses, floor area ratio and transit. This information was incorporated into the Plan goals, objectives and recommendations. ◗ Colfax Coalition Enhanced TransitThe Forum City brought streetcar and bus rapid transit experts from Boston, Los Angeles, Portland and Vancouver to Denver to address the opportunities and challenges of enhanced transit technologies. “A community is like a ship; everyone ought to be prepared to take the helm.” ◗ Henrik Ibsen Public OutreachIn addition, City staff held one on one meetings with stakeholders and community leaders and topical meetings regarding streetcars and economic development. Staff attended business association and neighborhood meetings to discuss the plan, as well as facilitated four public meetings at the end of the process to provide adequate community review and feedback regarding the plan and its recommendations prior to review by Planning Board and City Council.

In addition to the public participation process, the Plan was also shaped through: ◗ Briefings held with City Council members ◗ Community Planning and Development staff review and discussions

EAST COLFAX 11 As a part of the City Council’s adoption of the Plan as a supplement to Plan 2000, the Plan document was further refined through: ◗ Denver’s Interagency Plan Review Committee standards of completeness, presentation and consistency with Plan 2000 and Blueprint Denver ◗ Denver Planning Board informational session and public hearing. ◗ City Council Committee and final action.

The interaction between multiple city agencies, other public agencies and the general public has been extensive. Many of the Plan implementation strategies and priorities will require ongoing public involvement and partnerships between property owners, businesses, neighborhoods, city agencies and other public agencies and private individuals and organizations.

12 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

Location Map

I-70

I-25 38TH AVE Central Business District BRIGHTON BLVD

PARK AVE East Colfax Study Area

W COLFAX AVE E COLFAX AVE

MONACO

COLORADO BLVD YORK ST Denotes Lightrail Sation

BROAD Lightrail Line ST

WAY South Platte River

ALAMEDA AVE LEETSDALE DR MEDA ALA

FEDERAL BLV U

NIVERSITY BLVD

Cherry Creek

D

EVANS AVE

EAST COLFAX 13 ◗PURPOSE OF THE PLAN

Blueprint Colfax: East Corridor Plan (hereinafter referred to as the Plan) is the result of direction from two citywide plans, Comprehensive Plan 2000 (Plan 2000) which creates a vision for Denver’s future and Blueprint Denver:An Integrated Land Use and Transportation Plan (Blueprint Denver) which creates a Balancing land uses on East Colfax with the more specific vision to strategically manage growth. transportation system and surrounding neighborhoods is the primary purpose of theAdopted in March of 2002, Blueprint Denver creates a new direction for long range planning. Blueprint plan. Denver broadly organizes the City into Areas of Change (AOC) and Areas of Stability (AOS). Within this framework its strategies channel growth to AOC where there is a strong connection between land use and transportation. This direction funnels investment and growth to places where existing infrastructure is underutilized, where increased density and intensity may be appropriate, and where growth and transit may have a mutually supportive effect. Focusing growth to Areas of Change steers it away from areas where growth may have a negative impact on existing character and stable development (see Blueprint Denver Areas of Change map on page 19).

Several geographic terms in this plan describe East Colfax and its environs. ◗ The East Colfax “study area” describes all of the parcels between Grant Street and Colorado Boulevard from 14th Avenue to 16th Avenue. ◗ The East Colfax “Areas of Change” include all or part of two Areas of Change (see Blueprint Denver Areas of Change Map):

❚ Downtown ❚ East Colfax (West of Colorado) ◗ In this plan the East Colfax “corridor” is used interchangeably to mean commercial parcels adjacent to the corridor, as well as the more fluid area of influence beyond these parcels between 14th and 16th Avenues. ◗ Other terms refer to a variety of geographic boundaries such as trade area, districts, node, station

14 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

areas, activity center. Definitions for these concepts should be clear in the narrative text Theor East Colfax Plan is a guide for future accompanying graphics.The glossary in the appendix also defines these terms. development

There are several reasons why the Blueprint Colfax: East Corridor Plan should be developed at this time. (1) Colfax is the premier cross-town arterial that joins three metropolitan jurisdictions (Denver, Lakewood and Aurora) and connects downtown to many regional destinations. (2) Designated as an “Enhanced Transportation Corridor” under Blueprint Denver and “Bus Redeployment Corridor” under the Regional Transportation District (RTD) plan for the build out of the transportation system, Colfax requires land use and zoning strategies to support the application of a more efficient and effective transit technology. (3) Colfax is the model for land use and transportation strategies to apply on “Enhanced Transportation Corridors” citywide. (4) Colfax contains many underutilized and vacant parcels that could benefit from redevelopment as mixed use projects that capture a greater percent of the trade area’s market share and contribute more to the city’s economy,provide more housing options for residents (including affordable and low-income housing), activate the street environment and capitalize on the convenient access to transit. The future development climate of the corridor should attract investment and uses that support transit users and residents, and reinforce neighborhood character. (5) The corridor needs elevated standards for design that respect historic character, reflect diversity and eclecticism, and improve the area’s overall image. (6) Several private redevelopment investments are in process or completed including Chamberlin Heights (a 56-unit residential project mixed with 6000-SF of first floor commercial uses and 79 structured parking spaces), City Park South (a planned 700-unit residential project with 1050 structured parking spaces on the site of the former Mercy Hospital), and potential reinvestmentCity in thePark South is the planned redevelopment area surrounding East High School including the Lowenstein Theater. of the former Mercy Hospital site.

The Blueprint Colfax: East Corridor Plan establishes long-range goals and objectives for the redevelopment of East Colfax with defined activity centers at major entertainment venues and future village center locations at the intersection of major transportation routes. The Plan emphasizes design and development standards to create a stronger pedestrian environment and a street that balances the needs of multiple transportation modes. It identifies unique districts along the corridor that provide the foundation for place making and a marketable brand image. It provides a framework and implementation strategies that will direct future growth and redevelopment in a rational manner. The Plan is primarily a vision for land use, transportation, economic development, historic preservation and urban design. The Plan provides a community and city–approved guide to the acceptable future redevelopment in the corridor. It is intended for use by Community Planning and Development, the Department of Public Lowenstein Theater is a potential redevelopment site across from the City Park Esplanade.

EAST COLFAX 15 Works, other city agencies, the Denver Planning Board, the Mayor, the City Council, other public agencies such as the Colorado Department of Transportation, the Regional Transportation District, the Denver Regional Council of Governments, and quasi-public agencies, neighborhood associations, business people, property owners, residents, and private organizations concerned with planning, development and neighborhood improvement.

The Plan is intended to promote patterns of land use, urban form, circulation and services that contribute to the economic, social and physical health, safety and welfare of the people who live and work in the area. Corridor plans address issues and opportunities at a scale that is more refined and more responsive to specific needs than the City’s Comprehensive Plan 2000 (Plan 2000) and Blueprint Denver. This East Colfax Corridor Plan provides more specific guidance for the allocation of city resources, as well as for the location and design of private development. This Plan serves as a supplement to Plan 2000.

Since this is a plan for Areas of Change and Stability,as designated in Blueprint Denver (and as shown in the Blueprint Denver Plan Map excerpt on page 72), it provides adequate direction for potential developers. It also provides detailed information on existing physical conditions, population and housing characteristics and a market analysis of the demand for new development. The availability of this information may foster interest in the area and may expedite redevelopment. Additionally,the Plan provides guidance to encourage neighborhood stability,preservation and adaptive reuse of historic structures and compatibility between new and existing architecture and uses.

The Plan is not an official zone map, nor does it create or deny any rights. Zone changes that may be proposed as part of any development must be initiated under a separate procedure established under the Revised Municipal Code.

16 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

◗RELATIONSHIP TO OTHER PLANS AND STUDIES

This chapter reviews the applicable content of citywide and small area plans that have been adopted by City Council, as well as other studies (not adopted by City Council) which contain information pertinent to the future planning and development of East Colfax.This section highlights relevant policies in those documents for consistency with this plan.Where inconsistencies exist, proceeding chapters describe the inconsistency and recommend new policy directions.

Plans adopted by City Council Comprehensive Plan 2000 Many elements of Plan 2000 apply to the planning process for East Colfax, but certain chapters have a more significant impact. As a unique transit corridor, Colfax has the potential to meet and exceedPlan 2000the city’s goals and objectives for improved land use, mobility,legacies, housing, economic activity and neighborhoods.

Land Use A number of the objectives under this chapter apply to the corridor plan for East Colfax including: Objective 3 (and related strategies), pgs. 59-60 — Preserve and enhance the individuality,diversity and livability of Denver’s neighborhoods and expand the vitality of Denver’s business centers and Objective 4 (and related strategies), pg. 60 — Ensure that Denver’s citywide land use and transportation plan and regulatory system support the development of a clean, efficient and innovative transportation system that meets Denver’s future economic and mobility needs.

Mobility As one of the most significant transportation corridors in the region, all of the mobility objectives apply to the planning process for East Colfax, except for Objective 10 related to air travel strategies. The mobility

EAST COLFAX 17 objectives stress diverse mobility options, regional transportation, accommodation of new development, changing travel behavior, public transit, roadways, neighborhood transportation, walking and bicycling and parking management, pgs.75-81.

Denver’s Legacies Legacies objectives that apply to Colfax planning include preservation of histoic resources and neighborhoods, design excellence, new development with traditional character, compact urban development and strong connections (and where appropriate “green” connections between activity centers, pgs. 98-101.

Housing Planning for the unique Colfax setting supports a number of Denver’s housing objectives including expansion of existing housing options, preferred housing development (mixed-use and mixed-income along transit lines) and preservation of existing housing stock, pgs. 113-118.

Economic Activity Plan 2000 identifies Colfax as a top priority for commercial corridor revitalization. Under Objective 4-B the plan states that Colfax should be strengthened to “enhance existing business centers and establish new business centers in a manner that offers a variety of high quality uses that support Denver’s business Blueprint Denver environment, complements neighboring residential areas, generates public revenue and creates jobs.”

Neighborhoods Neighborhood health and vitality is a critical element of Plan 2000. Plan 2000 includes objectives to strengthen the unique identity of Denver’s neighborhoods, encourage public participation and collaboration in the planning process, promote clean and safe neighborhoods, reinforce the role of schools as neighborhood activity centers, and manage and maintain community facilities, pgs. 149-156.

Blueprint Denver (2002) The city’s comprehensive land use and transportation plan organizes Denver around Areas of Change and Areas of Stability. Directing growth to appropriate locations and preserving the existing character and land uses in other locations is the foundation of this organization. Areas of Change include places where land use development may be closely linked to the transportation system (light rail station areas, major

18 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

Blueprint Denver Areas of Change

North Stapleton Gateway Industrial Brighton Jefferson Park/ Boulevard Highlands

Northeast Downtown W. 38th Ave.

Downtown

West Colfax/ East Colfax West Transit (West of Colorado) Oriented Development East Colfax Central (East of Colorado) Industrial Lowry Alameda Town Center

Morrison Road

South Federal Hampden

South Gates Broadway Transit Oriented Development Southeast Cherry Transit Oriented Creek Developments

EAST COLFAX 19 corridors like East Colfax), neighborhoods in and around downtown, and new development areas (Lowry, Stapleton and Gateway). Blueprint Denver creates the overarching vision for the city to encourage a growth pattern where land use and transportation have a mutually supportive effect.

Areas of Change The Blueprint Denver map designated three Areas of Change within two parts of the East Colfax study area. The Areas of Change include:

◗ The commercial part of the East Colfax corridor (predominantly the B-4 zoned parcels) plus the Mercy Hospital site (East Colfax – West of Colorado Area of Change), ◗ Uptown as far east as Park Avenue (which includes portions of the Downtown and Northeast Downtown Areas of Change)

Pedestrian Shopping CorridorThe land use designation for the commercial part of the corridor is Pedestrian Shopping Corridor, which is defined by small-scale, street-fronting commercial uses with some residential. Average FAR is 1:1, although this is higher near downtown (pp. 64-5). Blueprint Denver further describes this Pedestrian Shopping Corridor, as a redevelopment area with “high-density residential, an entertainment area with additional parking and restaurants in the vicinity of the Ogden and Fillmore theaters, and mixed-use development throughout” (p. 139).

Blueprint Denver identified East Colfax as anMixed UseBlueprint Denver designates the R-4-X zoned part of Uptown as Mixed Use. Mixed use areas Area of Change appropriate for pedestrianare defined by a higher level of intensity than in other residential areas, and the mix may be defined as shopping corridor development. vertical with individual buildings containing multiple uses or horizontal where different use types coexist next to each other or within a definable area/district.

Urban ResidentialUnder Blueprint Denver the vacant Mercy Hospital site and a portion of the Northeast Downtown Area of Change in the study area were designated Urban Residential. Attributes of urban residential areas include proximity to downtown, transit corridors or regional centers with FAR ranging from .75 to over 4 depending on the neighborhood context. Housing densities range between 20 to over 100 dwelling units per acre in a range of housing types including historic single-family houses, townhouses, small multi-family apartments and sometimes high-rise residential structures. The use mix is geared primarily to residential with some accessory commercial. These districts generally comprise 200- 400 acres. These areas have good transit access and significant levels of bicycling and pedestrian activity along with automobiles.

20 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

Areas of Stability The remainder of the surrounding neighborhoods were designated ‘Areas of Stability,’with the land use type ‘urban residential’ or ‘single-family residential.’ In general,‘urban residential’ areas are zoned R-3, R-4, R-4/OD-1 or R-4/OD-9. The eastern end of the City Park South neighborhood, which is mostly zoned R-2, was designated ‘single family residential.’ As part of the implementation of Blueprint Denver, some issues were raised regarding the compatibility of infill and redevelopment projects with existing development in areas zoned R-3 and R-4. At the time this plan was drafted, a study was underway to identify designSIDEWALK and SIDEWALK TREELAWN TREELAWN development standards to improve the compatibility of new construction projects in established areasPARKING PARKING zoned for higher intensity residential use. Many of the neighborhoods adjacent to the East Colfax TRAVEL TRAVEL corridor include areas zoned R-3 and R-4. These areas contain a significant stock of historic resources (structures built prior to 1940) that contribute to the architectural legacy and neighborhood sense of place. The Area of Stability designation connotes a desire to retain or reinforce the existing characterMain Street through preservation, infrastructure investment and context sensitive design of additions or new construction on infill sites. Restoration and rehabilitation of existing structures, where feasible, or infill on vacant or underutilized sites is preferable to demolition and new construction.

TREE WELLS IN PARKING LANE Multi-Modal Streets CURB EXTENSIONS Multi-Modal Streets characterize the transportation elements of Blueprint Denver. A series of street types define the different design elements and amenities that should be included on streets adjacent toSIDEWALK different SIDEWALK TREELAWN TREELAWN kinds of land uses. These elements and amenities complement and soften the impact of a street’s PARKING PARKING TRAVEL TRAVEL Mixed-use StreetTRAVEL TRAVEL functional classification (characteristics such as traffic volume and speed). Additionally,Blueprint Denver elevates the important role of alternative modes — pedestrian, bicycle and transit access — withinBlueprint the Denver identified a mixed-use, main street typology with ample pedestrian space transportation system. Under Blueprint Denver, East Colfax is a designated Enhanced Transit Corridoras appropriate and for East Colfax. Main Street Arterial. Both designations call for an improved orientation of the street to the pedestrian and transit user.

Guiding Principles Blueprint Denver includes a set of Guiding Principles for Areas of Stability and Areas of Change that act as barometers for determining whether certain actions achieve the overall Blueprint Denver vision. Each principle contains qualifying criteria, pgs. 141-142.

EAST COLFAX 21 B-4 Corridor map

TENNYSON I-70

I-25 38TH AVE

BRIGHTON BLVDDOWNING SPEER

ST PARK AVE East Colfax Study Area

W COLFAX AVE WELTON ST E COLFAX AVE

MONACO

COLORADO BLVD YORK ST B-4 Zoning

SANTA DR FE

BROAD

ST

1ST AVE

WAY South Platte River

ALAMEDA AVE LEETSDALE DR ALAMEDA

FEDERAL BLVD U

D NIVERSIT R

ORRISON M Cherry Creek

Y BLVD

EVANS AVE

SANTA FE DR

22 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

Blueprint Denver Enhanced Transportation Corridors

U S 36/North Metro North Metro Corridor HOV & BRT to Thornton U S 36 Corridor to Boulder & Gold line Corridor to Arvada East Corridor

I-270 ena Blvd.

P to DIA

I-25 56th Ave. GATEWAY ashington St.

52nd Ave. W

I-70 STAPLETON

40th Ave. W. 38th Ave. Blvd. Smith Rd.

I-70 Brighton

Blake/Walnut ork Y 23rd Ave. West Corridor olorado Blvd.

to Lakewood Colfax C I-225 Corridor through Aurora LEGENDLEGEND

Speer6th Ave

I-225 Areas for Capacity Quebec LOWRY

Alameda Alameda Monaco Pkwy. Improvement* L I-25 C eetsd herry ale Knox Ct. Knox

Creek

eral Roadway Corridors for River e University

Fed Capacity Improvement*

Sheridan Platt

Evans Evans South Broadway Enhanced Transit Corridors Havana

Fe Yale Regional Rapid Transit (Light Rail, Commuter Rail, High- Santa US 285 Hampden Occupancy Vehicle (HOV) Lanes, Bus Rapid Transit (BRT)) RTD Rail Route Under Study Southwest Corridor Quincy to Littleton I-225 Bike Missing Link *Improvements shown are recommendations from previously adopted City plans Southeast I-25 Corridor to Douglas County

EAST COLFAX 23 The East Colfax study area includes both AreasGuiding Principles — Areas of Stability: of Change and Areas of Stability. ◗ Respect valued development patterns ◗ Respect valued attributes of the area ◗ Respect adjoining property ◗ Expand transportation choice ◗ Minimize traffic impacts on neighborhoods ◗ Respect environmental quality

Guiding Principles — Areas of Change: ◗ Contribute to the urban design vision ◗ Respect valued attributes of the area ◗ Contribute to the economic vision ◗ Expand transportation choice Abandoned building in Area of Change ◗ Improve environmental quality

Uptown Neighborhood Plan (and East Colfax Charette) (1986) Zoning (p. 26) Recommends retention of the current business zone boundaries. Calls for consideration of the establishment of a B-4 overlay district which will eliminate provisions incompatible with the character of the neighborhood, and which will help achieve plan goals. Encourages design review. Historic houses in Area of Stability Park Avenue and York Street ‘village centers’ (pp. 75-76) Recommends that land uses be neighborhood-serving, destination oriented and offering regional specialty uses. Places importance on building location and orientation so that new structures reinforce the existing pattern of locating buildings along the right-of-way. Recommends that retail uses should face only onto Colfax, and should not extend around the corner onto the side streets. This plan encourages shared parking. Buffers and links to residential areas are recommended to screen uses and parking from adjacent residential areas with landscaping, berms, and fencing and protect residential uses from incompatible lighting and odors. Auto-oriented commercial uses are recommended to serve as linkages between the village centers. Appropriate land uses in these stretches include automobile-oriented, drive-through, and larger scale retail, such as grocery stores, automobile service stations and repair shops, home improvement centers, large liquor stores (p. 32)

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Capitol Hill/Cheesman Park Neighborhood Plan (1993) Zoning Limit non-neighborhood related office and commercial development to Colfax Avenue (p. 27). Prohibit new convenience stores, drive-throughs, and drive-ins except where designated for automobile-oriented uses in the Uptown Plan (p. 41).

Density FAR should not exceed that of adjacent residential zone districts (which is 3:1 on the south side of Colfax), with the retail component not exceeding 1:1 FAR (p. 111).

Village Centers Create village centers at Park Avenue and Esplanade (pp. 156-164)

Land use Locate major retail and office uses on the corners of the Esplanade (p. 163).

Building location Locate buildings facing Colfax adjacent to the sidewalk (pgs. 157, 160)

Building height Height should be limited only by mountain view preservation ordinances. The only limit is approximately 80' for the area north of Colfax and west of Franklin Street at the Park Avenue village center. This is the City Park View Plane, which extends to properties south of Colfax and west of Lafayette Street as well. New buildings at Esplanade should be at least two stories (pgs. 158, 163).

Parking Place parking behind commercial structures and create landscaped buffers adjacent to residential structures.

EAST COLFAX 25 Congress Park Neighborhood Plan (1995) Zoning Oppose new commercial and institutional zoning except by Planned Unit Development (PUD) (p. 43). Preserve current zoning and development scale and require business development to remain within these boundaries (p. 63). Create and reinforce buffers along the neighborhood borders and between residential and commercial area. (pg 35);We must address the issue of commercial/residential buffers.We fully endorse the concept of converting every other side street in to a cul-de-sac to the residential side. (pg 36).

Parking Encourage shared parking with retail establishments (p. 61). Off-street parking continues to be a major problem due to …inadequate off-street parking…at the Colfax businesses. (pg 47) Discourage non- resident parking on locale streets (pg 48) Colfax Avenue – Install street lamps, streetscape public right-of- way. Design and implement cul-de-sac parking... Explore the concept of a designated area parking lot to cut down side street parking and congestion. (pg 52).

Economic Development Pages 59 through 63 contain a list of Action recommendation for economic development along Colfax.

Colfax Corridor Historical & Transportation Services Joint Study (1997) This study was a collaborative effort by Denver, Lakewood and Aurora to make corridor wide recommendations to improve the function and appearance of the corridor; identify significant characteristics of the corridor and allow preservation; enhancement and interpretation of contributing resources; make recommendations to strengthen the segments to make a stronger whole; guide future development and improvement projects; and integrate various Neighborhood and Subdistrict Plans.

Parks and Recreation Game Plan (2002) The Game Plan provides policy direction for the future growth and integration of Denver’s parks and recreation system in the community. Three key subject areas apply to the East Colfax study area – facility planning, green streets and breathing spaces. The Game Plan identifies significant deficiencies in recreational facilities (particularly playing fields and recreation centers) along East Colfax.The plan recommends that major capital expansions for recreation centers focus on high demand neighborhoods that are underserved.The "green streets" concept refers to the creation of a significant landscaped street

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Recreation Facility Need

Commerce City R ecreation Center DIA

Johnson Swansea CHAF FE EPARK Rec.Center Rec.Center MONTB E L L O REGIS Stapleton Montbello GAT E WAY GR EENVALLEY RANCH Rec.Center Rec.Center Aztlan GLOB E VIL LE Berkeley Rec.Center STAPLETON Recreation Qu ig g Ne wt on ELYRIASWANSEA Center Senior Center BERKELEY Globeville NOR THE AS T P AR KHIL L Steel Branch B &G SUNNYSIDE Rec.Center Ma rtin L uther K ing J r St Charles CL AYTON Rec.Center Recreation Center East Denver WE S T HIGHL AND HIGHL A ND COLE FIVE POINTS YMCA Ashland Hiawatha Dav is J r Rec.Center Glenarm Rec. Center Rec.Center Highland Twentieth St SKYLAND NORTHPARK HILL UNION Rec.Center Senior Center JEFFERSON STATION WHIT TIE R SLOANLAKE PARK Park Avenue Rec.Office NOR TH CITY P AR K Johnson CB D SOUTHPARK HILL Central CAP ITOL CITY P AR K Branch EAST B&G LINCOLN YMCA HIL L WEST Boettcher Branch B&G WE S T COL F AX PARK COLF AX Rude CIVIC CHE E S MAN Recreation Center CE NT E RCAP ITOL PARK La Alma HILL CONGR E S S HA L E MONTC L AIR Montcla ir VILLA P ARK SUN Recreation Center PARK Rec.Center VALLEY Cope Branch B &G COUNT R Y CLUB Lowry Youth BARNUM Barnum La Familia CHE R R Y Gy mnasium C enter Recreation Center SPEER WEST Recreation Center CR EEK HIL L T OP LOWRY FIELD BARNUM VALVE RDE

BAKE R WAS HINGTON Jewish PARK Community Center Aurora YMCA WE S T WOOD BELCARO WASHINGTON ATHMAR PAR K WAS HINGTON Was hington P ark VIRGINIAVALE WINDS OR PARK WEST Rec.Center Link Recreation Center Ow e n B r a n ch B &G Village Green R ecreation Center

PlattPark RUBY HILL Senior Center VIRGINIAVILLAGE LEGEND MAR L E E Athmar COR YME RRILL Rec.Center Cook PLATTE Rec.Center No existing Recreation Centers PARK INDIAN CR E E K Harvey Park OV E R L AND UNI V E R S IT Y Rec.Center COLL E GE VIEW UNI V E R S IT Y Center falls below 75% of national average HA R V E Y P A R K PARK GOLDS MIT H Harvard Gulch College V iew for building square footage, lacks 1-3 core Rec.Center SchlessmanYMCA Rec. Center amenities UNI V E R S IT Y HIL LS BEAR VALLEY SOUTH Center exceeds 75% of national average WE L L S HIR E HA MP DE N HA R V E Y P A R K S OUT H PLATTE Eisenhower KENNEDY for building square footage, lacks 1-2 core Rec.Center amenities SOUTHMOOR Southwest YMCA PARK Recreation Center Service Areas EnglewoodRecreationCenter HA MP DE NSOUTH FORT LOGAN scaled by center size and population density

Southwest Denver Recreation Centers Rec.Center MAR S TON Adjacent Municipalities' Recreation Centers Other nonprofit centers (YMCAs, Boys and Girls Clubs, Jewish Community Centers)

EAST COLFAX 27 network that connects the city’s system of parks, parkways and neighborhoods. Within in the study area, 16th Avenue Promenade, Pearl Street, Franklin Street, Elizabeth Street, Steele Street and Colorado Boulevard are designated as green streets. The "breathing spaces" concept refers to the integration of functional open spaces that support gathering, recreation and relaxation within an urban context. Key features of breathing spaces include: community gardens, public art, neighborhood history or cultural heritage interpretive elements, seating, landscaping, drinking fountains, plazas, etc.

Bicycle Master Plan (2001) The Bicycle Master Plan provides information and policy direction to facilitate the use of bicycles for transportation, as well as recreation. While no policies directly target the study area, there is much helpful information that can be used to improve the climate for bicycle access to East Colfax.

Pedestrian Master Plan Draft (adoption pending at the time this plan was Within the East Colax study area, 16th drafted) Avenue Promenade, Pearl Street, Franklin The Pedestrian Master Plan identifies and creates a citywide pedestrian route network, determines Street, Elizabeth Street, Steele Street and policies for the city to follow as it develops and redevelops, and identifies and prioritizes improvements to Colorado Boulevard are designated as “green streets” in the Parks and Recreation the city’s sidewalk infrastructure and associated pedestrian safety needs and amenities. Building off of key Game Plan. pedestrian activity generators (schools, transit access, neighborhood destinations, commercial districts, parks and libraries) the plan distinguishes Pedestrian Focus Areas.Analysis of direct connections between the pedestrian focus areas identified over one hundred improvement projects.The plan establishes policies to promote and enhance safety,accessibility,education, connectivity,streetscape, land use and public health.

Other Plans, Studies, Proposals (not adopted by Planning Board and City Council)

◗ Colfax Heritage Corridor Study:Denver, Lakewood,Aurora-Clofax Coalition (1998) This study recommends strategies to improve the corridor image (streetscape master plan, landscaped parking areas, street trees, pedestrian lighting, pocket parks, regulations to improve franchise architecture, emphasis on connections to the hospital and parks), strengthen the street

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wall (enforce a consistent build to line oriented to Colfax, façade restoration/improvements, compatible new facades — mass, scale, height), spur economic development (neighborhood and regional retail infill), reinforce transit access (pedestrian safety,bulbouts, pedestrian signals, continuous sidewalks, consolidation of curb cuts, bus stop improvements) and preserve historic resources (identify architectural and cultural resources, install interpretive elements, provide incentives for preservation, encourage adaptive reuse of historic resources). The study identifies the following as historic resources: the Bluebird Theater, several “taxpayer strips” (Greek Town/CBID), The Bank, Sushi Heights building,Abend gallery building, Pete’s Kitchen, Satire Lounge,Vernon Hotel/Sid King’s Nightclub, Colonnade,Alta Court, 1228-1224 E. Colfax, Smiley’s Laundromat, Immaculate Conception Basilica. The plan also recommends considering historic district designation for a portion of East Colfax. ◗

B-4 Rezoning Proposal:Colfax on the Hill (1998)

◗ Report on Private Investment Actions and Problems Needing Government Action on East Colfax Avenue:Colfax Business Improvement District (1999)

◗ Redeveloping Colfax Avenue: A Proposal to Analyze and Model Movement, Configuration and Visual Character:Space Analytics, etc. (1999)

◗ Colfax Revitalization Action Plan (1999) and Colfax Avenue Segment Revitalization Plan — Pearl to Downing:CBID, Colfax on the Hill, Mayor’s Office of Economic Development and district property owners and developers (2000) ◗ East Colfax Parking Study — Parking Management CaseDenver Studies: Community Planning an Development (2000) ◗ East Colfax Avenue:An Opportunity and a Model for Development Action Denver Foundation (2001) ◗ City Park Plan:Parks and Recreation (2002)

◗ Urban In-fill Design Guidelines Outline:Buchanan-Yonushewski (2002)

EAST COLFAX 29 Denver was born during the “Pikes Peak or Bust Gold Rush” of 1858-59.

◗A SHORT HISTORY OF A LONG STREET

Denver City was born in the first blush of the “Pikes Peak or Bust Gold Rush” of 1858-59. While traces of gold were found along the Platte River and Cherry Creek, the real finds were in the foothills and mountains to the west of the fledgling city. Though the gold found in Denver quickly played, the city became the gateway to more successful mining communities in the foothills and prospered as the center of trade and transshipment for Colorado.

An early survey (illustration 1) shows roads established to points east and to developing communities of Colorado to the south, west and north. One of the roads to Golden generally followed what later became West Colfax. Branches of three major roads from the east paralleled later East Colfax. These were the South Platte River, the Smoky Hill and the Cherokee or Old New Mexico Roads.

Stage routes and long distance wagon freighting on these roads were eclipsed in importance in the latter decades of the nineteenth century by completion of the western railroads. The Union Pacific connection with the Central Pacific at Promontory Point, Denver to the Union Pacific at Cheyenne, along with Kansas Pacific rail from Denver to Kansas City,followed quickly in 1870. The Denver and Rio Grande pushed south toward New Mexico, and the Colorado Central worked into the mining towns of Black Hawk and Georgetown through Golden.

Denver was originally platted on a diagonal grid following the banks of the Platte River and Cherry Creek. This system was altered during the early 1860’s, and when in 1864, the Federal Government formally established the city with a 1 1/2 square mile grant. The Colorado Territorial Legislature defined Denver boundaries in 1864 (illustration 2). Within these boundaries were the section and a half town patent granted by the U.S. Congress in the same year to clarify land ownership in the earliest settled portion of In 1864, a section and a half town patent, Denver. The southern border of this original town patent was the southern edge of Township Three Township III South, defined early Denver South. The city lines were drawn: Zuni Street on the west, Broadway on the east, 26th Avenue on the boundaries. The southern border of this north, and Grand Avenue (Colfax) on the south. The street along this east-west line on the southern edge original town patent later came to be known as Grand Avenue and present day Colfax of Township Three South was later named Colfax Avenue. Avenue.

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Territorial Survey - 1861 (Illustration 1)

EAST COLFAX 31 The Southern Edge of “Township III South” (1864) became Colfax Avenue (Illustration 2)

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The more commonly accepted north/south east/west grid was established for the rest of the city. Only the original downtown area remains with its’ diagonal grid. The platted grids of Highland,Auraria and Denver, the original towns comprising Denver, did not join or relate with another, and were oriented to the South Platte River or Cherry Creek rather than cardinal directions. The towns came together as Denver in 1861, but the street grids remained, and were actually extended, especially to the northeast into the Curtis Park area. These original patterns were broken by developers led by Henry Brown and John Evans, who preferred the surveyor’s ease of subdivision ordered by section lines. Both men owned land along Colfax, and persuaded Denver planners to organize Denver’s later growth along streets parallel to Colfax and Broadway. This dramatic shift is shown in illustration 3. Later developers found the value of the section line equally attractive in land purchase and subdivision, and few later Denver area streets strayed from the north-south, east-west configuration.

Colfax Avenue is named for Schuyler Colfax, formidable representative from Indiana, who gave his support to the unsuccessful attempt at statehood for Colorado in the Congress of 1865. Schuyler Colfax (1823- 1885) was elected to the U.S. House of Representatives from Indiana in 1855. Serving for 14 years, he joined the newly formed Republican Party becoming Speaker of the House in 1855. He was inaugurated as Vice President of the United States in 1869, and served until 1873 during the first term of Ulysses S. Grant.

As Vice-President, Colfax became embroiled in the Credit Mobilier of America scandal. Many high ranking government officials were accused of accepting bribes. Credit Mobilier, a joint stock company chartered in 1859, soon came under control of the owners of the Union Pacific Railroad. Contracts for the transcontinental railroad were made to construction companies on such terms that the companySchuyler profits Colfax (1823-1885), elected Vice rose rapidly. Shares were distributed to government officials and members of Congress, oftenPresident far below in 1868 under Ulysses S. Grant, and market price. Colfax bowed out of politics, under a cloud of scandal. left office in 1873 under a cloud of scandal.

Congressman Colfax visited Denver in 1865, to see his half-sister Clare Witter. She and her husband, Daniel Witter, were early Denver pioneer settlers. The Congressman arrived in the middle of a statewide effort for statehood. On his return to Washington, a group working toward Colorado statehood led by former Territorial Governor John Evans, pressured Colfax for assistance. Despite his help, this attempt at statehood failed like a similar effort in the year prior. However, the group’s gratitude to the former Vice- President was evident in the renaming of Grand Avenue. The split from the original diagonal grid pattern of Denver streets is attributable to Colfax property owners, John Evans and Henry Brown, who persuaded city planners to organize Denver’s later growth along streets parallel to Broadway and Colfax.

EAST COLFAX 33 Denver growth was originally platted on a diagonal grid & later along streets parallel to Colfax and Broadway (Illustration 3)

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The name Colfax first appears on Denver maps in 1868, but it is unclear when the name was first given. In 1874 Colfax is indicated on a drawing of the city,as a street some six blocks long, with only a handful of houses fronting the street. The development pressures of the city were quickly building, however, and a primary direction of growth was to the southeast through the intersection of Broadway and Colfax.

The aforementioned railroad expansion efforts spurred Denver’s greatest population boom. In twenty years, Denver’s population erupted from a meager 4,700 people in 1870 to 106,000 people by 1890. Air and water pollution were ever-present concerns, always moving residential growth to higher ground. Fourteenth Avenue, with its elevation on Capitol Hill became one of the finest residential avenues in the city.

Denver became the Queen City of the Plains. The early development of Capitol Hill and Colfax Avenue in the 1870’s and 1880’s is a roster of Denver’s famous and influential citizens. John Evans, Henry C. Brown, George Chilcott,A.C. Hunt, and Daniel Witter dedicated portions of their subdivisions to create the 100 foot wide Colfax Avenue that would become the “finest,grandest residential avenue between St. Louis and San Francisco.” East Colfax came to be known as Denver’s premier, treelined residential avenue, and home to leading citizens and pioneer families.

Denver was designated as Colorado’s capital city and Brown’s Bluff was declared the location of the capitol building. Throughout the Territory there was widespread prejudice against Denver, and strong efforts were made to establish the seat of government almost anywhere but in Denver. Colorado City, Golden, and even Leadville were strong contenders. By act of 1867, the territorial legislature votedBasilica to of the Immaculate Conception move the capital from Golden to Denver if land was given for the new structure. In 1879, the Legislature moved to establish the state capitol in Denver. Land donated by HC Brown, at East Colfax and Grant became the present day grounds for the State Capitol of Colorado. Additional land was given by Mssrs. Kassler and Cheesman in 1883 to complete the site. Real estate ownership was confirmed in 1885, and funds were appropriated for construction in 1886. The appointed state building commission selected architect, E. E. Myers, and ground was finally broken in 1886. The corner stone was laid in 1890, but delays, lawsuits and controversy plagued construction, and the final completion of the edifice did not occur until 1908.

Adequate water was necessary to the growth of Capitol Hill (Browns Bluff). In 1864, John Smith began to dig a 25 mile ditch from the foothills through Denver, providing water to the residential developments along East Colfax, assuring the success and expansion of the city to the east. Colfax continued to be the

EAST COLFAX 35 neighborhood of choice through the 1890’s and into the next century,(with a lull following the Silver Crash of 1893). However, upscale luxury apartments, terraces, as well as “streetcar retail” construction began to appear along the street as the wealthy sought out newer neighborhoods, such as Park Hill, Montclair, and Denver Country Club.

Early in the 20th century the city of Denver added to the importance of the Capitol precinct with planning and construction of Civic Center Park, followed by the construction of the Denver City and County Building, 1929-1932. The resulting complex incorporates the federal Mint and significant present day uses including Denver’s public library (today newly rehabilitated with a significant addition by architect Michael Graves), the Denver Art Museum (completed in 1972 by Gio Ponti with an addition slated for completion in 2006 designed by Daniel Liebeskind) and the Webb Municipal Building, Other area landmark buildings include the Basilica of the Immaculate Conception, dedicated in 1912, and the Civic Center Park State Office Building, completed in 1922.

The Civic Center Park construction in the late 1910s included bulges into adjacent streets to house the Greek Theater on the south and the Voorhies Memorial on the north. Colfax bends around the Voorhies Memorial, the only break in the otherwise straight run of the Avenue from Lakewood to Aurora. DeBoer’s plan of 1936 is one of many over the years that have sought to extend the City Beautiful ideas of the early century that Civic Center Park so beautifully expresses.

In the latter decades of the nineteenth century,Denver grew steadily in population and city development, with one major pause due to the Silver Crash of 1893. The commercial core of the city developed in the section of the city nestled into the turn of the Platte, the original East Denver. Residential development grew away from the core in all directions: across the Platte to the northwest into the original Highland Denver Art Museum expansion by Daniel area, northeast into the Curtis Park area, southeast into the Capitol Hill area, and to the southwest across Liebeskind slated for completeion in 2006 Cherry Creek into the original Auraria and farther, across the South Platte. Each area grew with independent characteristics, attracting various economic and ethnic groupings. Colfax was a major avenue into the southwest and southeast sectors.

Developers bought or obtained control of land and platted additions or subdivisions for sale of home sites or for speculative housing construction. Rollandet’s map of Denver in 1885, gives names of additions and subdivisions that are still familiar, if not as an area, then for the schools and streets that retain the name. Names along Colfax to the east include: Evans, Brown, Clement (and Clements), Park Avenue, Capitol Hill and Wyman. By 1885 City Park was in place as were subdivisions to the east for Park Hill and Montclair.

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Denver connections by rail to the rest of America were made in 1870. A rudimentary street rail system circulations within the city was inaugurated in 1871. The line was laid from 7th Street in Auraria down Larimer to 16th Street, then up to Champa, and down Champa to 27th Street. The cars were drawn by horses. The rail company,Denver City Railway,had over fifteen miles of track by 1883. In 1885, a competitor line, Denver Tramway,was formed, and this company was first to lay lines on Colfax. A line was laid in 1886 down 15th to Colfax, then east to Grant. Denver Tramway’s electric cars were powered from a below grade center rail. Though operational, the system was short-lived. In 1888, Denver Tramway had switched to cable cars with extended track out Colfax to City Park, and down Broadway. Denver City Railway,the primary competitor, had by this time converted most of its horse-drawn cars to cable as well.

The first map of the streetcar lines (illustration 4), is from 1892. In 1893, the steady expansion of the In 1871, Denver City Railway operated the first Denver rail systems was seriously interrupted by the Silver Crash of that year. The end result streetto this rail transit system in Denver. In 1885, period of economic difficulty was consolidation in 1899 under one corporation, Denver City TramwayDenver Tramway, a competitor line, laid the Company,with 156 miles of track. By the next year, the conversion to trolley with overhead wires,first rail which lines on Colfax. The two companies had been started earlier, was completed for all track. The system was substantially complete, thoughmerged track as Denver City Tramway in 1899. and routes continued to be added or extended.

A second map of the streetcar lines (illustration 5) is from 1930. The importance of the Broadway and Colfax lines is clearly suggested by their length. The map indicates service on East Colfax all the way to Geneva Street, coming out of Downtown Denver on Fifteenth Street. Service on West Colfax ran only to Sheridan, coming out of Downtown and Intermountain Railroad. Denver City Tramway purchased this company,built as the Denver, Lakewood and Golden Railroad in 1890, in 1909 as an element of its emerging interurban system. The interurban line to Golden was located just south of Colfax, for the most part along 13th Avenue. (Colfax would be 15th Street.)

Buses were introduced to the system in 1928 and grew in number over time, serving line extensions, new lines and as replacement for streetcars. Trackless trolleys, or trolley coaches as they were called, were introduced in 1940, allowing loading flexibility and the removal of street track. The end of the trolley era was approaching, however, as patrons of the system opted for private automobiles for transportation to and from work. The last trolley run was early on a Sunday morning, June 4 1950. All tramway routes were shifted thereafter to buses. The last electric interurban run was in 1955.

EAST COLFAX 37 Streetcar Map - 1892 (Illustration 4)

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Streetcar Map - 1930 (Illustration 5)

EAST COLFAX 39 The last trolley run on East Colfax was earlyThe streetcars were a major force in determining the face of a growing urban area. No longer limited by on a Sunday morning, June 4 1950. by the distance from one’s residence to work, people were quick to respond to developers’ offerings along the trolley lines. Substantial houses were built near the lines, modest residences somewhat further away. Businesses were quick to disperse along and adjacent to the lines, with greater building density developing at rail interchanges. Two-story commercial structures were common, with apartments above first floor business enterprises. Neighborhood identity frequently came to be associated with business centers that were in turn related to the streetcar lines.

Speculation was the heart of development, and many properties along rail lines and later, arterial streets, were bought with the expectation of future resale profit based on increasing land value. To hold the land and pay the taxes many less-than-permanent structures were built and leased to businesses for the interim. Many of these temporary structures still stand as block-long, one-story storefront buildings, referred to as taxpayer strips. Property development as a direct function of streetcar accesss is clearly apparent in construction periods in the late nineteenth century and in the early twentieth century before the advent of the automobile. Many buildings remain along Colfax from the streetcar era.

Roads beyond the city limits at the turn of the twentieth century were almost wholly unpaved, and in periods of poor weather were frequently impassable. New demands for road and paving improvements came with the automobile. Automobile enthusiasts formed associations to press for better roads. First amongst these was the Lincoln Highway Association,organized in 1912 in Detroit. The Association brought together local clubs which pressured home states for improvements to roads joining major cities, and in some cases paid for paving with their own club funds. The Lincoln Highway Association designed and erected distinctive road sign markers to mark its routes. Other Highway Associations followed with their own routes and signs, notably the National Old Trails Association and the Victory Highway Association.

Federal support to the states and territories for public improvements had been a continuing debate in the early years of the republic as the western territories sought help in their development. Some roads did result with federal support. The National Road linking the Potomac to the Ohio, initiated in Jefferson’s administration, was the most noteworthy of such. But with the advent of canals, then railroads, national attention to roads was dimmed, and road development and maintenance responsibilities were carried almost solely by town and country.

In the same year as the formation of the Lincoln Highway Association,1912, the muscle of the national By 1951 all transit routes were served by rubber-tired vehicles

40 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN government in a small way was brought to bear on highway development — with supporting funds to the states which resulted in 425 miles of improvements. It was the start of an increasing federal presence in transportation that continues today. Woodrow Wilson signed the Shackeford Good Roads Bill into law in 1916 providing an even match for state road building costs. In a linkage of efforts all states by 1917 had their own aid programs for road building and improvement, and by 1921 all states had state highway departments.

In 1924 the American Association of State Highway Officials asked that the Bureau of Roads (then under the Secretary of Agriculture) appoint a joint board on interstate highways. The Board was duly appointed and recommended in 1925 the system we know today as the US numbered highways. East-west roads were given even numbers; north-south roads were given odd numbers. Some roads were designated using elements of the association routes, others were new linkages. The allure of the car gave rise to automobile associations like the Lincoln US 40 was marked from coast to coast with Denver in the middle. The road begins in AtlanticHighway City and Association, the National Old follows much of the National Old Trails Association Route to Kansas City. US 40 then crosses Trailsthe plains Association to and the Victory Highway Denver, thence over Berthoud Pass to Kremmling where it picks up the Victory Highway routeAssociation to San that lobbied for the construction Francisco. Near Salt Lake City,US 40 overlays some 100 miles of the Lincoln Highway. The namesof better of roads. (image from an early 1920s Colorado map) earlier segments are caught up in a rich weave:Washington Road, Braddock’s Road, Rederick Turnpike, Bank Road,The National Road, Zane’s Trace, Boonslick Trail, Smoky Hill Trail, Berthoud’s Road, Hastings Cut-off, the California Trail. US 40 was open to the public and fully marked in 1927.

As the Denver region grew,Colfax Avenue, which had doubled as a designated county road as well as an Aurora city street, was extended farther and farther east. When US 40 was established on paper in 1925 and became a system reality in 1927, it was natural that this east-west trans-American highway would find Colfax to be the logical route at the foot of the Rocky Mountains. To keep pace with the growth of traffic, Colfax was widened to four lanes in 1938 and was widened again in 1950.

In a pattern still common to American towns and cities, business services related to the auto and the tourist sprang up at the town edges where land was plentiful and less expensive for development. Aurora and Lakewood were the receptors of this growth in the Denver area. Aurora grew in importance as the first stop for crossing the eastern plains of Colorado. Lakewood served those coming down fromUS 40 the was one of the first transcontinental mountains. Business related to the automobile flourished (illustration 15). After World War II,highways. with a An early map from 1913 (illustration 6) shows a proposed alignment as “Central” resurgence of prosperity after the long drought of the Depression, automobile tourism broughthighway. to Colfax US 40 did not become an official part Avenue a rich broth of motels and restaurants and other services for autos and travelers. Manyof of the these US highway system until 1925. Until the construction of I-70, US 40 (Colfax in Denver) was the gateway to the Rocky Mountains (Illustration 7).

EAST COLFAX 41 Proposed National Highway System - 1913 (Illustration 6)

The highway illustrated as "2. Central" follows an alignment similar to what later became US Route 40,one of the first transcontinental highways.

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State Transportation Map - 1951 (Illustration 7)

In 1951, all roads to Denver converged on US Route 40 (Colfax in Denver).

EAST COLFAX 43 same enterprises served local needs as well.

The height of tourism came in the 1950s as a complement to national prosperity and the American dream of an automobile vacation to the great western national parks. US 40 was the preferred route for many from east and west, and Colfax enterprises were the great providers of food and shelter for the nation passing through.

The advent of the automobile and the need to accommodate the demands from its use changed the face of Colfax. Colfax was the east/west artery through the city,eventually designated US Highway 40. Mansions were replaced with car dealerships, auto repair shops, filling stations, and a wide variety of retail shops and stores to serve the increasing populace and the traveling public. Street widening projects were deemed necessary,and the famous Colfax Avenue shade trees and wide, gracious sidewalks began to In the 1950s, Colfax began to develop an disappear. edgier reputation as teens started "Cruisin’ the ‘Fax" with all of its neon and swank In 1929, Denver’s first Master Plan described East Colfax as “formerly a principal residential street, and nightclubs. Construction of I-70 in the 1960s and 1970s, solidified this reputation with thenow,in larger part, zoned for business and the primary artery through the Capitol Hill apartment district.” decline of tourism on Colfax as motorists Colfax served the surrounding neighborhoods through the 1920’s and 1930’s with grand movie houses, were diverted to the new interstate, bypassingretail stores and services. 1924 saw the opening of East High School with its 162-foot clock tower, the former gateway to the Rocky Mountains. Sullivan Gate and the Esplanade.

The Second World War brought a new face to the street as military men from Lowry Air Force Base and Fitzsimons Army Hospital used Colfax as their access to the excitement and entertainment of downtown Denver. The entire city had prospered with World War II and the post war boom. Colfax reflected the optimism and excitement of the late 1940’s and early 1950’s. The basic needs of the neighborhood were well served by bakeries, creameries, variety stores, drug stores, barbershops, beauty parlors, grocery stores, etc. Colfax merchants and the #15 streetcar served the needs of the many families who lived in the comfortable old neighborhoods along Colfax. The sidewalks were safe, where people met and greeted each while walking along the avenue. Older residents still talk about the strong sense of community and friendliness that existed then.

The end of the 1950’s saw the rapid decline of the street and the beginning of its’ unsavory reputation. "Cruising the Fax” was the popular teen activity. Drive-in restaurants flourished. Once the home to upscale ready-to-wear shops, high end furniture stores and galleries, Colfax began to yield to a suburban strip appearance as sidewalk frontage businesses gave way to set-back stores with parking lots and curb

44 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN cuts. In 1955, Denver’s zoning efforts greatly impacted Colfax and it’s immediate neighborhoods. The commercial strip itself was zoned B-4 with few restrictions on development. The area north of the Colfax strip was zoned R-4 for high density housing and multiple business usages, while the area south was zoned R-3 spurring the construction of new apartment buildings and conversion of single-family homes to apartments.

In the 1960s, with the development of US 6 to the south of Colfax and Interstate 70 to the north, the high era of tourism on Colfax was over, and businesses had to make a painful adjustment to different markets and different functions.

The 1960’s and 70’s brought hippies, beatniks, second hand stores,“adult bookstores,”and “GoGo”bars to the street. Low rents, communes, and a laisse-faire attitude by the city made Colfax the hangout for all kinds and sorts of life styles and radical attitudes. Playboy Magazine called Colfax “the longest,In wickedest the 1960’s & 70’s, East Colfax developed a reputation as a bohemian mecca. Playboy street” in America. Jack Kerouac wrote much of his On the Road, while living just off Colfax incalled an it “the longest, wickedest street” in apartment at 1522 Lafayette, and seemed to set much of the tone for the street. Colfax was quicklyAmerica. Jack Kerouac wrote much of the justifying its reputation as the heart of Denver’s porno and sleaze business. From Sid King’s Crazybeatnik Horse bible, On the Road, in an apartment at Bar to the San Francisco Topless ShoeShine Parlor, East Colfax was the spot. The “urban renewal”1522 trends Lafayette, near the historic Alta Court (pictured below). during this time resulted in the razing of historic mansions to pave the way for franchised fast food outlets and non-profit social service businesses.

The 1980’s and 1990’s saw a rise of citizen activism and historic preservation of the architectural and historic treasures of the neighborhood. Capitol Hill United Neighborhoods (CHUN), Colfax on the Hill (COTH), Colfax Business Improvement District (CBID),Wyman District Neighborhood Association, Uptown on the Hill Association,along with other concerned citizens have been responsible for the changes beginning to take hold along East Colfax. Residents and shop owners are justifiably proud that the street reflects a very unique “community of interest” made up of the broadest mixture of social, economic, racial, and sexual orientations to be found in the city.

Men and women of vision and dedication founded Colfax Avenue and its surrounding neighborhoods. Colfax is called Denver’s Main Street, its 26-mile length serve the entire metropolitan region. It is prophetic, that the original name given Colfax was Grand Avenue. By building upon the firm foundation of its pioneer heritage, and with the impetus of contemporary redevelopment efforts, Colfax will once again be grand.

EAST COLFAX 45 1949 Proposed Freeway System - Denver Planning Office (Illustration 8)

I-70

Colfax Ave.

6th Ave.

This early map from 1949 shows preliminary plans for the construction of a freeway system to serve Denver.

46 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

1970 Road Map Showing Completed I-70 and Route 6 (Illustration 9)

Completion of interstate 70 and highway 6, signaled a dramatic shift for Colfax Avenue. No longer serving as the primary gateway to the Rocky Mountains, many of the motor tourist businesses waned, and Colfax entered a period of decline and disinvestment.

EAST COLFAX 47 Bibliography Capitol Hill Cheesman Park Neighborhood Plan, Planning and Community Development Office — City and County of Denver June 28, 1993 Colorado the Centennial State,Percy Fritz — Prentice-Hall 1941 Colfax Cathedral Historic District:An Application for Landmark Designation, Nancy L.Widmann 2001 Denver Streets, Phil Goodstein — Denver New Social Publications 1994 Denver The City Beautiful,Thomas Noel and Barbara Norgren — Historic Denver 1987 The Ghosts of Denver: Capitol Hill, Phil Goodstein — Denver New Social Publications 1996 Colfax Corridor Historical and Transportation Joint Study,Prepared by the cities of Denver, Lakewood, Aurora 1997 Bourbon Square, site of the former Sid King’s Crazy Horse Bar, is a thriving mixed-use officeWorld Book Encyclopedia — Field Enterprises 1967 over retail space in the Upper Colfax HistoricSpecial thanks to Jim Peiker who contributed this narrative history. Business District.

For more information on the history of the development and importance of Route 40 in American history, visit the following website: www.route40.net

48 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

Family Households Group Quarters Non-Family Households 100%

80%

60%

◗POPULATION, HOUSING AND ECONOMIC 40%

CHARACTERISTICS 20%

0 Economic and demographic characteristics in the market are indicators of overall trends and economicBroadway Downing York to Denver health which may affect private and public sector development. Since central city neighborhoods to Downing to York Colorado represent a sub-market within the trade area and region, and as such will likely provide a heightenedHoushold level Composition of support for future projects on the corridor, the analysis begins with an overview of the economic and demographic characteristics of the study area. The Economic Development section of the Framework Non-family households: 2 or more individuals Plan contains a discussion of supply and demand conditions (by land use) within the broader unrelatedinfluence (by birth or marriage) living within area (trade area). A map of these individual geographic areas is presented within the context theof each same housing unit. discussion.

Data Source This chapter reflects data collected from the 2000 Census block groups contiguous to the East Colfax corridor between Broadway and Colorado Boulevard. A total of 13 Census block groups constitute this area. The chapter organizes the information collected, where appropriate, around three segments of the corridor — Broadway to Downing, Downing to York and York to Colorado. These boundaries correspond roughly to a variation in the general character of the corridor.

Household Composition The majority of the population (61%) lives in non-family households as opposed to family households (32%) or group quarters (7%). A significant number of group homes for the elderly and transitional housing arrangements may be found in the area. Among these housing options along East Colfax are the senior apartments at Grant Street, assisted living facilities at Park Avenue and Warren Village on Gilpin near Cheesman Park. Warren Village offers housing to single parents and programs including day-care, educational attainment and workforce development training to help single parents become self-sufficient.

EAST COLFAX 49 Census Block Group map

17TH AVE PKWY

PARK AVE CITY PARK ESPLANADE ESPLANADE PARK CITY

MONROE ST

COOK ST HARRISON ST

JACKSON ST

STEELE ST

ADAMS ST

GARFIELD ST MADISON ST MADISON

COLORADO BLVD

YORK ST

FRANKLIN ST FRANKLIN

WILLIAMS ST

GAYLORD ST

GILPIN ST DOWNING ST DOWNING

LAFAYETTE ST

RACE ST

OG VINE ST HUMBOLDT ST ST HIGH

CLARKSON ST

PENNSYLVANIA

EMER

SHERMAN ST

WASHINGTON GRANT ST

PEARL ST

17TH AVELOGAN ST DEN ST DEN

SON ST SON

16TH AVE

16TH AVE 16TH AVE

COLFAX AVE

COLFAX AVE ALBION ST

COLUMBINE ST MILWAUKEE ST

SAINT PAUL ST

JOSEPHINE ST

14TH AVE ELIZABETH ST DOWNING ST DOWNING

FI

EMER

CLAYTON ST

CORONA ST DETR

LLMORE ST

STEELE ST MARION ST

OG

SON ST

DEN ST

OIT ST

13TH AVE

East Colfax Study Area Population by Census Block

East Colfax Study Area Boundary 1 Dot = 4 Persons

Data Sources: 2000 Census (Block Level) map date: 04/26/04

Please see Map Appendix (pg. 187) for a more detailed view of this map

50 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

Sex and Age of the Population Males Females The composition of the population in the census block groups contiguous to the East Colfax corridor+100% vary widely from the overall population of Denver. This variation suggests the potential for very different

market and lifestyle preferences of residents. Significantly,the population is predominantly malecent (56%). r Above Of particular note in the Broadway to Downing segment of the corridor, the males comprise overPe 60% of the population. East Colfax is particularly weighted to young males in their twenties and thirties.Denver The population of males in their forties and fifties is also greater here relative to the city as a whole. The area cent

attracts young women in their twenties. The female population tapers off more dramatically withr age Below than for males. The mix of age groups and sexes does not reflect the composition of Denver’s overallPe population. There are 10% more males and 10% fewer females here on average relative to Denver.-100% Compared to the city as a whole, children and teens make up a significantly smaller portion of the Sex <10 Teens 20s 30s 40s 50s 60s population. Females over age 40 and males over age 60 also fall beneath Denver’s average populationEast Colfax for Population by Sex & Age Relative to these age groups. Citywide Composition

2.5

2

Household Size 1.5 There are a total of 16,161 households in the Census block groups adjacent to the corridor. The average 1 household size is 1.52, or 33% smaller than the average household size for the city (2.27). With the average household size 33% lower than the city as a whole and an abundance of apartments in0.5 the area, the corridor and its environs are home to many single individuals. 0 Broadway Downing York to Denver Householdto Downing Size to York Colorado Population and Housing Density The Census block groups of the East Colfax corridor are marked by a high degree of population and Population/Acre housing density. Population and housing densities are far greater here (72 people per acre) than in the Dwelling Units/Ac city as a whole (5.7 people per acre). Housing density for this area averages 47 dwelling units90 per acre, while the city as a whole averages just 2.5 dwelling units per acre. The Census block groups adjacent80 to East Colfax (Broadway to Colorado) represent 239 acres or the equivalent of 0.24% of the land70 area of 60 Denver. While constituting a fraction of a percent of Denver’s land area, it contains 3.06% of the50 City’s population and 4.5% of the City’s total housing units. 40 30 20 10 Population0 Housing Density Broadway Downing York to East Colfax Denver to Downing to York Colorado Average

EAST COLFAX 51 Income $30,000 The East Colfax area is attractive to young populations including urban professionals. While per capita $25,000 income is comparable in this area, median household income falls below the Denver average due to the $20,000 disparity in the average household size; where Denver is characterized by an average household size of

$15,000 2.3, East Colfax households consist of 1.5 people on average. Per capita income ranges from a low of $21,416 to a high of $27,476. High-density group quarters may affect the low per capita income figures $10,000 in the Broadway to Downing segment. Denver per capita income is $26,270. Adjusting for inflation, $5,000 median household income for the East Colfax area ranges between $25,061 and $33,421, while for 0 Denver it is $43,055. With distance from downtown, increasing median household income suggests Broadway Downing York to Denver greater economic stability in the neighborhoods between Downing and Colorado Boulevard adjacent to to Downing to York Colorado East Colfax. The density of dollars in this part of Denver is extremely high due to population (72 people Per Capita income per acre) and housing density (47 dwelling units per acre). Collective buying power in a compact,

Owner walkable setting sets the stage for the development of successful mixed-use places. Renter 100%

75% Owner vs. Renter Occupancy 50% The East Colfax area is characterized by rental occupied housing units. Despite this fact, stable, predominantly single family residential areas characterize the neighborhoods just off of the corridor, such 25% as Congress Park and City Park South. Many formerly historic single-family homes have been converted to 0 apartments and condominiums. The single-family character remains despite the increase in density from Denver these conversions. Additionally,there are a number of high rise residences. Owner occupied units Owner Broadwayvs. renter Downing occupancy York to to Downing to York Colorado account for only 10-25% of the East Colfax housing, while for the city as a whole owner occupancy characterizes over 50% of all housing.

1 to 4 5 to 9 10 to 19 20 to 49 50 or More 100% Structure Types Residences in structures of fewer than 20 units are the dominant type, particularly in the Census block 75% groups further from downtown. The percent of residences in structure types characterized as low

50% density (ranging in size from 1-4 units) are not as prevalent in the East Colfax area as in the city as a whole. There are significantly more medium density (ranging from 5-49 units per structure) housing 25% options in the Broadway to Downing and York to Colorado segments of the corridor compared to Denver overall. Higher density housing (structures between 20 and 49 units and in excess of 50 units) is Structure0 types Broadway Downing York to Corridor significantly more pervasive in the Broadway to Downing Census block groups of East Colfax than in to Downing to York Colorado Total Denver as a whole. Further from downtown, very high-density structure types (in excess of 50 units per

52 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

Density of Dollars Map

Density of Aggr egate Income by Census Tract Density of Aggregate Income per Square Mile Relative to Citywide Mean

Low Dens ity Average Dens ity Above Average D ens ity High Dens ity Extremely High Dens ity

Citywide Mean = $169,537,252 StandardDeviation = $120,941,163 (Density determined by degree of standard deviation from Citywide mean)

2000 U.S . Cens us--P83 Aggregate Inc ome in 1999 Dollars for the P opulation 15+

EAST COLFAX 53 structure) reflect a composition that more closely resembles the general pattern for the city.

$250,000

$200,000 Housing Values

$150,000 Median housing values (Broadway to Downing — $150,000, Downing to York — $207,000,York to Colorado — $203,000) along East Colfax are consistent with Denver ($175,000). It is significant that $100,000 housing values increase with distance from downtown along East Colfax. This finding suggests two $50,000 things. First, that there may be room to improve the available housing stock especially in the Census block groups closest to downtown with infill that adds to the existing stock. Second, the higher values in 0 Broadway Downing York to Denver the neighborhoods farther from downtown indicate a more stable housing pattern, especially since these to Downing to York Colorado values are higher than average values for the city. According to the Denver Assessor’s Office data, the Housing value average sale price for housing within 1/2 block of Colfax ($126, 704) is 70% of the average sale price for housing outside of a 1/2 block distance from the corridor ($176, 415). The presence of strong Lower Quartile Median neighborhoods north and south of the corridor may bolster infill development on the corridor. Upper Quartile $1,000

$800

$600 Contract Rent $400 Contract rent (Broadway to Downing $370-$642, Downing to York — $407-$673 and York to Colorado $463-$691, all adjusted for inflation) falls below Denver averages ($448-$762) in all parts of East Colfax, $200 except for the lower quartile rates in the York to Colorado portion where rents start slightly higher than 0 the city as a whole. Broadway Downing York to Denver Contractto Downing rent to York Colorado Race and Ethnicity American Indian/Alaska Native Black/African American East Colfax population is primarily white/Caucasian. However, a quarter of the population represents a mix of races that includes Black/African Americans,American Indians/Alaska Natives,Asians, or

Multiple Races other/multiple racial groups.

Other Race People with Hispanic ethnicity comprise between 10% and 15% of the population in the Census block groups adjacent to Colfax. The Hispanic population of Denver approaches 30% of the whole. Asian

Race White

54 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

◗ASSESSMENT OF EXISTING CONDITIONS

Infrastructure Water Water for residential and other private property uses is available from the mains in streets and alleys throughout the neighborhood, according to the Denver Water Department.

The “City Ditch” runs thru the area and is 30 inches underground through this area. Within the East Colfax Corridor (Broadway to Colorado), it is in 14th Ave from Corona Street to Humboldt Street, then north in Humboldt Street to Colfax, then east in Colfax Ave from Humboldt Street to High Street and then north in High Street from Colfax to 17th Avenue. Denver Water may abandon this part of the City Ditch in 2004, subject to their finding and developing an alternative means to supply water to City Park. In development of a Storm Drainage Master Plan, Public Works will analyze this portion to use as a storm drain or underground detention to address drainage problems at Colfax and High (see Storm, below).

Storm Sewers(Basin numbers 4600-01, 0062-01, 4500-02, 4500-01, 4500-04) The East Colfax Corridor area is included within the drainage watersheds currently being studied as part of the Storm Drainage Master Plan Update. It is important to note the following. ◗ There is a documented flooding problem in Colfax from Williams Street to High Street, primarily affecting businesses on the south side of Colfax. ◗ A major storm drain has been identified in the Storm Drainage Master Plan, which will alleviateCity Ditch map flooding in accordance with the City’s level of service; i.e., the minor storm.

Sanitary Sewers(Districts: Delgany and Eastside District 1) There are currently three projects in the E. Colfax Corridor Capital Improvement Program.

There are two recent projects associated with the North Denver Sanitary Sewer Replacement. One is a sanitary sewer replacement in E. 16th Avenue from Fillmore Street to Garfield Street, and south in Garfield

EAST COLFAX 55 EColfax Avenue: Potential Ponding-Parcels Street, from E. 16th Avenue to Colfax Avenue The second is also a sanitary sewer replacement in Garfield Street from Colfax Avenue to 12th Avenue, then east in 12th Avenue to Colorado Blvd. and continuing east in Hale Parkway.

The third is a sanitary sewer lining project at 13th and Colorado Blvd. budgeted for 2007. Since this is a lining project there is no open cut or trenching. The project starts in the alley between Jackson Street and Harrison Street at 17th Avenue, goes south to Colfax, jogs 1/2 block to the west to Jackson St, then south in Jackson Street from Colfax to 14th Avenue, then east in 14th Avenue (1 block) to Harrison, then south in Harrison to 15th Avenue.

Map generated Thursday, April 01, 2004 - The City and County of Denver shall not be liable for damages of any kind arising out of the use of this information. The information is provided "as is " without warranty of any kind, express or implied, including, but not Street Maintenance limited to, the fitness for a particular use. This is not a legal document. Drainage problem area on East Colfax in theThe streets in Denver are prioritized for maintenance using the City’s Pavement Management Program, vicinity of Williams and High streets which allocates funding for resurfacing and seal coating based on a citywide assessment of street condition. Due to limited funds, not all streets in need of repair can be programmed in a single year.A significant backlog of work currently exists. Priority streets are ones that are used as bus routes, truck routes or major arterials. Major arterials within the corridor include 14th and Colfax Avenues, Broadway, Lincoln Street, Park Avenue West,York and Josephine Streets, and Colorado Boulevard. Minor arterial/collector streets include Grant, Logan,Washington, Clarkson, Ogden, Corona, Downing, and Franklin Streets. Colfax Avenue is a state highway; repair and resurfacing is the responsibility of the Colorado Department of Transportation (CDOT). CDOT contracts with Denver for limited maintenance work including snow removal and pothole patching.

Other streets within the corridor function as local streets; most are in need of resurfacing, but funding is not in place to complete this work. Pothole repairs are completed on these streets on a cyclical basis to help keep them passable to traffic. Alley improvements Map generated Thursday, February 19, 2004 - The City and County of Denver shall not be liable for damages of any kind arising out of the use of this information. The information is provided "as is " without warranty of any kind, express or implied, including, but not limited to, the fitness for a particular use. This is not a legal document. An extensive alley resurfacing program is underway in the corridor to address the deteriorated condition of asphalt overlaying concrete alleys. Alleys were completed in 2003 between Broadway,Downing, 14th, and Colfax, and between Colfax and 16th, Downing and Colorado; remaining areas will be completed in 2004 and 2005.

Budgeted ProjectsThe Transportation Collaboration Group (TCG) map indicates several projects either starting or ending in 2003 including: ◗ Repaving Corona Street and Downing Street from Colfax Avenue to 10th Avenue.

56 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

◗ Curb ramp improvements from Colfax Avenue to 27th Street between Broadway and Downing Street and at 14th Avenue and Corona Street. Parking or Vacant Industrial or Utility ◗ Alley improvements (see above). Residential Single-Family

◗ Bond project streetscape improvements along Colfax Avenue from Downing to Franklin andSchool or Church Josephine to Esplanade.

Medical

Land Use and Zoning Inventory Office Zoning Overview Auto-oriented Retail Following are the significant zone districts along East Colfax: Restaurant or Entertainment Residential Muti-Family R-2 Allows attached dwelling units, such as duplexes, rowhouses, or townhouses. Density is Retail or Mixed-Use Hotel or Motel limited to 14.5 units per acre, heights are limited, and generous open space is required. Parts of South City Park east of Saint Paul Street are zoned R-2. Land Use

R-3 High density residential zone that permits high-rise residential buildings up to a 3:1 floor area Other ratio (FAR). Most of the area south of Colfax, as well as parts of South City Park, are zoned R-3. H R-2

R-4 High density residential and office district that permits high-rise residential and/or office buildings. A 4:1 FAR is permitted. This zoning is in use in City Park West east of Williams Street. B-4

R-4/OD-9 Overlay District 9 limits building height to 35', and otherwise modifies the development R-3 standards of the R-4 zone, in effect creating a much lower density residential and office district. This overlay district is in place in City Park west between Park Avenue and Williams Street. R-4-X R-4/OD-1 Overlay District 1 places limitations on parking lots, restricts office uses somewhat unless R-4-OD1 R-4-OD9 accompanied by residential, and otherwise modifies the design and development standardsZoning of R-4 the R-4 district. This overlay district applies in North Capitol Hill between Park Avenue and the Pearl/Washington alley,as well as in Capitol Hill west of the Pearl/Pennsylvania alley.

R-4-X High density residential zone that permits high-rise residential and/or office buildings as well as limited retail and institutional uses. A 5:1 FAR is possible. This zone is in North Capitol Hill west of the Pearl/Washington alley and has been used recently at Colfax and Steele.

B-4 Business district that permits a wide variety of commercial uses, as well as some residential,

EAST COLFAX 57 Existing zoning map

17TH AVE PKWY PARK AVE

MONROE ST

JACKSON ST

CITY ESPLANADE CITY PARK MADISONST

COOK ST HARRISON ST

STEELE ST

ADAMS ST

GARFIELD ST

COLORADO BLVD 17TH AVE

YORK ST

FRANKLIN ST

WILLIAMS ST

GAYLORD ST

GILPIN ST DOWNING ST LAFAYETTE ST

RACE ST

HIGH ST VINE ST OGDENST HUM

CLARKSON ST

PENNSYLVANIA

EMERSON ST

SHERMAN ST

GRANT ST

PEARL ST

W

LOGAN ST

ASHINGTON

BO

LDT ST

16TH AVE

16TH AVE 16TH AVE

COLFAX AV

COLFAX AVE

ALBION ST

COLUMBINE ST M

SAIN

JOSEPHINE ST

14TH AVE ELIZABETH ST

ILW DOWNING ST DOWNING

FILLMORE ST

EM

CLAYTON ST

CORONA ST DETR

MA STEELE ST

T PAU

OG

ER

AU

RION

SO DEN

K

O

EE S

IT ST IT

L ST

N

ST

S ST

T

T

13TH AVE

East Colfax Study Area Zoning Existing Zoning within Study Area Boundary Zone District Acres East Colfax Study Area Boundary B-1 2.47 Zoning B-2 2.61 B 1 O 1 B-4 85.33 B 2 P 1 B-A-2 1.95 B-A-3 0.86 B 4 PU D H-1-A 25.47 B A 2 R 2 H-2 9.49 B A 3 R 3 O-1 10.51 H 1 A R 4 P-1 5.02 H 2 R 4 X PUD 1.63 R-2 23.65 Overlay District R-3 150.51 R-4 18.62 Data Sources: R-4 OD1 33.76 Zoning Maps Community Planning and Development R-4-OD9 10.60 map date: 04/26/04 R-4-X 18.36 Zoning is shown only within the study area boundary and is for illustrative purposes only. This is not a legal document Please see Map Appendix (pg. 187) for a more detailed view of this map

58 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

Existing land use map

17TH AVE PKWY PARK AVE

MONROE ST

JACKSON ST

CITY ESPLANADE CITY PARK MADISONST

COOK ST HARRISON ST

STEELE ST

ADAMS ST

GARFIELD ST

COLORADO BLVD 17TH AVE

YORK ST

FRANKLIN ST

WILLIAMS ST GAYLORD ST

GILPIN ST DOWNING ST LAFAYETTE ST

RACE ST OGDENST

HIGH ST VINE ST HUM

CLARKSON ST

PENNSYLVANIA

EMERSON ST

SHERMAN ST

GRANT ST

PEARL ST

WASHINGTON

LOGAN ST

B

OLDT ST

16TH AVE

16TH AVE 16TH AVE

COLFAX AV

COLFAX AVE ALBION ST

COLUMBINE ST M

SAIN

JOSEPHINE ST

14TH AVE ELIZABETH ST

ILW DOWNING ST DOWNING

FILLMORE ST

EM

CLAYTON ST

CORONA ST D

M STEELE ST

ETR

T PAU

O

ER

AU

ARION

G

SO DEN ST

K

O

EE ST

IT ST IT

L ST

N S

ST

T

13TH AVE

East Colfax Study Area Existing Land Use Existing Land Use Use Acres Single Family Re sidentia l Residential Single family 63.9 Multi Fa mily Residential Multi family 33.3 Hotel or motel 5.6 Commercial Commercial Retail or MU 16.9 Civic / Cultural / Schools Restaurant/entertainment 12.6 Auto-oriented 6.7 13.3 Vacant / Parkin g Office Medical 9.4 School or church 21.7 2.6 Data Sources: Industrial or utility 17.4 Denver Assessors Parcel Database: April 2004 Parking or vacant 203.8 Community Planning and Development Total map date: 04/26/04 Please see Map Appendix (pg. 187) for a more detailed view of this map

EAST COLFAX 59 institutional and industrial uses. Density is limited by a 2:1 FAR. This is used the length of the Colfax corridor.

H-1-A & H-2 Hospital districts. In addition to institutional uses, high-rise residential buildings are also permitted. The H-1-A district permits 3:1 FAR. Density in the H-2 district is limited by a maximum lot coverage and bulk plane, which is intended to produce an appropriate transition to residential areas. These districts are in place at the National Jewish and former Mercy hospital campuses.

Urban Form and Design The Rosenstock Building (restored and Assets adaptively re-used as office, retail and residential space) in the Upper Colfax Historic◗ Stable and established residential neighborhoods immediately adjacent to the commercial Business District reflects the traditional development along Colfax with a stock of historically significant buildings development patterns of East Colfax. ◗ Eclectic mix of architectural styles representing many construction eras ◗ Easy access to public transportation (less than two blocks away in most cases) ◗ Diverse mix of destination and neighborhood-serving land uses ◗ Proximity to the central business district

Challenges ◗ Visual clutter from uncontrolled signage (disorganized directional and regulatory signage, excessive billboards, overuse and poor maintenance of temporary signage) Low density and franchise architecture ◗ General feel of neglect due to poor building/site maintenance diminishes a sense of place and consumes valuable land area. ◗ Poorly designed and maintained pedestrian way (poor articulation of pedestrian area, varying sidewalk width and design, cracked and uneven slabs, excessive curb cuts crossing pedestrian areas) ◗ Cluttered pedestrian area lacking consolidation of streetscape amenities and service components (erratic placement of telephone/utility poles, directional and regulatory signage, parking meters, street furniture, waste receptacles, newspaper racks and information kiosks) ◗ Inconsistent accessibility and ADA compliance — not all streets have color enhanced curb ramps ◗ Disordered landscape amenities, poor maintenance and limited replacement of damaged trees ◗ Inconsistent transit amenities (lack of station area visibility,few bus turn outs, marginal and

60 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

inconsistent bus stops — quality and type of benches, illumination and covered waiting areas) ◗ Inconsistent streetscape amenities, right-of-way width, street lighting, and transit components ◗ Disordered public parking (excessive curb cuts limit on-street parking areas, limited shared parking arrangements, inappropriately parked uses — either too much or too little, lack of design to soften visual impacts of parking areas) ◗ Poor alley conditions (cracked pavement, refuse, graffiti) ◗ Weak street connectivity (significant presence of divider streets where street continuity is offset at Colfax) and alley configurations (alleys that lead to Colfax interrupt the pedestrian way and do not visibly separate commercial areas from residential areas by forming a boundary) ◗ Congested traffic and lack of access management (excessive curb cuts, lack of shared driveways for Some new construction is out of character site access) with traditonal development patterns and ◗ Funding challenges for needed streetscape, transit, and structured parking improvementslacks strong architectural details. ◗ Real and perceived threats from criminal activity,particularly a reputation for prostitution, limited use of crime prevention through environmental design ◗ Limited visibility and inconsistent street address displays on buildings ◗ Inconsistent street lighting fixtures and pole types ◗ Sporadic and inconsistent placement of pedestrian lighting fixtures — not clearly associated with a discernable pedestrian lighting district, not coordinated with ambient lighting from businesses, too great a variety of fixture and pole types ◗ Excessive private lighting (gas station canopies, building exterior lighting, advertising displays, outdoor display and sales areas) creates glare and light pollution

Building Design and Historic Preservation All or portions of Seven Historic Districts are included in the study area. ◗ The Civic Center Historic District ◗ Pennsylvania Street Historic District Limited right of way, street furniture, and ◗ Swallow Hill Historic District poles constrain the pedestrian area. ◗ Park Avenue Historic District; ◗ Wyman Historic District

EAST COLFAX 61 ◗ City Park Esplanade/East High School Historic District ◗ Snell Subdivision Historic District

The Wyman district has the most structures located in the study area while the majority of buildings fronting Colfax in this district have been excluded from the district. In addition to these Historic Districts, there are twenty individually designated Denver Landmark Structures within the study area. Only five out of those twenty buildings address Colfax Avenue. Post WWII buildings have not been designated but many excellent examples of the architectural styles since the forties have a presence on Colfax.

Colfax Avenue has a mix of many locally historically significant buildings, and Denver’s construction boom periods are well represented in the fabric of the built environment. Some well-crafted buildings contain The historic City Park Esplanade suffers dynamic and thriving retail, offices, or residential uses. Other historic resources are currently under- from a lack of maintenance. utilized and/or poorly maintained. Great potential exists for many of these resources to enhance the nature of the corridor through adaptive reuse of the structures. Over the years as older buildings have been remodeled or replaced, the new structures often times have not maintained the level of detail in construction materials, orientation and design that the previous structures possessed. Many turn of the century structures have lost their original form to design additions that do not correlate with the original building aesthetics.

Periods of Construction Construction of buildings occurred primarily in three major periods. The initial period began in the mid 1880s and continued, with some ups and downs, until the early teens. This period was primarily Existing Structures by Year of Construction residential, with some mixed uses and churches. The second period lasted from the late teens until the 100 Great Depression. This interwar period was characterized by bungalow construction (in South City Park, for example), the expansion of retail uses (including conversion of residential to retail) and the 75 construction of landmark buildings (such as East High School). The postwar period peaked during the

50 1960s, and the expansion of auto-oriented retail uses, parking, restaurants, medical uses, offices, motels, and multi-family residential marked this era. There has been relatively little construction activity since 25 1980.

Periods0 of construction 1880 1890 1900 1910 1920 1930 1940 1950 1960 1970 1980 1990 2000

62 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

Legacies Map

17TH AVE PKWY PARK AVE

MONROE ST

JACK

CITY CITY MADI

COOK HARRISON ST

STEE

ADAMS ST

GAR

COLORA 17TH AVE

FIE SON S SON

SON S PARK ESPLANAD PARK

LE

ST

YORK ST

FRANK

WILLIAMS

GAY

GILPIN ST DOWNING ST LAFAYE

RACE ST OGDE

HIGH ST VINE ST HUMB

LD ST CLARK

PENNSYLV

EMERSON ST

SHERMAN ST

GRANT ST

ST

PEARL ST

WASH

LOGAN ST

DO BLV T

T

LO N ST N

OLDT ST

LIN ST

RD ST

SON ST

INGTON

T

TE ST

ST

D

ANIA 16TH AVE E

16TH AVE 16TH AVE

COLFAX AV

COLFAX AVE

ALBION ST

COLUMBINE ST MILWAUK

SAINT PAUL ST 14TH AVE JOSEPHINE ST

ELIZ DOWNING ST DOWNING

FILLMORE S

EMERSON ST

CLAYTON ST

CORO DETROIT ST

MARION ST STEE

OGDE

ABETH ST

NA ST

EE ST

LE

N ST

ST

T

13TH AVE

East Colfax Study Area Age of Structures

Built Before 1945

Built After 1945

Unknown or N/A

Data Sources: Assessors "Commercial" and "Residential" databases, April 2004 map date: 04/26/04

Please see Map Appendix (pg. 187) for a more detailed view of this map

EAST COLFAX 63 Transportation and Circulation Street Function and Type East Colfax is the city’s central core transportation route, providing access to neighborhoods east. From a transportation perspective the corridor consists of: ◗ Two one way couplets (13th/14th and 17th/18th Avenues) which serve higher volumes of faster moving vehicles; ◗ 16th Avenue Promenade which serves a calmer pedestrian and bicycle system; and, ◗ East Colfax, which must do all those things and provide the transit spine.

East Colfax is a US Highway,state highway,main street, commercial street, residential street and political boundary line.

Defining Streets The City and County of Denver uses two methods to identify streets. First, the more traditional street classification encompasses a street’s design and the character of service it is intended to provide. This classification forms a hierarchy of streets ranging from those that are primarily for travel mobility (arterials) to those that are primarily for access to property (local streets). Second, Blueprint Denver adopted typologies to further define streets by relating them to the adjacent land use and their function for pedestrians, bicyclists, and transit. These typologies acknowledge that the design of a street, its intersections, sidewalks, and transit stops should reflect the adjacent land uses since the type and intensity of the adjacent land use directly influences the level of use by other modes. By combining these two methods Denver has identified 13 different street types, four of which appear in the East Colfax Corridor study area.

Local StreetsLocal streets provide direct access to adjacent properties and carry low volumes of traffic (less than 5,000 vehicles per day) with an origin or destination within the neighborhood. Local streets include all the north-south streets that cross Colfax in this corridor that are not listed as collectors or arterials below.

Collector StreetsCollector Streets collect and distribute traffic between arterial and local streets within the community. Collectors typically carry up to 15,000 vehicles per day. Collectors in the corridor include: ◗ Washington St.

64 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

◗ Clarkson St. Alternative Mode Carpooled Drove Alone ArterialsArterials permit rapid and relatively unimpeded traffic movement through the city. Arterials 100% serve as a primary link between communities and major land use elements. Arterials typically carry up to 50,000 vehicles per day. 75%

50% Traffic Patterns and Volume 25% Though many of the traffic counts along East Colfax are up to 15 years old — and for the purposes of this assessment have not been adjusted, two things are clear. 0 Broadway Downing York to Denver First, East Colfax is a major thoroughfare. Moving east from downtown, the East Colfax traffic volumesto Downing fall to York Colorado from 40,000 vehicles per day at Grant St. to 30,000 vehicles per day at Colorado Blvd. Interestingly,whenCommuting Patterns the morning and evening peak hours are examined, these hours only account for a small portion of the overall volume. This indicates that East Colfax Avenue carries a significant amount of non-peak traffic. More consistent traffic and more non-peak traffic are favorable indicators for transit.

Second, East Colfax has several intersection nodes that serve extremely high transportation capacity. Considering the high volume of both the traffic counts and the transit boardings and alightings, a few key intersections along the corridor appear to have a critical mass of activity to spur and support significant transportation improvements. These nodes are evident at Broadway/Lincoln, Downing,York/Josephine, and Colorado.

Mass Transit

East Colfax has been a transit corridor through several generations of transit technology. Currently,the Bus Routes Crossing East Colfax

RTD 15 and 15 Limited routes serve Colfax from Downtown to the eastern edges of Aurora. The Busdaily stops Northbound Northbound Southbound Southbound Route ridership for these two routes is approximately 20,000, of which over 40% are trips within the studyon Colfax area. Boardings Alightings Boardings Alightings Broadway/Lincoln 0 61 1,136 1,271 37 The corridor is RTD’s most successful (besides the free 16th St. mall shuttle) and is ripe for a technologyBroadway/Lincoln 0L - 25 150 - Corona/Downing 12 32 73 105 9 upgrade. The project team brought in several experts from Portland,Vancouver, Los Angeles andYork/Josephine Boston 24 112 95 126 103 Colorado 32 30 39 52 49 to study both streetcar and Bus Rapid Transit (BRT) as likely options for enhanced transit technologyColorado for 40 475 652 735 334 DD 3 16 16 4 the corridor. Specific statistics about current transit use on East Colfax follow. All information Totalwas boardings and alightings at stops recorded on weekdays. adjacent to Colfax 1,761 3,188 3,674 1,426 from Broadway to Colorado Blvd.

Pedestrian Access And Safety East Colfax has plenty of medium and small activity generators for pedestrians but the limited right-of-way

EAST COLFAX 65 Traffic Patterns & Volumes

Traffic Volume Table

Street Date Direction Cross Steet AM Peak Hour PM Peak Hour Daily Total Colfax Jun - 91 East Pennsylvania 1013 1204 15372 Colfax Jun - 00 East Grant 932 1070 14646 Colfax Sep - 94 East Lincoln 958 999 14099 Colfax Jan - 92 East Colorado 903 1180 13404 Colfax Feb - 95 East Garfield 755 1006 12413 Colfax Jun - 90 East Franklin 411 929 11666 Colfax May - 98 East Emerson 806 897 11551

Colfax Jun - 00 West Grant 2131 1102 20057 Colfax Apr - 91 West Broadway 1220 1062 18120 Colfax Jun - 90 West Franklin 1178 1114 16903 Colfax Jun - 91 West Pennsylvania 1075 1101 16702 Colfax May - 98 West Emerson 1187 1135 16642 Colfax Sep - 94 West Lincoln 1132 1300 16438 Colfax Jan - 92 West Colorado 1189 1052 14952 Colfax Feb - 95 West Garfield 1114 1032 14348

Colfax Oct - 88 East & West Downing – – 26769

Colorado Jan - 92 North Colfax 2426 2608 30969 Colorado Jan - 92 South Colfax 2010 2197 26702 York Apr - 99 South Colfax 982 1303 14344 Grant Sep - 98 South Colfax 809 1865 12423 Washington Sep - 96 South Colfax 413 1196 8108 Corona Sep - 96 South Colfax 337 821 5864 Downing Jun - 98 North Colfax 668 389 5546 Park Ave W Jun - 90 South Colfax 380 659 5116 Franklin Jun - 90 North Colfax 264 154 2201 Franklin Jun - 90 South Colfax 107 209 1781 Garfield Feb - 95 South Colfax 37 52 461 Garfield Feb - 95 North Colfax 30 36 329

Source: Denvergov.org

66 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

Table of Bus Routes East Colfax Bus Routes Table

Boardings Boardings Alightings Alightings Bus stops on Colfax Route Eastbound Westbound Eastbound Westbound Broadway total 2219 81 45 2812 15 1269 73 32 1427 15L 950 8 13 1385 Sherman total 240 0 62 0 15 110 0 34 0 15L 130 0 28 0 Grant total 15 41 195 135 15 0 41 0 135 15L 15 0 195 0 Logan 15 125 0 123 0 Pennsylvania 15 0 148 0 142 Pearl 15 171 0 188 0 Washington 15 0 172 0 170 Clarkson 15 180 0 116 0 Ogden 15 108 82 107 67 Downing total 483 405 38 493 15 197 240 181 187 15L 286 165 207 306 Franklin (Park Ave) 15 140 266 319 95 High 15 145 313 307 165 Vine 15 84 122 87 100 Josephine total 427 557 508 348 15 161 258 266 99 15L 266 299 242 249 Elizabeth 15 30 0 78 0 Detroit 15 0 141 0 66 Fillmore 15 47 0 138 0 St. Paul 15 0 156 0 46 Cook 15 45 107 140 41 Garfield 15 33 91 81 31 Colorado total 730 823 860 683 15 290 525 511 247 15L 440 298 349 436 Total boardings and alightings on 5222 3505 3742 5394 Colfax from Broadway to Colorado RTD data collected 08/08/01 and 08/14/01

EAST COLFAX 67 has succumbed more to the needs of vehicles than pedestrians. Two critical locations are at Broadway and Colorado which have been among the city’s ten worst intersections for pedestrian accidents.

Bike Routes The 16th Avenue Promenade bike lanes one block north of Colfax provide a more pleasant environment to through cyclists. Bike routes D-11 (Franklin St.) and D13 (Steele St.) also cross Colfax.

Parking Colfax has on-street parking from Grant to Colorado, which is metered from Grant to Franklin. Almost all cross streets also have on-street parking.

68 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

●PLAN VISION ●

“Whenever and wherever societies have flourished and prospered rather than stagnated and decayed, creative and workable cities have been at the core of the phenomenon . . . . Decaying cities, declining economies and mounting social troubles travel together. The combination is not coincidental.” Jane Jacobs

EAST COLFAX 69 At the outset of the planning process, the stakeholders analyzed the strengths, weaknesses, opportunities and threats to the Colfax corridor. Using this assessment the stakeholders prepared ideal visions for the look, feel and function of East Colfax in twenty years. City staff melded these visions into a cohesive statement that the stakeholders then approved. The group created two versions, a condensed statement (below) that more succinctly summarized a longer, more prescriptive vision (see Appendix).

Vision Statement Colfax Avenue in 2020 will be a multi-modal, commercial and residential “Main Street” that complements and sustains the nearby neighborhoods and encourages walking, biking and transit use. The corridor teems with activity on the street and captures the attention of commuters and visitors. East Colfax present ◗ Multi-storied, mixed-use buildings with active ground floor uses characterize development nodes at the intersection of major transit routes along the corridor. ◗ Transportation components include a uniquely Colfax form of enhanced transit, structured parking at development nodes, on-street parking throughout, enticing pedestrian amenities, and plentiful bike racks. ◗ Housing density on the corridor supports transit and sustainable urban growth. ◗ Urban design integrates an eclectic mix of architectural forms and sustainable building materials which respect the surrounding historic architecture. ◗ Signage is simple and clear. ◗ Lighting and landscaping reinforce the street building line, enhance building facades as architectural East Colfax future features, and promote a pedestrian oriented environment. ◗ Significant structures have been preserved and adaptively reused.

Colfax welcomes and embraces neighborhood diversity that encompasses a wide variety of ages, lifestyles, economic circumstances, ethnic groups and family types. Colfax exemplifies the best of what a city can offer: a vibrant, hip, and progressive urban avenue.

70 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

East Colfax Transformation Existing Conditions ◗ Inefficient use of land near downtown ◗ No defined street wall ◗ Unpleasant pedestrian environment ◗ Visual clutter

Add Mixed Use on One Corner ◗ Beginning to define street wall ◗ Reduction of visual clutter ◗ More efficient and economically sound use of land ◗ Sound barrier between corridor and interior neighborhood

Multi-modal Street Improvements ◗ Street trees soften the urban environment ◗ Pedestrian areas are clearly delineated ◗ Consistent & functional traffic signals & lighting ◗ Improvements begin to attract more pedestrians

Additional Infill & Building Remodel ◗ Preservation & infill promotes strong architecture ◗ Efficient land use pattern provides more housing options ◗ More residents promote a viable business climate ◗ Improvements move more people through the corridor, not just cars

EAST COLFAX 71 Blueprint Denver Plan Map Excerpt

GAYLORD

RACE DOWNING

HIGH

FRANKLIN VINE

WILLIAMS

GILPIN

LAFAYETTE HUM MARION PARK

BO

LDT YORK 17TH AVE

COLORADO

CITY PARKESPLANADE

16TH

16TH 16TH

COLFAX

14TH

13TH 13TH

PENNSYLVANIA

W

M

COLUMBINE

SAIN

ELIZABETH

JOSEPHINE

HARRISON

SHERMAN

AS

ILW

FILLMORE

GARFIELD

CLARKSON

CLAYTON JACKSON DOWNING

MONROE

E D MADISON

STEELE

CORONA

H

ALBION

M

ETR

GRANT

M

T PAU

ADAMS

AU

OG

ING

COOK LO

ER

PEARL

ARIO

KEE

O

GAN DEN

S

TO

IT

ON

L

N

N

East Colfax Study Area Blueprint Denver Land Use

East Colfax Study Area Boundary

Downtown Mixed Us e Urban Reside ntial Single Fa mily Resident ial Pede strian Shopp ing District Ca mpus Ente rtainment, Cultural, Ex hibition Park

Designated Area of Change

map date: 04/26/04

72 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

●FRAMEWORK PLAN ●

LAND USE URBAN FORM AND HISTORIC PRESERVATION TRANSPORTATION P ARKING ECONOMIC DEVELOPMENT

“Observe always that everything is the result of change, and get used to thinking that there is nothing Nature loves so well as to change existing forms and make new ones of them.” Marcus Aurelius

EAST COLFAX 73 This chapter prescribes a framework for understanding the organization of the corridor and the overriding issues faced by all of the subareas. Several elements comprise the study area, a commercial arterial corridor, as well as portions of six statistical neighborhoods and seven historic landmark districts. Downtown Denver, Civic Center, Park Hill and Hale correspondingly form the east and west boundaries. Two major parks lie just south and north of the study area, Cheesman Park and City Park.

The Colfax corridor provides an important circulation function in the city,and serves as a gateway to Downtown Denver, the mountains and the plains. Colfax Avenue connects to I-70 on its eastern and western ends.Also known as US 40, it links the communities of Denver, Lakewood and Aurora with numerous destinations including Fitzsimons,Aurora Town Center, Lowry and Stapleton, National Jewish Medical Campus, the Bluebird Theatre, East High School, Lowenstein Theatre, Ogden Theatre, Filmore Theatre, Downtown Denver, Civic Center, Auraria Campus, Mile High Stadium, St.Anthony’s Hospital, the Low density commercial uses are not the highest and best use of land near downtown Federal Center, Colorado Mills and ultimately connects to Red Rocks Amphitheatre. As one of the most and transit. Such sites are ideal for heavily trafficked transit corridors, Colfax has the potential to improve its Main Street function in select redevelopment consistent with this plan’s segments with enhanced transit technology,dense residential development and expansion of commercial vision. amenities that serve residents and commuters.

City staff facilitated three land use workshops where the Plan stakeholders and the general public identified development opportunities, edge conflict areas, important historic resources, station areas and districts along the corridor with distinct identity. Each workshop produced an uncommon degree of consensus between the stakeholders and public participants. A land use concept map resulted that synthesized the ideas from the workshops. The land use concept map articulates a vision of mixed-use stretches along the corridor punctuated by significant transit station areas and surrounded by high, medium and low density residential areas.

74 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

Future Land Use Concept Map

17TH AVE PKWY PARK AVE

CITY ESPLANADE CITY PARK MONROE ST

JACKSON ST MADISONST

COOK ST HARRISON ST

STEELE ST

ADAMS ST

GARFIELD ST

COLORADO BLVD 17TH AVE

YORK ST

FRANKLIN ST

WILLIAMS ST

GAYLORD ST

GILPIN ST DOWNING ST LAFAYETTE ST

RACE ST

HIGH ST OGDENST

HUM VINE ST

CLARKSON ST

PENNSYLVANIA

EMERSON ST

SHERMAN ST

GRANT ST

PEARL ST

WASHINGTON

LO

GAN ST

BO

LDT ST

16TH AVE

16TH AVE 16TH AVE

COLFAX AVE

COLFAX

ALBION ST

COLUMBINE ST M

SAIN

JOSEPHINE ST

14TH AVE ELIZABETH ST

ILW DOWNING ST DOWNING

FILLMORE ST

EM

CLAYTON ST

CORONA ST DETR

M STEELE ST

T PAUL ST OG

ER

AUKEE ST

ARIO

SO DEN

O

IT S IT

N N ST

ST

ST

T

13TH AVE C

O

L

O

R

A

D

O

East Colfax Study Area Future Land Use Concept Map

TOD

Mixed Use

En tertainment, Civic, Cultural

High Dens ity Residentia l

Medium Density Residentia l

Low Dens ity Residentia l

Data Sources: Denver Assessors Parcel Database: April 2004 Community Planning and Development map date: 04/26/04 Please see Map Appendix (pg. 187) for a more detailed view of this map

EAST COLFAX 75 2.5

2.0

1.5

1.0 ◗LAND USE 0.5

0 H B-4 Primary Issues and Opportunities R-2 R-3 R-4 R-4-X R-4-OD9 R-4-OD1 ◗ East Colfax has historically been a high volume transportation corridor that offers opportunity for FAR as built by zone district increased density,diversity of uses and enhanced transit use. ◗ Redevelopment has started to occur, but there is no corridor specific land use and transportation 2.00 plan in place to guide future corridor development. 1.80 1.60 ◗ Vacant land, underutilized properties, inconsistent building edge, low density commercial uses (with 1.40 1.20 excessive curb cuts) and alleys (which lead to Colfax) interrupt the cohesive business environment. 1.00 0.80 ◗ Business impacts may be incompatible with adjacent residences. 0.60 0.40 ◗ Businesses in or adjacent to residential areas may desire to expand. 0.20 0 ◗ The residential to commercial edge is abrupt, there is little room to create smooth transitions or provide significant buffers between differing and/or incompatible uses. Retail Office Retail School Hotel orMotel Medical Mixed-use Industrial Residential Residential to-oriented or Utility ◗ or Church Blueprint Denver designated Colfax between Grant and Colorado as a ‘pedestrian shopping Restaurant orAu FAR Single-Familyas builtMulti-Family by land use Entertainment corridor.’ Parts of Colfax may be more appropriately designated transit-oriented development (TOD), mixed-use, commercial corridor or another land use type. There may be opportunity sites that should be included in the East Colfax (West of Colorado) Area of Change. ◗ B-4 is Denver’s ‘general business district.’ Traditionally,this has meant that any type of retail, service, TMU-30 and consumer repair or office establishment is permitted. Many residential, public, and R-4-X R-4 amusement/recreation uses are also permitted. In addition, B-4 permits some industrial uses, R-3 H-1-A including wholesale sales, warehousing, and a limited range of fabrication and assembly uses. The CMU-10 B-4 external effects of some high-impact retail uses on adjacent residential property could be addressed TOD through design guidelines and landscaping and buffering requirements. Limitations and buffering Mixed-use Pedestrian shopping corridor requirements for industrial uses are generally less restrictive than in the I-0 (light industrial) zone Colfax existing Commercial corridor district. FAR as permitted 0 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5

76 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

East Colfax Land Development Problems and Solutions

Typical Problems

◗ Illegal land use created by a tax lot split without proper rezoning (outlined in red) ◗ Shallow commercial area limits potential density (shaded in blue) ◗ Significant land area consumed by surface parking (unshaded area within red outline) ◗ Historic properties threatened by commercial expansion (shaded in green) ◗ Alley dissects block and consumes land area (shaded in yellow)

Potential Solutions

◗ Zoning boundary changes bring land uses into compliance and encourage redevelopment (shaded in purple) ◗ Improved regulatory tools encourage infill development (outlined in light blue) & structured parking (outlined in purple) ◗ Preserved & adaptively reused buildings form a transition from corridor to neighborhood (shaded in green) ◗ Reconfigured alley eliminates curb cut on Colfax, frees land for development and forms a boundary between corridor and neighborhood (shaded in yellow)

EAST COLFAX 77 Shortcomings in the B-4 Zone District Residential uses B-4 does not permit several residential uses that are permitted in the adjacent R-3, R-4 districts or in RMU districts; for example: artist studio, live work, consular residence, nursing home/hospice, monastery, fraternity/sorority house.

External effects of certain retail B-4 allows without limitations some retail uses that have external effects which are limited by hours of operation or require screening /buffering in the B-2, B-3, B-8-A/G or I-O districts; for example: eating place, animal sales and service, communications service including transmitter, commercial service and repair, B-4 allows auto-oriented uses with no screening or buffering requirements to limitother special retail uses such as LP gas and outdoor tombstone sales. external impacts.

Institutional uses B-4 allows without limitations some institutional uses that are limited in terms of hours of operation or buffering requirements in other districts; for example: ambulance service, medical laboratory,mortuary, conference center, outdoor recreation, vocational school. In addition, some uses are permitted in lower- intensity districts but not in B-4; for example: park and fire station.

Auto-oriented uses B-4 allows without limitations some auto-oriented retail and industrial uses that have external effects which are limited in terms of hours of operation or screening/buffering in the B-2, B-3, B-8-A/G or I-O districts; for example: auto repair, gas station, car wash, parking, auto, large vehicle, and equipment sales lots.

Industrial uses B-4 allows without limitations industrial and utility uses that have external effects which have limits on hours of operation or screening/buffering requirements in the B-8-A/G or I-O districts; for example: special trade contractor, printing and publishing, manufacturing, fabrication and assembly,wholesale trade, warehousing, and vehicle storage.

Parcel depth along East Colfax varies considerably — out of 194 commercial parcels adjacent to the corridor, 19 parcels (10%) are under 50' deep, 86 parcels (44%) are under 100' deep, 56 parcels (29%) are between 100' — 150' deep and 33 parcels (17%) are over 150' deep. Increasing parcel depth would

78 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN generally require rezoning adjacent residential land to allow for commercial uses or parking. However, in general, this is contrary to the Capitol Hill/Cheesman Park (1993) and Congress Park (1995) Plans, and to Blueprint Denver’s designation of adjacent residential areas as Areas of Stability. The exception to this is the area north of Colfax and west of Franklin, which is designated an Area of Change. Blueprint Denver allows that small area planning may refine Area of Change and Stability boundaries in order to account for changing conditions or community support for development on opportunity sites that would facilitate desired growth such as infill or redevelopment on vacant and underutilized parcels.

Development standards in the B-4 zone district fall short of furthering the Blueprint Denver vision of pedestrian-friendly uses and of compatibility between Areas of Change and Stability. There is no “build-to” line. Parking and drive-aisles are permitted between structures and the sidewalk. There are no front bulk plane requirements to allow sunlight on public spaces. No open space requirements exist for residential B-4 zoning allows parking and drive aisles uses. between structures and the sidewalk, falling far short of the Blueprint Denver vision for FAR (Floor Area Ratio) is the ratio of the sum of all the usable square footage of all floors in thepedestrian building oriented design. to the total square footage of the lot. An FAR of 1:1 is typical of pedestrian-oriented shopping corridors, though higher FAR may be appropriate near downtown or in significant transit station areas or activity centers along a corridor. The existing average achieved FAR for the East Colfax corridor is low,0.7:1. Parking requirements limit the amount of FAR that can be achieved and constrained lot depths often prevent enough development to justify the cost of structured or subterranean parking. The highest FARs are for hospital, multi-family and mixed-uses, in the H, R4X, and the R4OD9 and R4OD1 zones. The lowest FARs are for single-family residential, auto-oriented retail, franchise restaurants, and (appropriately) in the R-2 zone.

Few parcels in the East Colfax study area exceed 50,000 SF. High density development on these sites can catalyze reinvestment along the Critical opportunity sites (especially at key intersections) have been lost to low density,auto-orientedcorridor. uses.

The current zoning creates challenges to the development model that is desirable for “Enhanced Transportation Corridors” under the Blueprint Denver vision. The existing B-4 zoning allows inappropriate uses (for example, industrial land uses with little review adjacent to residential areas). Though it is an intense business zone district, its design and development standards do not encourage the mix of uses or degree of development appropriate for enhanced transit corridors. Shallow commercial lot depth, split lot zoning, limited assemblage potential, and certain regulatory requirements (especially floor area ratio limits and parking requirements) in concert with prevailing market conditions (land prices, lease and sale rates, cost of development and land availability) constrain the development potential

EAST COLFAX 79 for mixed-use projects on the corridor. Working in tandem, these factors often result in a low density, single use commercial development pattern that lacks a residential component. This lowest common denominator pattern of development erodes the critical residential base that creates round the clock activity. The low-density,single-use, auto-oriented commercial product prevails as the most feasible under existing regulatory standards and overtime contributes to the depopulation of the East Colfax corridor.

Goals ◗ Organize corridor growth to be dense, compact and transit supportive. ◗ Encourage the location of commercial, housing, employment, open space and civic uses within walking distance of transit stops. ◗ Provide a mix of housing types (townhouse, rowhouse, duplex, multi-family,live work and artist studio), occupancy status (rental and ownership units), densities and costs (low-income, affordable and market rate). ◗ Encourage infill and redevelopment along East Colfax that complements historic resources along and near the corridor. ◗ Encourage mixed-use development with the greatest intensity focused to the corridor, and especially at transit station areas. ◗ Preserve and adaptively reuse historic resources in the study area. ◗ Create a contiguous street wall along the corridor comprised primarily of mixed-use buildings that reinforce a Main Street character with housing and/or offices over active ground floor uses such as civic operations, destination or neighborhood-serving retail and entertainment venues. ◗ Enhance and maintain the viability of high-density residential and commercial uses, especially where assemblages are contiguous to the corridor or where opportunities exist to restore a cohesive urban, mixed-use area on vacant or underutilized parcels. ◗ Manage business operations to avoid negative impacts from lighting, hours of operation, noise, drive- in speakers, trash removal, deliveries, odors, etc. ◗ Promote a stable, safe, attractive, appropriately lighted (but not excessively lit) retail area with a mix of offices, neighborhood businesses, and destination uses within identifiable districts.

Goal: Promote dense, compact and transit supportive growth.

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◗ Preserve services and housing for people living on low to no incomes. Provide human services in appropriate locations and protect the health, safety and welfare of all community members.

Recommendations ◗ Support infill development of retail, office and residential uses. Consider the complementary nature of a project in the context of surrounding or nearby uses. Encourage both horizontal and vertical mixed use. Mixed-use projects, with commercial or public uses on the ground floor and residential (including low-income, affordable housing and market rate) and/or office on the upper levels, are especially appropriate. Minimize construction projects with extremely low site coverage ratios. Discourage low density,single use development with excessive parking. ◗ Develop new zoning tools that provide appropriate design and development standards consistentDevelop urban models for franchise architecture like this missed opportunity with a pedestrian friendly,mixed-use transit corridor. Encourage creative building standardsfor athat Blockbuster video store. afford development flexibility,attract new commercial development, promote neighborhood serving “Mom & Pop” businesses and support adaptive reuse of historic resources. Consider parking reductions for uses with low parking demand (such as boutique retail under 5,000 SF). Provide incentives (such as FAR credits and or parking reductions) for assemblages that incorporate and reuse historic structures. ◗ Develop tools to adequately address the transition between the corridor and the neighborhood:

❚ To ensure neighborhood stability,stratify the commercial uses that may extend from the corridor into the neighborhood so that only those uses with positive impacts on residential character (such as small scale, neighborhood serving, walk-up traffic generators) seep into the Create seamless transitions between the neighborhoods. neighborhood and the corridor, like this transit supportive, urban residential infill ❚ project that respects traditional development To the greatest extent possible focus both structural and use intensity to the commercialpatterns corridor next to the historic Leetonia Building and away from residential areas. (Colfax at Vine). ❚ Incorporate design and development standards to address solar access and privacy protection, such as bulk plane, building orientation and roof forms.

EAST COLFAX 81 ◗URBAN FORM AND HISTORIC PRESERVATION

Primary Issues and Opportunities In a poorly defined pedestrian area Urban Design driveways, roadway and sidewalk are virtually indistinguishable from each other. ◗ The historic development patterns of Colfax include buildings that come up to the street with ample storefront windows and pedestrian entrances onto the street. This development pattern creates a pedestrian friendly environment that complements a multi-modal transportation system. Much of the recent development along Colfax is auto-oriented and does not respect this traditional pattern. ◗ New auto oriented land uses conflict with the desire for an inviting and safe pedestrian realm. ◗ The east-west orientation of Colfax results in a pattern where the short end of the block fronts on to the corridor. Narrow parcels create redevelopment challenges. ◗ Colfax lacks consistent and organized streetscape improvements with uniform standards for street trees, street furniture (benches, kiosks, etc.), bus shelters, lighting (fixture types, lighting levels), directional and wayfinding signage and sidewalk paving standards. Streetscape improvements including street trees, trash receptacles, screening walls (for◗ Visual clutter, especially excessive commercial signage degrades the aesthetics of the corridor. parking areas and drive aisles), paving techniques and transit stop upgrades define ◗ Alleys bisect many of the blocks facing Colfax creating challenges for redevelopment while also and create an inviting pedestrian area. eliminating the opportunity for a boundary between commercial and residential parcels.

Historic Preservation ◗ There are numerous historic sites along Colfax.There is an especially rich stock of buildings built prior to 1945 in the study area that potentially could benefit from the economic incentives associated with historic designation. Rehabilitation and reuse of these structures would contribute to the neighborhood character and attract the business of commuters and visitors seeking destination commercial venues.

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◗ Infill development along East Colfax, especially projects that may be adjacent to historic residential resources needs to be context sensitive. Good design can reduce the apparent size of new construction, and allow new buildings to fit in with smaller buildings.

Goals Urban Design ◗ Ensure that future development on Colfax encourages pedestrian activity by continuing the traditional development patterns found on Colfax including: buildings at the street edge, ample façade transparencies (windows) and street facing pedestrian entrances. ◗ Develop a uniform streetscape along Colfax that clearly defines the pedestrian space, andBefore includes consistent lighting, street furniture, sidewalk paving and landscaping standards. Unify basic streetscape infrastructure, but allow additional elements that demarcate districts along the corridor. ◗ Encourage the use of signage appropriate to the context of Colfax.This may include both pedestrian scale and auto oriented signage that recalls the historic character of Colfax which includes the use of projecting signs and neon. ◗ Promote a gradual transition between different types of uses to create visual continuity between proposed and existing development, especially between commercial and residential land uses. ◗ Promote the functional and visual compatibility between adjacent neighborhoods and differing types of land uses. Deliberately use building and site design features to form a transition between the corridor and the neighborhood, as well as compatibly integrate or disguise uses that otherwise After would have significant external effects on the surrounding environment. Minor façade improvements enhance the appearance of commercial areas.

Historic Preservation Link the development of the neighborhood and community with building designs that use references to natural, historical, traditional and/or cultural context. Restore, reuse and maintain historic resources, and capitalize on the economic development benefits of historic preservation (tax incentives, branding, restoration grants).

EAST COLFAX 83 Recommendations Urban Design ◗ Develop context sensitive zoning that incorporates design standards that encourage pedestrian oriented development. ◗ Encourage a variation in architectural forms and materials where appropriate, but ensure compatibility of architectural features (massing, scale). Preserve solar access to adjacent properties and protect residential privacy.Create an architectural diversity that fosters an eclectic urban atmosphere, yet reflects and blends elements of the historic corridor with adjacent neighborhoods. ◗ Develop a streetscape plan for Colfax with uniform standards for appropriate street trees, tree grate design, street furniture, lighting (fixtures and types) and signage (directional and way finding). Before ◗ Control signage (private commercial, regulatory and directional) and promote creative guidelines that contribute to visual aesthetics of the corridor, reintroduce artful neon design, aid building and use identification, promote safety and express the Colfax brand image. Signage should be complementary to the architecture of the corridor and should aid in the way finding needs of visitors to the corridor. ◗ Consider alley vacations to create linear assemblage along the corridor and to form natural boundaries between residential and commercial properties.Where an existing alley terminates in a “T” or an “L”configuration between the commercial on the corridor and adjacent residential uses, the alley configuration should be retained.Any future zoning changes should be constrained by these existing physical boundaries, unless it may be clearly demonstrated that an alley vacation would not have negative impacts on adjacent residential uses. For example, a new alley alignment After would be acceptable if it allows a vacant parcel to be incorporated into an assemblage that is Trees in grates transitioning to tree lawns contiguous to the corridor and resultant development would fill a gap in the urban neighborhood help distinguish residential areas from commercial areas. Additional improvements fabric. (see graphic on page 91 for clarification) (including appropriate lighting on commercial buildings as well as parking lot landscaping and screening walls) mitigate some of the external effects of commercial development.

Historic Preservation ◗ Pursue landmark designation for Colfax similar to the Downtown Denver Historic District that allows owners of historic resources to leverage economic incentives for preservation, without restricting the development potential of adjacent properties.

◗ Interpret the history of Colfax/US 40 in the streetscape design elements. Refer to the Colfax

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Historical and Transportation Joint Study and the US 40 Heritage Corridor Plan for interpretive elements for the corridor. Interpretive elements will form the basis of a public art program for the corridor.Work with the Mayor’s Office of Art, Culture a Film to establish a public art program for the corridor.

Design Standards The overall vision of Colfax as a mixed-use pedestrian and transit friendly avenue should be promoted through the use of zoning language that incorporates easily administered formed based zoning concepts. This would include the use of design standards that are based on the underlying patterns and proportions of Colfax and should encourage new development to respect these characteristics. Design standards should not prohibit architectural creativity but should be viewed as the foundation on which to design architectural forms, which challenge the senses, spark debate, draw visitors and create future landmarks.

New zoning language for Colfax should be based on objectives identified in this plan including maintaining a (1) main street character (2) providing a transit pedestrian orientation (promoting the urban design character of the various sub-areas) and (4) ensuring a standard of design quality that is consistent with the overall vision for Colfax. New zoning language should incorporate the following Urban Design Principals:

Site and Building Design 1. Continue Colfax’s physical character, including mixed use development, and convenient access to transit. Billboards dwarf buildings and create visual 2. Arrange residential, employment, retail, service, and open space uses to be convenient toclutter. and Wall art can be an interesting and more compatible with each other. effective alternative to billboards. 3. Create spatial definition of the street with buildings and landscaping to promote pedestrian activity. ◗ Orient buildings to the street so that they form a consistent street wall. Orient structures on corner lots to “hold the corner.”Consider “build-to lines”defined by a line drawn parallel to the block face, along which a building should be built. 4. Minimize the visual impacts of parking areas, parking structures, and residential garages on streets, open spaces, and adjoining development.

EAST COLFAX 85 ◗ Design parking and site access so that the impact on the pedestrian realm is minimized. Examples of this include locating parking at the rear of the site away from the street, utilizing the alley for site access and designing drive-through uses so that they do not conflict with the pedestrian realm. 5. Create buildings that provide human scale and interest through use of varied forms, materials, details, and colors while relating the size, dimension and symmetry of new construction to the proportions of adjacent buildings. ◗ Mass— Relate the perceived form, quantity or aggregate volumes of new construction to the form of historic patterns of commercial buildings on Colfax and/or residential structures north and south of the corridor. New construction should be compatible in scale, setback, and orientation with existing buildings exhibiting traditional development patterns. ◗ Scale— Relate the intervals, rhythm and order of new construction to adjacent structures that reflect traditional commercial development patterns. ◗ Spacing— Relate the location of windows, doorways and other features, horizontal or vertical banding, caps, bases and central entries to adjacent structures that reflect traditional development patterns. ◗ Taller buildings are expected to step back to preserve pedestrian scale or compatibility with existing structures. 6. Provide architecturally finished and detailed elevations for all exposures of the building with the primary street facing facade, having appropriate architectural expression. Subordinate volumes, balconies, orientation of◗ Include human-scaled building elements and architectural variation, including form, detail, windows and doors, step backs and periodic relief in the wall plane of a façade are design materials and colors to provide visual interest. Prominent and/or decorative parapets and treatments that can minimize the perceived cornices are appropriate. Use repeating patterns of color, texture, material or change in plane as mass of a structure. integral parts of the building fabric, not superficially applied. ◗ Provide pedestrian active uses on the first floor of commercial and mixed-use buildings, directly accessible from public space. Use transparent clear glazed area that permits view of interior activities. Large expanses of blank wall are not appropriate for pedestrian oriented development. 7. Provide a primary building entrance facing or clearly visible from the public sidewalk. ◗ Clearly articulate the main entrance of buildings.The main entrance should be oriented to and level with the primary street. Secondary entrances may be provided from parking areas or side streets.

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8. Use durable materials that complement Denver’s tradition as a city of brick and masonry construction. ◗ Construct buildings of durable solid materials, such as brick, masonry,architectural metals, concrete, tile and glass block systems when properly finished and detailed. 9. Ensure that signs are compatible with and are an enhancement of the character of the surrounding district and adjacent buildings when considered in terms of scale, color, material, and lighting levels. Signs should be creative in the use of two and three dimension forms, profiles, and iconographic representation while being constructed of high quality durable materials that are appropriate to an urban setting.

Streetscape Design A uniform streetscape along Colfax would aid in the identification of a consistent image for the corridor while improving the physical appearance of the corridor. Streetscape standards should include the basic streetscape infrastructure, while identifying additional elements that demarcate the individual districts along the corridor.

1. Develop streetscape standards for the corridor that create a pedestrian friendly environment, including ◗ Wide sidewalks where space permits ◗ Street trees in grates with automatic irrigation systems Simple streetscape elements can soften the ◗ hard urban environment, provide visual relief Safe pedestrian and bicycle crossing points and a sense of design rhythm. ◗ Street furniture such as benches and trash receptacles at high volume pedestrian areas ◗ Street and pedestrian lighting ◗ On-street parking, bike racks and bus stops 2. Transit Station Area Streetscape: Use streetscape elements at transit station areas that reinforce the area as a key transit transfer point or stop including: ◗ Distinct color and form, real time arrival/departure forecasting device, and visual media display ◗ Station area amenities – clearly visible clock, newsstand, public pay phone, information booth/police substation, schedule postings ◗ Plaza area with adequate space to sit and rest while waiting for transit ◗ Distinctive wayfinding signage system that includes directions to destinations within a 1/4 to 1/2 mile walking distance of the station area

Los Angeles uses special design features and brightly colored buses to better identify its rapid transit system.

EAST COLFAX 87 Existing Conditions: Low Density

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Future Concept: Medium Density

EAST COLFAX 89 Future Concept: High Density

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Alleys that lead to Colfax (Figure 1): Alley Configuration Types ◗ Reduce pedestrian safety and comfort with curb cuts “T” ALLEY CONFIGURATION that interrupt the sidewalk ◗ Increase potential for accidents and traffic congestion due to mid-block vehicle turning movements ◗ Limit the potential for linear property assemblage and development along the commercial corridor

Alleys that terminate in "T" or "L" configurations (Figures 2 & 3): EXISTING ALLEY CONFIGURATION ◗ Provide access to parking areas ◗ Encourage linear assemblage and property development along the commercial corridor,rather than deep into the residential areas off of the corridor Figure 2 - Preferred ◗ Create stronger boundaries between commercial and residential areas; the alley width acts as a buffer zone creating distance between residential and commercial development “L” ALLEY CONFIGURATION ◗ Improve the pedestrian environment and reduce mid-block vehicle turning movements on the corridor

Figure 1 - Existing

Commercial mixed-use Residential Alley Figure 3 - Preferred

EAST COLFAX 91 Transportation Map

17TH AVE PKWY CI

STEELE ST TY PARK ESPLANADE

FILLMORE ST

DETROIT ST

17TH AVE COLORADO BLVD

GRANT ST W CLAR

SHERMAN ST

LOGAN ST

FRANKLIN ST DOWNING ST DOWNING

ASHINGTO PARK AVE

KSON ST

N

16TH AVE GARFIELD ST 16TH AVE COOK ST

HIGH ST

VINE ST

EMERSON ST 16TH AVE

COLFAX AVE

SAINT PAUL ST

JOSEPHINE ST 14TH AVE DOWNING ST DOWNING

CO

O

YORK ST

RACE ST R

GDEN ST

ONA ST

13TH AVE East Colfax Study Area Transportation Map

Blueprint Denver Street Class ifications Main Arterial Mixed Use Arterial Residential Arterial Residential Collector All other streets are “Undesignated Local”

Bike Routes

Bus St ops / Ridership Volume* 108 200 201 300

301 500

501 1590

*Ridership Volume = Combined Average Boardings and Exits per day

Data Sources: RTD and Blueprint Denver Please see Map Appendix (pg. 187) for a more detailed view of this map map date: 04/26/04

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◗TRANSPORTATION AND INFRASTRUCTURE

Primary Issues and Opportunities ◗ East Colfax carries in excess of 35,000 vehicles and 20,000 transit riders per day. The mode split for alternative transportation is among the highest in the region. Mobility options & accessibility are critical ◗ transportation functions on enhanced transit According to research prepared for the Pedestrian Master Plan, East Colfax has a high frequencycorridors, of like Colfax. vehicle vs. pedestrian accident intersections (where four or more pedestrian-auto accidents were reported to the Denver Police Department over the three-year period from 2000-2002). ◗ A number of elements interrupt the continuity of the pedestrian realm and create an inhospitable pedestrian environment including:

❚ Vacant land, underutilized properties that create gaps in the urban fabric ❚ Inconsistent building edge ❚ Low density commercial uses (especially those with excessive curb cuts) Most Dangerous Intersections for Pedestrians ❚ A general lack of safe pedestrian crossings (ranked by highest frequency of vehicle collisions with pedestrians): ❚ Alleys (which lead to Colfax) ❚ Narrow sidewalks ❚ An overabundace of obstructions in sidewalks (sign posts, parking meters, trash receptacles1. Clarkson and St. & 9. Alameda & Federal Colfax the like) 10. Alameda & Tejon 2. 20th St. & Blake 11. Broadway & Evans ❚ Excessive curb cuts that reduce safety,create conflicts with pedestrians, break the continuity of 3. Alameda & 12. Colfax & Colorado the streetscape and interrupt traffic flow Broadway 13. Colfax & Kalamath 4. Broadway and ◗ Major transit station areas and transfer points are virtually indistinguishable from subordinateColfax stops. 14. Colfax & Raleigh Future development patterns should include unique designs and markers that distinguish 5.important Colfax & Josephine 15. Colfax & Sherman transit nodes within the context of the corridor. 6. Federal & Jewell 16. Evans & Federal ◗ RTD’s adopted corridor build out plan does not include rail or major transit investment on7. East1st Ave. & Federal 17. Evans & Monaco Colfax. Based on analysis of existing and anticipated demand and numbers of destinations8. along 20th Ave. & Federal 18. Federal & Florida and directly linked to the corridor, the transit vehicles and infrastructure warrant enhancement.

EAST COLFAX 93 “Traveler, there is no path, Residential densities adjacent to the corridor indicate considerable latent demand that could be paths are made by walking.” captured with an improved transit technology. Unlike other significant commuter streets in the Antonio Machado City,East Colfax supports a consistently high level of usage, not just spikes during the rush hours. This type of “round the clock” usage also increases the efficiency of investments in enhanced transit vehicles and infrastructure. From a market perspective, major transit investments function as assets that increase the corridor’s customer base. Existing use, latent demand,“round the clock” demand and market benefits are all reasons for transit improvements. ◗ The one-way couplets north and south of the corridor (17th-18th and 13th-14th Avenues) entice some automobile commuter traffic away from East Colfax and alleviate some of the pressure to serve the peak hour demand of automobiles. The capacity constraints position East Colfax to best absorb the commuting demand of transit riders with an enhanced technology. It is better suited to handle additional transit capacity than additional automobiles. ◗ The segment of Colfax between Williams and High Streets floods frequently during large storm events. This has been confirmed in the Denver Storm Drainage Master Plan update. The “Thirty First St. Outfall” project, which is included in the latest draft of the Master Plan, will upgrade drainage facilities in this watershed area and should reduce ponding on East Colfax. (It is currently an unprioritized $16.5 M need.) However, large storm events will continue to create flooding problems for properties on the south side of East Colfax between Williams and High Streets. ◗ Constrained sidewalk width limits site distances and perceived safety for pedestrians. ◗ The street contains few pedestrian amenities such as bulb outs that reduce street crossing distances or islands that provide pedestrian refuge areas. ◗ Drivers on Colfax experience frequent start and stop movements due to congestion. ◗ Overall traffic volume and movements create serious concerns for public health, safety and welfare. ◗ A number of schools lie in close proximity to the corridor. Consideration should be given to improving access to and from the corridor to area schools.

East Colfax carries in excess of 20,000 transit riders per day. Goals ◗ Upgrade the transit technology to a level suitable both to the existing, and latent, levels of demand and oriented to the land use development potential of the corridor. ◗ Restore a multi-modal “Main Street” character along Colfax consistent with Blueprint Denver

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standards. ◗ Create a pedestrian-friendly street network that directly links destinations along the corridor. ◗ Manage access and limit curb cuts along Colfax. ◗ Improve the safety of intersections and the public right-of-way along Colfax. ◗ Address infrastructure inadequacies.

Recommendations ◗ Consider alley vacations, alley easements and new alley configurations (“T” and/or “L”alignments - see page 91) along East Colfax where they would facilitate the recommended land uses.Major An alley transit station areas are virtually vacation may be appropriate when: indistinguishable from subordinate stops like this one near the City Park Esplanade. ❚ All property owners on both sides of the alley support the alley vacation ❚ The owners would “L”the alley out to one of the named streets (Public Works typically prefers an “L”with one curb cut instead of a “T”which requires two curb cuts because of the extra pedestrian and traffic interruption on usually lower volume side streets) ❚ New alley construction meets the standard dimensions depending on traffic conditions and location (such as in an Historic District) ❚ Owners come to agreement on how to relocate and pay any costs associated with relocating buried and/or “poled”utilities accessed through the existing alley ❚ Owners come to agreement on how to relocate and pay any costs associated with relocating storm drainage ❚ The owners “improve” (pave in concrete) the reconfigured alley,if the existing alley currently is unimproved ❚ The owners demonstrate that potential traffic numbers and impacts on adjacent land uses (in particular, residential) will not have a net negative effect ◗ Conduct a Roadway Safety Audit and recommend improvements to enhance pedestrian safety. ◗ Identify street corners where color-enhanced handicapped ramps have not been installed and upgrade these areas. Coordinate these upgrades within a reasonable timeframe with other planned infrastructure improvements. ◗ Consider ways to improve access between East Colfax and area schools in the design of new developments within 1,500 feet of schools.

EAST COLFAX 95 “Any town that doesn’t have sidewalks ◗ Encourage existing and new developments along East Colfax to participate in a Transit Demand doesn’t love its children.” Management (TDM) program. Margaret Mead ◗ Coordinate with RTD, CDOT and Aurora to pursue additional study funding for the entire East Colfax transit corridor (downtown to I-225) to prepare new cross sections and implement significant transit upgrades. ◗ Before significant resurfacing or new transit elements are built into the right of way,consideration should be given to create better cross drainage from the south to the north side of East Colfax in the vicinity of Williams and High Streets (e.g. siphons, squash boxes or underground detention with use of the soon-to-be abandoned “City Ditch”). ◗ Corner and mid block bump-outs are encouraged to improve pedestrian comfort, help to clearly delineate pedestrian areas and provide visual relief along the corridor. ◗ Promote the corridor as a walkable environment with Active Living by Design standards and strategies for pedestrian infrastructure. Organize an Active Living by Design Committee to pursue grant funding, develop strategies and implement projects along East Colfax.

Schools within walking distance of East Colfax:

◗ Wyman Elementary

◗ Teller Elementary

◗ Gove Middle School

◗ Morey Middle School

◗ Emerson Street School

◗ Emily Griffith Opportunity School

◗ East High School

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◗P ARKING

Primary Issues and Opportunities ◗ Parking is discussed at length in the East Colfax Parking Study. Among the strategies identified are shared parking between uses which have different periods of peak demand, payment byT developersypical block on East Colfax of a fee in lieu of providing required parking (which is used by the city to build parking structures), lowered parking requirements for uses adjacent to transit, reduced parking requirements for uses that encourage other alternative transportation modes, maximum parking requirements,“The and automobile has not merely taken over the street, it has dissolved the living tissue allowing uses to provide required parking off site. Denver’s mixed use districts allow reductionsof the city. in Its appetite for space is absolutely parking requirements for proximity to transit and for shared parking. In addition, they haveinsatiable; parking moving and parked, it devours requirements that are 50% lower for most retail uses than the requirements in the B-4 district.urban land, leaving the buildings as mere islands of habitable space in a sea of ◗ Parking is poorly distributed along the East Colfax corridor. dangerous and ugly traffic.” James Marston Fitch, ◗ The parking demands of the East Colfax corridor are greater than the available on and off-streetNew York Times, 1 May 1960 parking. ◗ Excessive curb cuts consume valuable space for on-street parking. Businesses consistently need on- street parking to serve their patrons. ◗ Some commercial uses found along East Colfax have parking requirements that are incompatible with the intensity of the use (providing either too much or too little parking). Many older commercial buildings do not provide sufficient parking for the grandfathered uses allowed therein. Conversely,many small to medium sized retail and commercial uses have parking requirements that make adaptive re-use or new development of sites too costly. ◗ Residential neighborhoods bordering Colfax are inundated day and night with spillover parking from commuter, retail, commercial and entertainment event parking demands. ◗ No direct correlation exists between the provision of parking and significant transit station areas along East Colfax despite evidence of commuter park and ride behavior where commuters drive

EAST COLFAX 97 Peak hours of parking demand close-in, parking for free on the neighborhood streets and ride the 15 transit line into downtown. ◗ Few if any shared parking arrangements supply parking efficiently to uses with differing periods of peak demand. ◗ Parking is generally poorly located and designed, and undermines the pedestrian environment.

Goals ◗ Develop a Parking Masterplan along Colfax that improves both on- and off-street parking areas. ◗ Minimize adverse impacts of spillover parking in neighborhoods. ◗ Through appropriate design and development standards, as well as public-private partnerships, strategically provide parking along the corridor to ensure adequate supply for residents, businesses, event traffic and commuters (especially at major transit nodes). Promote park and ride behavior in commuters and event-goers at key transit station areas.

Recommendations ◗ Develop a phased parking strategy for the corridor, responsive to changing market conditions and development economics. Strategy elements will include: shared parking opportunities, ratio reductions, parking districts, public parking facilities, etc. ◗ Participate in public-private partnerships to create shared parking facilities along E. Colfax where they would facilitate the recommended land uses. Create a parking district that would allow parking buyouts and/or have taxing authority to fund structured parking facilities. ◗ Consider allowing parking reductions for developments along East Colfax that:

❚ Use Transportation Demand Management (TDM) strategies ❚ Locate within 1/4 mile of an enhanced transit station area or “super stop” ❚ Meet a minimum FAR threshold ❚ Facilitate the recommended land uses (including low-income and affordable housing), contain a mix of uses or demonstrate limited trip generation at any given time ❚ Engage in shared parking arrangements between uses with varying hours of peak parking demand ❚ Adaptively reuse historic resources ◗ Locate future shared parking facilities in the vicinity of enhanced transit station nodes around the

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current 15 Limited stops at Colorado,York/Josephine and Downing, and consider an additional location near the five point intersection of Park Avenue, East Colfax and Franklin. Work with significant trip generators (National Jewish, Bluebird Theater, popular restaurants, Fillmore Theater, Ogden Theater,Temple Events Center, St. John’s Cathedral, Basilica of the Immaculate Conception) in these areas to promote transit access to the destinations. ◗ Remove as many existing curb cuts as possible along the corridor to increase the amount of on- street parking ◗ Provide free 30 minute parking to encourage parking roll-over at specific retail oriented areas along the corridor. ◗ Develop incentives for all existing parking lots and auto display lots bordering Colfax to improve the safety,security and streetscape at these locations. Unacceptable location of parking ◗ Follow the Commercial Corridors Design Guidelines and the Denver Parking Lot Design and Landscaping Standards by including landscaping, screen walls, safe lighting and complementary contextual architectural features. ◗ Place parking regulatory signs on Parking meters in lieu of separate and adjacent poles. ◗ Consolidate signage for parking (lot entrance wayfinding, fare box, regulatory information) to the greatest extent possible. ◗ Use lower brightness levels and provide full horizontal cut-off fixtures to minimize the off-site impacts of parking areas and prevent light trespass on adjacent private property or public right of ways. ◗ Provide ADA compliant access to all off-street parking areas. Acceptable location of parking

Preferred location of parking

EAST COLFAX 99 ◗ECONOMIC ACTIVITY

In the last decade downtown rebirth dominated the planning and development agendas of numerous U.S. cities. With successful renewal of the core city,corridors (particularly former streetcar lines that provide access to inner ring suburbs) are the new pioneer for investment and redevelopment. To be successful a strong economic development program must accompany a vision for land use and transportation.

An analysis of the East Colfax retail, housing, office and lodging trade areas and demand summaries follow. This information provides a framework for the future economic development of the corridor. To position the corridor for revitalization this economic development framework is a guide for public policy, regulatory and investment decisions. Additionally,this analysis should be used to leverage private investment and partnership interests in the redevelopment of the corridor.

The East Colfax corridor is located in the central portion of the Denver metropolitan area and crosses multiple municipalities. That segment of the corridor, which is located in the City of Denver, and which is the subject of this report, extends approximately 2.5 miles, from the 300 block of East Colfax to the 4000 block at Colorado Boulevard. There are approximately 263 business interests either contiguous to, or impacted by access issues or other influences in this segment. All were considered part of the study area. These properties represent a combined total area of nearly 90 acres. The map in the introduction section of of this plan illustrates the length of the study area and area of influence, land uses in the corridor, and location of district boundaries.

Given its central location within the Denver metropolitan area, the East Colfax corridor is strategically located to capture a substantial share of the region’s traffic and business growth. Forecasts indicate that more than 650,000 square feet of office space, 540,000 square feet of retail space, nearly 1,300 residential units and 165 lodging rooms could be absorbed in the trade area over the next five years, from which the corridor could draw. The level of investment which actually occurs within the corridor will be directly proportionate to the City and property owners’ commitment to wait for “right” investment (consistent with the plan), introduce stronger physical connections, implement supportive infill policies, identify

100 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN creative financial solutions, and remove “barriers.” Barriers to corridor redevelopment fall withinForecasts four indicate that in the next five principal categories — physical, market, regulatory and financial. The discussion, which followsyears generally a trade area (that includes East Colfax) could absorb: describes these barriers in the context of existing conditions within the corridor and its districts. ◗ 650,000 SF of office space The East Colfax Corridor can best be described as a mature urban corridor, with limited new investment, fragmented ownership and a fairly inconsistent base of commercial and service uses. Uses in ◗the540,000 corridor SF of retail space fall within the following categories — retail sales, auto-oriented, service office, lodging, and government.◗ 1,300 multi-family residential units The biggest concentrations fall within the retail sales and personal service segments (84) which◗ 165 includes hotel rooms traditional office tenants. The largest component of the corridor’s retail inventory falls withinThe the percent food / of this demand captured on the drink away from home (69) category. corridor will be a factor of the City and community commitment to facilitate desired Ownership information revealed that 17 properties (5.9 acres), are held by out-of-state interests.investment. The average parcel size on the corridor is 0.6 acres (26,136 SF), with the largest single assemblage 12.9 acres (561,924). There are only 11 parcels larger than one acre.

As described earlier, the segment of the East Colfax Corridor considered for this analysis extends approximately 2.5 miles. Bordering the neighborhoods of Park Hill and Hale on its east end and Downtown Denver on its west, the character and quality of development in the corridor is generally different within select segments or districts. The western segment is heavily influenced by its proximity to Downtown Denver, the State Capitol and several cultural venues located adjacent to Civic Center Park. The central segments are impacted by the medical district, East High School, and residential neighborhoods immediately adjacent to the corridor’s commercial parcels. The eastern segment, anchored by the National Jewish Medical campus, serves as a gateway to the corridor and Downtown Denver. A description of conditions within each of six districts, along with a discussion of barriers to investment within them, is presented as follows.

Market Analysis Critical to interpreting the Corridor’s competitive position within the trade area and Metro Denver, is an understanding of the supply characteristics of competitive developments. In order to identify potential market opportunities given the area’s competitive position and prevailing market conditions, demand estimates were also prepared. The following discussion presents an overview of: the methodology used to select land uses and determine their trade areas; the role each land use plays in the Corridor; existing supply conditions; and, estimates of future demand by land use type.

EAST COLFAX 101 Methodology Looking to the experience of similar markets which have revitalized over the past decade, as well as the vision for East Colfax expressed in Blueprint Denver, principal land uses / products were identified for analysis including attached ownership and rental housing units, commercial retail space (in-line and free- standing), office and incubator space, and lodging units. In order to quantify estimates of demand by land use, land use-specific trade areas were defined with consideration of the following factors. ◗ Physical Barriers— the presence of certain physical barriers including highways, arterials, significant structures influencing driving and shopping patterns; ◗ Location of Possible Competition— a significant inventory of potentially competitive projects Proximity to population and employment diminishing the market share available to new projects; concentrations is a positive economic indicator for East Colfax. ◗ Proximity to Population and/or Employment Concentrations— population and/or employment concentrations in an area resulting in more population and households to support new projects (density and “rooftops"); ◗ Zoning— a restrictive or favorable regulatory environment influencing a developer’s interest in delivering projects in one location vs. another; ◗ Market Factors— conditions which will set sale and lease prices or impact a project’s revenue potential (value) and influence a developer’s interest; ◗ Drive Times, Spending and Commuting— Patterns established habits / patterns impacting a project’s ability to capture market share (or require re-education).

Within each trade area, baseline estimates were prepared and later adjusted based on consideration of future events which could potentially increase or decrease absorption activity and/or project values. (See discussion which follows.)

Events Matrix Critical to interpreting the study area’s future competitive position for development growth is an understanding of potential “events” which could impact the character and quantity of select land uses as reflected in absorption activity and project values. Events, which were considered, include: competition or introduction of major improvement projects (infrastructure); new development and redevelopment projects (development); and, completion of land use and capital planning documents (planning).

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Colfax Corridor events matrix

EAST COLFAX 103 For the purpose of this analysis, infrastructure events were considered to have an impact when money had been committed or construction had begun. Development events were considered to have a significant impact as they essentially served to “prove up” the market. A planning event was not considered to have any immediate impact in and of itself. Finally,it was assumed that regulatory barriers would be eliminated to accommodate the vision of the plan.

The events identified are presented on the preceding page. The numbers presented in the matrix reflect the net effect (increase or decrease), as a percent of the baseline capture rate. Events with a neutral impact are left blank. Impacts from the events matrix were then combined to establish an overall estimated percentage increase (or decrease) in forecasted capture rates by land use over time. The table below presents a summary of these assumptions.

New for sale units at Chamberlin Heights The discussion that follows presents supply conditions and demand analyses for each land use, which are sparked reinvestment in the area around Colfax and Steele by creating a critical massthen adjusted to reflect the defined impacts of the identified events at select intervals over a twenty-year of population and activity to support retail period. and dining establishments.

Housing Historically,the East Colfax Corridor served as one of Denver’s centers for commercial retail, service and financial activity. Today,while similar corridors across the country continue to play a role in these arenas, their function and purpose has changed markedly. From Portland, Maine to Portland, Oregon, in communities ranging from 2,500 to 2.5 million, historic commercial corridors are making a comeback, not only as a center for services, products and employment, but as urban neighborhoods with residences, entertainment venues and community gathering places.

Residential supply characteristics for the trade area housing markets are summarized as follows: ◗ According to the Meyer’s Group, 149 townhome and condominium units were sold through July 2003 in the trade area, for a year-to-date absorption average of 21 units per month (a steep decline from the previous 24 months). ◗ Among active developments, unit prices ranged from $59,000 to $2.0 million. ◗ The total inventory of apartment units in Denver stands at 99,987 as of mid-year 2003, up from 98,752 in the previous year. Approximately 5.5 percent, or 5,500 of these, are located within the trade area.

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East Colfax Residential Trade Area (note: same as retail trade area)

EAST COLFAX 105 ◗ Vacancies in the submarkets which comprise the trade area increased from 8.5 percent in third quarter 2002 to 12.3 percent in 2003 for the same period. ◗ The majority of vacant units in these submarkets are priced above $900 per month.

Demand for new residential units is primarily a factor of the growth in income-qualified households within a trade area. Projected trade area household growth was analyzed along with historical patterns of single- and multi-family development to arrive at an estimated average annual demand for housing in the trade area of approximately 1,300 units per year over the period 2003 to 2007 and 975 units per year over the period 2008 to 2012. Demand for ownership units, of which a portion would be attached vs. detached, is expected to account for approximately 50 percent of overall trade area demand or approximately 640 and 480 units per year, correspondingly. Assuming a 10 percent capture rate of trade area housing demand, annual demand for new units within the East Colfax Corridor could be expected to total between 50 and 60 over the next ten years.

Retail The existing retail base in the Corridor is relatively dispersed and does not provide an adequate mix of shopping and service opportunities to meet the needs of an evolving resident profile. One of the primary goals of this plan is to concentrate retail/service activity at key centers, or “nodes”,along the corridor. By doing so, this activity is not diluted along a lengthy service area, but rather is allowed to build a critical mass at key locations. The resulting activity centers will encourage both an expansion and diversification New residences and restaurants near the of the Corridor’s overall retail/service tenant base. Bluebird Theater reinvent a sense of place along a small stretch of East Colfax. Retail supply characteristics for the trade area are summarized as follows: ◗ The Midtown Retail Submarket, that submarket most reflective of the primary trade area, at mid-year 2003 totaled approximately 3.2 million square feet, or 4%. ◗ Vacancies in this submarket declined, slightly,from 7.9% to 7.4% during the period 2002 to 2003. ◗ Retail products which dominate the Midtown Submarket include the small strip center and single tenant store, representing 1.1 million and 737,000 SF,respectively. ◗ The biggest vacancies among products in this submarket occurred within large strips, which reported a mid-year 2003 rate of 14.4 percent.

Demand for retail space is determined by the potential level of retail expenditures in a given trade area.

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East Colfax Retail Trade Area (note: same as residential trade area)

EAST COLFAX 107 Existing and projected total household retail expenditures in the trade area were determined by multiplying growth in households with that portion of household income typically spent on general retail purchases. A final adjustment was made to account for sales imported from daytime non-resident employees working in the trade area. The results of this analysis indicated demand for between 500,000 and 550,000 square feet of additional retail space in the trade area over the next five years. Demand from non-resident daytime employees adds additional demand for between 80,000 and 85,000 square feet — primarily for dining and personal services.

The degree to which the Corridor is able to capture new demand within the trade area (and beyond) is a function of the redevelopment process itself. Given the highly competitive nature of retail development, successful redevelopment of the Corridor will depend on defining the Corridor as a “place”in the minds of area residents. Redeveloping it as retail and community destinations will necessarily increase its ability Proximity to downtown and Uptown make East Colfax an attractive location for to capture not only a greater share of its trade area demand, but also to reach beyond those boundaries. Midtown Office uses like the Upper As Corridor redevelopment begins to take hold and land prices begin to rise, physical limitations which Colfax Business Center. currently restrict the scale of redevelopment opportunities will lessen as low FAR (Floor Area Ratio) uses such as automotive sales succumb to market forces and land owners begin to seek the highest and best use for an increasingly valuable asset. This evolution will be expedited if assisted by favorable zoning which encourages a denser product model.

Office Another foundation of this plan is the provision of live/work opportunities within the Corridor. In concert with densifying housing, office development can be introduced to further strengthen the connection between employment uses and residential uses. The Corridor will also work as a business address if there are ample opportunities for business support space, retail services, eating and drinking establishments, and government and other institutional tenants.

Office supply characteristics for the trade area are summarized as follows: ◗ At mid-year 2003, the Midtown Office Submarket, had an inventory of approximately 5.9 million square feet, representing the second smallest office sector in the metro area or 7 percent. ◗ Vacancies in the Midtown Submarket during this period were 15.3 percent, the lowest in the metro area that currently averages 23.3 percent. ◗ The second office sector which comprises the trade area is the Northeast Submarket. At mid-year

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East Colfax Office Trade Area

EAST COLFAX 109 2003, the Northeast Office Submarket had an inventory of approximately 1.4 million square feet, or 2 percent of the metro area total. ◗ Vacancies in the Northeast Submarket during this period were 18.5 percent, slightly behind the Southwest Submarket at 17.1 percent. ◗ A comparison of office products by class suggested that Class C office products dominate the Midtown Submarket (1.8 million square feet) and Class B and C the Northeast Submarket (603,000 and 463,000 SF,respectively).

Demand for new office space is derived from two primary sources: expansion of existing industry and the relocation of new companies into the market. Employment projections by industry classification for the trade area were used to estimate an average annual demand.

The analysis revealed annual demand for approximately 694,000 square feet of new office space within the trade area between 2003 and 2007 and 885,000 square feet between 2008 and 2012. A capture rate of approximately 5 percent would generate annual demand on the corridor for approximately 35,000 square feet and 44,000, respectively,for these two time periods.

As with demand for retail space, the ability to capture additional demand both within and outside of the trade area depends on the overall success of the redevelopment process itself. Office demand will likely be limited to smaller Class B multi-tenant space, with the exception of the nodes where Class A space may be possible in the mid-term. As the Corridor redevelops and land prices begin to increase, demand for higher density mixed-use projects (e.g. “office-over-retail”) will begin to emerge. The more successful the City is in establishing the Corridor as a destination, the greater will be the ability to capture demand Boutique Hotels and Bed & Breakfast Inns from tenants seeking these kinds of urban locations. promote tourism and provide lodging for individuals seeking unique local experiences

Lodging The development of quality hotel rooms and meeting facilities is a critical determinant of the economic health of a central city area. Hotel rooms support existing businesses and provide accommodations for tourists and visitors. Meeting facilities, such as conference and convention centers, help to maintain and enhance existing business and tourism, and can also act as a catalyst for urban revitalization. The economic importance of visitors to a community cannot be overstated. Not only do they generate spending which creates positive spin-off activities, but they become potential “ambassadors” for the community, marketing its attributes to other cities.

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East Colfax Lodging Trade Area

EAST COLFAX 111 The Midtown Submarket has a current lodging supply of approximately 46,700 room nights of supply. Redevelopment Analysis by Land Use Properties included in this supply range from full-service hotel properties offering restaurant, lounge and Value of Improvements meeting facilities and representing the upper end of the lodging market, to limited service hotels, which Land Use to Value of Land do not offer these services and represent the middle of the lodging market. This hotel inventory is (Unweighted ratios) currently operating at an average annual occupancy rate of approximately 60 percent and an average daily Single-family 3.9 rate of approximately $70.00 — both indicators of a depressed lodging market. Multi-family 7.8 Hotel or motel 2 Demand for hotel rooms is derived from corporate and government travelers, groups and/or tours, and Mixed-use 6.6 leisure travelers. These demand generators comprise the corporate, group and tourist segments of the Retail 1.6 lodging market. Support for additional hotel rooms within a market results from increases in the Restaurant/entertainment 1.5 Auto-oriented retail 0.7 employment base (corporate segment) and increases in travel by the other demand generators (group and Office 3.2 tourist segments). Medical 11.5 School or church 1.7 As noted, there are currently 46,700 room nights of supply within the Midtown Submarket with overall Industrial 2.3 average annual market occupancy of approximately 60 percent. This equates to approximately 334,000 Parking or vacant 0 room nights of demand annually. A stable market experiences an average annual occupancy rate of at least 70 percent, which, in the Midtown market, equates to approximately 234,000 room nights of The table compares the value of improvementsdemand annually. By these industry standards, there is an oversupply in the market of approximately 160 (buildings) to the value of land, illustrating the degree of property utilization. Not rooms. Growth in the Corporate,Tourist and Group hotel market segments over the next five years is surprisingly, vacant land and low density expected to generate 42,000 new room nights of demand or an additional 165 rooms in the Midtown development such as auto-oriented retail andSubmarket (after addressing the current oversupply of rooms). fast-food restaurants result in underutilized property. This level of demand in the overall Midtown market area would likely support the addition of at least two new hotel properties within the next 5 to 10 years. The Corridor is likely to compete most effectively for a smaller, limited-service hotel appropriate for both the business and leisure traveler.

Primary Issues and Opportunities ◗ Analysis of data supplied by the Denver Assessor’s Office indicates a parcel’s economic potential for redevelopment (see Underutilized Properties map). The analysis compares the assessed value of the land to the assessed value of the improvements on that land. A ratio of less than 1.0 indicates that the land has potential for redevelopment, and a value of less than .5 indicates that the land has a high potential for redevelopment. Parcels with the highest potential for redevelopment are parking lots or vacant, as well as auto-oriented retail uses: car dealerships, gas stations, garages, and car

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Underutilized Properties Map

East Colfax Study Area Land-Structure Value Ratio

Adequate

Underutilized

Missing Data

map date: 04/26/04 Please see Map Appendix (pg. 187) for a more detailed view of this map

EAST COLFAX 113 washes. However, auto-oriented uses often return a high revenue stream to the owner, and the costs of environmental cleanup often reduce their appeal as redevelopment sites. Conversely,medical uses have a high ratio, and yet Denver is experiencing an exodus of hospital uses, with high-density residential the most prevalent replacement use. ◗ Prevailing market conditions in concert with the current regulatory environment, promote a low-density commercial development pattern within the corridor. Future development and redevelopment projects will require a range of regulatory,financial and marketing strategies designed to address the challenges presented by a variety of lot sizes and use programs. ◗ As a high volume transportation corridor, Colfax offers significant opportunities for economic development and private investment activity. Traffic is the lifeblood of retailers. However, in the changing environment of the commercial corridor, like the downtowns before them, the definition of traffic and how it is accommodated needs to be flexible. Traffic includes pedestrians, bicycles, trains and buses in addition to automobiles. All of these modes need to be encouraged and protected in a manner appropriate for the defined “role of the street” in a designated location within the corridor. ◗ A review of median household incomes, in the context of rental households, suggested an opportunity for ownership attached (condominium and townhome) housing products with a broad price range. ◗ Concentrating housing density near or on the corridor will provide additional demand for convenience and/or service retail space. Potential retail niches for the corridor include: food and drink away from home, household equipment, hobby,entertainment and recreation. ◗ The highest growth employment sector in the trade area is projected to be non-manufacturing industries, consisting primarily of small businesses. This represents an opportunity for the corridor to develop smaller, multi-tenant office space, incubator space and live/work units. ◗ Corridor commercial vacancy and rental rates are not currently at levels required to support new development and/or redevelopment. Therefore,“seed” money will likely be necessary to leverage private investment in projects that will “jump-start” re-investment activity throughout the corridor, especially façade money and other small business programs. ◗ East Colfax lacks a coherent identity with little synergy among uses. The retail environment changes constantly. Competition from both shopping destinations and non-store shopping

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alternatives require that retailers and property owners perpetually reposition themselves. Changes in retail are the result of changes in consumer behavior brought about by demographic shifts, advances in technology,and expanded shopping choice. ◗ Linear expanses of low-density,auto-oriented, national franchise commercial uses diminish the corridor’s ability to be a unique place either a commercial destination or urban neighborhood. ◗ Issues associated with real and perceived problems with crime, prostitution, drugs and the experience of riding transit tarnish the image of Colfax. ◗ Two significant challenges to corridor revitalization are over-zoning and a lack of diversity among commercial land uses. Few markets have enough depth to support the amount of commercial space zoned within their commercial corridors. With too much single use — one-dimensional form of development — an area loses the opportunity for place-making and the character, diversityShallow and infill sites challenge developers. vitality which come with it. Here development must be context sensitive and supported with adequate regulatory tools. ◗ Properties within commercial corridors, and other inner ring and central city locations, rarely respond quickly to changes in the market, instantly putting them at a competitive disadvantage with their greenfield (suburban) competitors. Due to regulatory and financial obstacles, these properties lag behind the curve and therefore tend to attract few credit tenants, and more often than not, second-generation space users. ◗ East Colfax contains an abundance of underutilized land including surface parking lots, vacant parcels, abandoned buildings, and low-density and single-tenant commercial uses. ◗ There are few penalties/disincentives for speculation, blight, under-utilization and derelict property/building maintenance and management. ◗ Small average lot sizes and fragmented ownership patterns are two of the most significant barriers to sizable development projects in commercial corridors. Fragmented ownership can limit continuity in design character and quality across multiple uses in the same location. The complexity and timing of redevelopment projects is directly proportionate to the number of affected property owners. ◗ Although the responsibility of assembling property can be that of a non-profit community development corporation or private property interests, experience has proven that those cities which take on a more proactive role in the assemblage of properties for redevelopment are at a distinct competitive advantage for investment.

EAST COLFAX 115 ◗ Residential parcels adjacent to the corridor are threatened by expansion pressure from commercial projects requiring a larger assemblage to make their development work under the existing zoning. ◗ Valuable historic resources that define the place-making characteristics of East Colfax are located on and adjacent to the corridor. Assemblages and rezonings should demonstrate compatibility with adjacent residential areas and preservation of historically-significant structures. Creative development solutions should be employed to achieve both preservation and development.

Goals ◗ Ready the corridor for reinvestment and position East Colfax to capture a greater share of the region’s housing, commercial, business and lodging growth. ◗ Improve the image of the corridor and recreate the corridor as “a place”for residents, employees and visitors. ◗ Increase public and private investment in the corridor. ◗ Eliminate regulatory and financial barriers to investment. ◗ Identify a brand image for the corridor, as well as districts within the corridor. ◗ Revitalize deteriorating and declining business and shopping areas through rehabilitation or replacement with appropriate uses.

Concentrating housing density on East Colfax will provide additional demand for: Entertainment, services and dining Recommendations ◗ Design a regulatory and economic development framework that is responsive to challenges presented by a range of lot sizes and ownership structures and which encourages project concepts consistent with the vision of this plan. The investment potential of all parcels immediately adjacent to the corridor must be increased where there is a demonstrated gap or need with tools including gap financing,Tax Increment Financing (TIF), special districts, land write-downs, fee waivers, tax abatement, etc. ◗ Work with the Mayor’s Office of Economic Development to:

❚ Leverage existing city resources to aid private investment (such as low interest neighborhood revitalization and façade loans); ❚ Facilitate creation of empowerment / enterprise zones of investment; ❚ Coordinate improvement district strategies;

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❚ Incubate small businesses; ❚ Promote access to other lending sources or financing mechanisms; and ❚ Market the development potential of the corridor and supportive city resources to developers interested in building projects consistent with the plan vision. ◗ Work with the Denver Urban Renewal Authority (DURA) to create urban renewal districts within targeted investment areas of the corridor. ◗ Select a brand and market a new image for East Colfax as a destination for authentic, local flavor. ◗ Promote the unique attributes of the individual districts that distinguish different segments of the corridor. Illustrate the brand through physical improvements, as well as promotion materials. Promote the corridor as an alternative to downtown, particularly for small to mid-size businesses, incubator, and entrepreneurial ventures. Carve a niche for East Colfax as a destination for local entertainment, shopping and restaurant venues. ◗ Work with the Denver Police Department, Denver Human Services (and other social service providers) and adjacent municipalities to promote property owner and neighborhood monitoring programs in order to reduce violent crime, loitering and aggressive panhandling, drug activity,graffiti and prostitution. Potentially encourage a public presence on the street (sub-station). Increase enforcement of existing regulations regarding neglected and derelict buildings and properties, temporary signage, and other conditions that degrade the physical environment of the corridor or impact the health, safety and welfare of the community. Pete’s Kitchen draws visitors and promotes Colfax as a destination for local flavor. ◗ Give priority status to node locations along East Colfax for public offices outside the core municipal campus at Colfax and 14th Avenue when the City needs to provide satellite office locations. ◗ Partner and consult with the Colfax Business Improvement District, elevating their role as the area’s clearinghouse for corridor information, marketing, promotion, and business development resources. Potentially encourage a partnership with the Downtown Denver Partnership in order to leverage staff and financial resources. ◗ Maintain a database of information about the demographics of the corridor and adjacent neighborhoods, as well as market conditions, in order to communicate opportunities for investment. ◗ Either expand the umbrella of the Colfax Business Improvement District, or create a supplemental organization (community development corporation — CDC), to facilitate acquisition of catalyst properties for private investment consistent with the vision for the corridor.

EAST COLFAX 117 ◗ Expand existing improvement district organization to serve property and business interests on the corridor. Principle functions will include clean and safe programs, events coordination and corridor promotion. ◗ Work with the Colfax Business Improvement District, Denver Police Department, Metro Convention and Visitors Bureau, Downtown Denver Partnership, local roadrunners’ clubs and adjacent municipalities to establish an annual Colfax Marathon. ◗ Consider the creation of a “speculator tax”for vacant and underutilized properties, effectively taxing the land portion of a property at a higher rate and the improvement at a lower rate. ◗ Encourage RTD to supplement City incentives with transit incentives that encourage dense development concepts within the identified nodes along the corridor. Incentives could include enhanced transit improvements, shared parking expenses, participation in infrastructure costs, district and neighborhood signs, street furniture, and transit-oriented development dollars.

Local establishments create a market niche for East Colfax.

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●DISTRICT PLANS ●

“The homogenous and undifferentiated character of modern cities kills all variety of lifestyles and arrests the growth of individual character. . . . Do everything possible to enrich the cultures and subcultures of the city into a vast mosaic of . . . spatial territory, each with the power to create its own distinct lifestyle.” Christopher Alexander

EAST COLFAX 119 ◗COLFAX IDENTITY AND THE GEOGRAPHY OF THE PLAN VISION

The framework plan identifies the overarching issues facing the study area as a whole. The following district plans refine the geography of the plan vision and provide information specific to distinct sections of the corridor. A district map supplements the land use concept map to define character areas that distinguish each segment of the East Colfax study area. These individual districts describe the relationship between the corridor and the immediately adjacent residential neighborhoods.

The land use concept map and district plans provide information about the types of mutually supportive uses, development programs and design elements that will establish a sense of place along distinct stretches of the corridor. The land use concept map and district plans should guide future zoning boundary changes and inform the contents of a zone district appropriate for an enhanced transit corridor. However, the land use map and district plans do not convey or deny any zoning privileges. Any changes to the existing zoning conditions will be pursued under a separate process as prescribed by the Revised Municipal Code.

Development of the corridor should create a brand image to reverse the negative associations with Colfax. Management of the physical environment then becomes a marketing tool, allowing Colfax to attract a variety of uses and doing so in a coherent fashion. Diversity should exist in the different areas, but a common theme and agglomeration of uses will foster a sense of place and more clearly articulated image. The descriptions that follow are ideal characteristics, and reflect the type of development to which new projects should aspire.

Districts Mixed-Use Districts: Transit Oriented Development Districts: Capitol Village Downing Station Midtown Colfax Esplanade Station Colfax Promenade Colorado Boulevard Station

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District Map

Please see Map Appendix (pg. 187) for a more detailed view of this map

EAST COLFAX 121 ◗CAPITOL VILLAGE DISTRICT

Geography The Capitol Village district forms the far western end of the study area. Sixteenth Avenue Promenade and 14th Avenue bound it on the north and south, and Grant and Downing on the west and east. Downtown, the State Capitol, Civic Center, regional entertainment venues (Ogden, Fillmore,Temple Events Center, Denver Turnverein), Denver Art Museum, Denver Public Library,Basilica of the Immaculate Conception, Molly Brown House, St. John’s Cathedral and the 16th Street Transit Mall are either in the district or within easy walking distance.

Vision Capitol Village is a 24-hour marketplace. This is the most intensely developed portion of the corridor blending new mixed-use development with historic urban residences. While the uses lining 14th Avenue and 16th Avenue are primarily residential in nature, there is a greater bleed of mixed use from the Capitol Village extends roughly from the Statecorridor resulting in infill projects on vacant and underutilized parcels that create a more integrated, Capitol to the Ogden Theater along East Colfax.active district feel. The area is tolerant of greater architectural diversity with modern architecture coexistent with historic resources in a blend that fuels the eclecticism of the environment. Entertainment venues, ethnic and specialty restaurants, as well as unique shopping experiences draw residents and tourists interested in local flavor and offerings. Public plazas and gathering places are integrated within building sites. There is a deliberate mix of activity generators (ambient, impulse and destination entertainment), activity extenders (primarily dining establishments) and activity inducers (primarily retail) that fuel the 24-hour marketplace. The area draws many single residents and accessory retail caters to this market’s distinctive needs and lifestyle preferences. The active lifestyles in this area keep a significant pedestrian presence on the street that improves the perceived comfort and safety of the environment.

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Primary Issues and Opportunities ◗ The price of land in the area, particularly due to its location adjacent to downtown, combined with zoning limitations on density,challenge the economic feasibility of new development and redevelopment projects. ◗ Compared to Downtown’s offerings, retail in this portion of the corridor does not adequately capitalize on area “draws” including the State Capitol, and select dining and entertainment establishments. ◗ The corridor’s current “brand” is plagued by perceptions of crime, dirt, aggressive panhandling, public feedings and instances of neglectful property management. ◗ Surface parking lots consume prime land development space in this area, but provide significant opportunities for infill development. Existing conditions ◗ Vertical intensity may be more acceptable here due to the proximity and scale of Downtown. The City Park and State Capitol view planes affect some portions of Capitol Village and height limits on new development should be consistent with these restrictions. ◗ A high degree of density and an intense mix of uses are appropriate for Capitol Village. ◗ Entertainment venues, tourism oriented uses (boutique hotel, event centers, etc.), destination retail and restaurants, and urban residential are highly appropriate uses in this area. ◗ State government workers and visitors, commuters, nearby residents and Downtown workers provide opportunities to build a distinct customer base for the uses that are appropriate to Capitol Village. ◗ A number of historic resources can be found in this area. Few incentives have been employed for the adaptive reuse and preservation of these resources. Future development concept ◗ Property values in this area can be cost prohibitive for redevelopment. Entertainment venues, tourism oriented uses (boutique hotel, event centers, etc.), ◗ The Right-of-Way west of Pearl is constrained to 80 feet from building face to building face.destination retail and restaurants, and urban Pedestrian walkways and on-street parking are limited as a result. The extremely narrowresidential and uses are highly appropriate in obstructed sidewalk at Grant Street to the east is an impediment to people wishing to ventureCapitol from Village. downtown into the corridor. This severely constrained pedestrian area chokes off the corridor from downtown in arguably the most significant pedestrian area in the corridor.

EAST COLFAX 123 Goals ◗ Maximize development in this area through infill on vacant parcels, redevelopment of underutilized parcels and adaptive reuse of historic resources. ◗ Preserve and adaptively reuse historic resources. ◗ Establish and reinforce an Entertainment District anchored by the Ogden and the Fillmore between Clarkson and Corona. ◗ Reconnect Capitol Village with the State Capitol, Civic Center and downtown through enhanced pedestrian connections especially between Grant and Washington Streets. ◗ Promote the area as a destination for local shopping, restaurants and entertainment.

Surface parking lots consume prime land ◗ Develop a boutique hotel in the vicinity of the State Capitol or the Temple Events Center. development space in Capitol Village, but provide significant opportunities for infill development. Recommendations ◗ Where the ROW is constrained to 80 feet, enhance the limited pedestrian space through building designs that include recessed first floors and pedestrian arcades. Increase the sidewalk width between Grant and Washington, this could be accomplished through the removal of on street parking or center turn lanes. ◗ Create a shared parking structure wrapped in mixed use in the vicinity of Pearl and Colfax and/or the Ogden and Fillmore Theaters to accommodate residents, visitors and event traffic. ◗ Consider the closure of Emerson for conversion to parking and enhanced bike route/pedestrian connections to the corridor from the neighborhood. ◗ Identify rezoning opportunities along East Colfax. Appropriate areas may include:

❚ The two Blueprint Denver designated Areas of Change within the boundaries of the study area (these include portions of the East Colfax – West of Colorado Area of Change and the Downtown Area of Change), ❚ Within 200 feet of Colfax, and/or ❚ Other potential opportunity sites (vacant or underutilized parcels) ◗ Build the Capitol Village population base with high-density multi-family residential development with limited (accessory commercial) active ground floor uses off of the corridor, and focus commercial intensity (especially mixed-use projects with a residential component) to assemblages

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contiguous to the East Colfax corridor. Allow a more diverse mix of uses in the Capitol Village Areas of Change. Limit intense commercial expansion to opportunity sites and/or 200 feet (where appropriate) on the south side of Colfax. Retain residential character and use on parcels fronting 14th Avenue and 16th Avenue Promenade. ◗ Establish a view corridor from Colfax to St. John’s Cathedral and incorporate significant public space in the design of new development in this area. ◗ Work with the Fillmore and Ogden Theaters and RTD to promote transit access to concerts and other events held at the theaters.

East Colfax theater venues that showcase national and local talent form the basis of an entertainment district in Capitol Village.

EAST COLFAX 125 ◗MIDTOWN COLFAX DISTRICT

Geography Midtown Colfax lies between Downing to Vine, and 14th to 16th Avenues.This area includes the Upper Midtown Colfax extends from Downing to Colfax Historic Business District (between Downing & Gilpin), as well as portions of the Wyman and Park Vine along East Colfax, south of the Uptown Avenue Historic Districts. Cheesman Park, three bed and breakfast hotels (Castle Marne Historic Bed & Hospital District and north of Cheesman Park.Breakfast, Holiday Chalet and Adagio B&B),Wyman Elementary School,Warren Village and the Uptown Hospital district lie just a few blocks north and south of the corridor.The union of three fundamental axes occurs at the five point intersection of Park Avenue, Franklin and Colfax.The Franklin Street axis connects Colfax with Cheesman Park and the Uptown Hospital District.The Park Avenue axis connects Colfax to Coors Field/Northeast Downtown, and the Colfax corridor itself is the axis of Aurora, Lakewood and Denver.The area includes an abundance of adaptively reused historic structures such as the Colonnade, Alta Court and the Rosenstock, as well as Colfax icons: Pete’s Kitchen and the Satire Lounge.

Vision Infill development (Ramada Inn, the Upper Colfax Business Center) and adaptive reuse of historic resources (Colonnade,Alta Court, Rosenstock, Bourbon Square) in the Upper Colfax Historic Business District form the basis of the identity and future redevelopment model for Midtown Colfax. Office, or residential, over retail characterizes the mix of uses. This district encourages mid-town office development that supports the hospital community and businesses that benefit from proximity to downtown, without the downtown rents.The area is the mid-point between the active and more entertainment/tourist-oriented, 24-hour marketplace to the west and the lower density residential area to the east. The Upper Colfax Historic Business District is the fulcrum of Midtown Colfax and the larger corridor.The five-point intersection of Park Avenue, Franklin and Colfax is a natural space for a civic focal point.As the employment center on the corridor, the Upper Colfax Historic Business District and similar Midtown Colfax contains iconographic businesses like the Satire Lounge. redevelopment projects in Midtown Colfax draw workers from the neighborhoods east and connect small businesses to downtown.An agglomeration of business support uses here includes postal services,

126 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN printing and copying, labor services, as well as a workforce development or business incubation center. Within 200’ of the corridor, historic structures are creatively re-used as office space and integrated with new development contiguous to the corridor.This is a medium density area with limited activity after business hours. Uses that remain open past 5:00 p.m. include art galleries, restaurants and other primarily neighborhood serving retail.

Primary Issues and Opportunities ◗ The 5-point intersection of Park Avenue, Franklin and Colfax presents the opportunity to create a significant civic focal point along the corridor. ◗ The potential connections between Civic Center, LoDo, Coors Field, Cheesman Park and the Uptown Hospital District from the 5-point intersection at Park Avenue, Franklin and East Colfax reinforce the need to consider pedestrian infrastructure, multi-modal circulation and access. ◗ The existing uses and development potential around Park Avenue, especially north of the corridor, would support denser, mixed-use projects. ◗ The Wyman Historic District overlaps the majority of Midtown Colfax. ◗ The recently approved City Park West Overly District 9 application originally included a portion of the East Colfax study area. This portion was exempted from the application so that it could be addressed in this plan and subsequent zoning changes that occur as part of implementation. ◗ Should the opportunity arise, the high-rise brick storage building at Vine should be adaptively reused for residential or office space. ◗ Concentrations of bars and dilapidated buildings cause noise, poor property maintenance and a negative market perception. ◗ Regulatory and market conditions favor a low-density single tenant retail land use pattern inconsistent with an urban redevelopment framework. ◗ The availability of parking is limited and insufficient to address a denser pattern of development. ◗ A higher than average (for the corridor) percent of properties are held by out-of-town property owners; parcels are generally small with fragmented ownership. ◗ Warehouse and parking uses disrupt urban form and limit densities needed to attract credit tenant investment. The five-point intersection at Park Avenue, Franklin St. & Colfax is a critical redevelopment area.

EAST COLFAX 127 ◗ Market conditions (lease rates) in the area will limit investment in office employment uses, other than subsidized incubator space, for the near-term.

Goals ◗ Promote the 5-point intersection at Park Avenue as a village node appropriate for high density mixed-use, particularly projects which incorporate residential uses over active ground floor retail, as well as structured parking. ◗ Enhance the design of the 5-point intersection at Park Avenue, Franklin and Colfax. ◗ Promote an identity brand for Midtown Colfax geared toward midtown office and support uses. The Upper Colfax Business Center contains New development should respect and build on the Wyman and Park Avenue Historic Districts mixed use office over active ground floor context as part of the area’s brand image. uses, which is especially appropriate in ◗ Ensure and respect the integrity of the Wyman Historic District. Incorporate context sensitive Midtown Colfax. design to reinforce a brand image that reflects the historic architecture. ◗ Reinforce business development and support uses in Midtown Colfax and establish incubator space in the area to help grow local micro-enterprises.

Recommendations ◗ Consider long-term strategies to redesign the Park Avenue, Franklin and Colfax intersection and create a focal point that emphasizes the importance of this intersection as a gateway to Civic Center, Northeast Downtown, Cheesman Park and the Uptown hospital complex. Explore the possibility of a roundabout design that incorporates a statue of Schuyler Colfax at Park Avenue. ◗ Consider future designation of the Park Avenue node as a transit station area, and preserve development opportunity sites for high density,transit supportive land uses and site designs. ◗ The portion of City Park West/Wyman Historic District from Gilpin to the alley between Gaylord and York and outside of a distance 200 feet from Colfax (this distance may vary depending on the presence of development opportunity sites) should be considered for OD-9 designation. Historic buildings, adaptively reused as offices, like Alta Court in the Upper Colfax ◗ Develop building and site design standards, as well as wayfinding programs to reinforce the Franklin Historic Business District are the model for Street axis that connects Cheesman Park, Colfax and the Uptown hospital complex, especially as a redevelopment in the rest of Midtown Colfax. significant pedestrian route, as well as the Park Avenue axis that connects, Colfax, the Uptown hospital complex, East Village, Northeast Downtown and Coors Field.

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◗COLFAX PROMENADE DISTRICT

Geography Saint Paul to Garfield, Colfax to 16th Avenue forms the northern portion of the district, while Columbine to Garfield, Colfax to 14th Avenue forms the southern portion. The area includes parts of the ColfaxSouth CityPromenade lies between East High Park and Congress Park neighborhoods, the Snell Subdivision Historic District (Colfax A and BSchool Avenues), and Colorado Boulevard. Stable, the Bluebird Theater, and the new Chamberlin Heights infill development project at Colfax andhistoric, Steele, assingle-family residential areas flank East Colfax on the north and south well as many “Mom & Pop” shops and “local favorite” venues such as Collins Bicycle Shop, the innewly this area. renovated Tommy’s Thai,Goosetown Tavern, Mezcal, Bastien’s Steak House and the P.S.Lounge.

Vision “Mom and Pop” shops line this portion of Colfax from the edges of the Esplanade Station to Garfield Street. Business traffic is primarily walk-up or served by on-street parking. With the parking constraints here, destination retail, entertainment and restaurant uses are limited, but boutique shops, delis, small markets, barbers, bike shops, hardware stores, art galleries and similar low intensity uses are the norm. The lot depths are more constrained in this area, and the Area of Change follows the existing B-4 boundaries for the most part. Small studios, apartments and live work units are encouraged on the small commercial parcels. In the few areas where minor assemblages exist, residential infill projects with accessory commercial develop over time.

Primary Issues and Opportunities ◗ Commercial lot depths are particularly shallow in Colfax Promenade (more so than along other parts of the corridor), and deep assemblages are limited by the presence of highly stable turn of the century residential neighborhoods to the north and south. Expansion of the commercial area beyond its existing boundaries would severely impact the adjacent residential neighborhoods, particularly South City Park which is just two city blocks deep.

EAST COLFAX 129 ◗ Colfax Promenade includes a number of historic “taxpayer strips” that provide a boutique retail context. ◗ In this section of East Colfax, travel speeds and right of way width create a significant barrier to comfortable pedestrian crossings. With City Park lying 2 blocks north of Colfax, the area needs stronger north-south pedestrian connections. ◗ The redevelopment of Mercy Hospital as the planned City Park South residential project will introduce a significant population base to the area that could support neighborhood serving walk- up businesses along the corridor. ◗ Development economics support the presence of low-density commercial uses, but there is an absence of sufficient off-site parking to accommodate a significant redevelopment scenario. Colfax Promenade contains many historic ◗ Despite healthy traffic counts, this segment’s location is removed from Colorado Boulevard and its “tax payer strips” – block long commercial storefronts built during the streetcar era to forecasted traffic and use counts. pay the taxes and hold the land for future ◗ Given use mix there is an inability to leverage other operators for attraction of customers. This development. effort will require marketing.

Goals ◗ Promote an identity of characteristically “Mom & Pop” style commercial uses in this section. ◗ Improve pedestrian crossings particularly at intersections that correspond to entrances at City Park. ◗ Draw visitors from City Park to Colfax Promenade. ◗ Ensure strong pedestrian orientation of development in this area to encourage neighborhood access by foot and bike. ◗ Reinforce the residential nature of this section of East Colfax.

◗ Preserve the existing character of predominantly historic single-family residential outside of the existing B-4 commercial boundaries.

South City Park neighborhood in Colfax Promenade is just 2 blocks wide, commercial expansion into this residential area would threaten the stability of the neighborhood.

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Recommendations ◗ Develop flexible zoning with design and development standards that promote “Mom & Pop” businesses that are low impact and serve a primarily walk-up, neighborhood customer base. ◗ Limit uses by right that have excessive parking demand. ◗ Support residential development along this stretch of Colfax. ◗ Encourage shared and structured parking for the area to accommodate uses with intense parking needs. ◗ Work with the City Park Alliance,Denver Zoo, Museum of Nature and Science and the City Park Golf Course to co-promote businesses along Colfax Promenade and events at City Park attractions,Find innovative such ways to introduce residential as “buy one get one free” meals at restaurants with the presentation of a ticket stub fromuses a City to Park Colfax Promenade, as in this “pop-top” event or venue. of a taxpayer strip in Boulder, Colorado. ◗ Work with Bluebird Theater and RTD to promote transit access to concerts and other events at the theater. ◗ Work with the Colfax Business Improvement District, Office of Economic Development and Small Business Administration to develop unique programs to attract, preserve, protect and promote small independent business along Colfax Promenade.

EAST COLFAX 131 Transit Oriented Development (TOD) Districts are highly urbanized places at the intersection of significant transit routes that have a concentration of jobs, housing units, commercial uses, public spaces, pedestrian activity and a sense of place. ◗TRANSIT ORIENTED DEVELOPMENT (TOD) DISTRICTS

TOD Context A key strategy for revitalization of East Colfax is based on redevelopment and targeted investment in key transit oriented development districts, or “catalyst areas”, which hold investment potential despite select economic and physical redevelopment challenges. These areas are defined as: highly urbanized places at the intersection of significant transportation routes that have a concentration of jobs, housing units, commercial uses, public spaces, pedestrian activity and a sense of place. Predominant land uses within transit station areas can be residential, commercial and public. Within this relatively compact geographic area, different land uses are found side by side or within the same structures. Station areas contain a mix of uses in developments with minimal setbacks, reduced parking requirements, and taller structures, all in an effort to achieve higher densities necessary to support transit, pedestrian activity,private investment and a sense of place. This plan identifies the primary station areas at the intersection of significant north- south transit routes with Colfax. Station areas do not preclude the emergence of other significant nodes along the corridor (for example, an entertainment node in the vicinity of the Ogden and the Fillmore Theaters or a village center at Park and Colfax). Station areas differ from other nodes due to the proximity to key transit intersections. However, criteria to evaluate and select transit oriented development sites may be applied to other types of nodes or activity centers that may emerge.

National Jewish Hospital provides an TOD Criteria institutional anchor at the intersection of Station areas were generally identified and evaluated based on screening criteria, with guidance from Colorado Blvd. and East Colfax Avenue stakeholders and community leaders in the East Colfax area. While an expressed interest in an immediate transit routes. development or redevelopment project influenced the selection of certain areas, most were selected because they presented a compelling location or market advantage for future investment.

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Enhanced Transit Corridors

Transit Oriented Downtown Denver Development District ◗ Highest density and intensity ◗ Greatest concentration of population and employment ◗ Core of metropolitan area Mixed-use District

Transit Oriented Development District

◗ Junction of two major transit routes or hub of destination activities ◗ Density and intensity focused to station area core ◗ High concentration of housing ◗ Uses serve daily needs of commuters, workers and residents

Mixed-Use District

◗ Medium to high density,medium intensity ◗ Development focused to corridor ◗ Transit and pedestrian friendly street design ◗ Main street provides downtown or cross-town access ◗ Transitions between corridor adjacent neighborhoods

Mixed-use District

Downtown Denver

EAST COLFAX 133 Transit routes cross East Colfax at : Criteria used to select catalyst areas include the following: ◗ Grant Street ◗ Presence of a market opportunity in the near- or long-term ◗ Logan Street ◗ Opportunities to strengthen and link existing districts or activity centers ◗ Ogden Street ◗ Ability to leverage existing or planned public or private investment ◗ Downing Street ◗ Physical environment including parks and open space, public improvements ◗ York Street ◗ Potential for creating key entryways or “gateways” into development areas ◗ Josephine Street ◗ Ownership patterns including public and private and multiple vs. assembled ◗ Colorado Boulevard ◗ Presence of unified, energetic stakeholders ◗ Upward trend in local investment ◗ Compatibility with Plan 2000 and Blueprint Denver ◗ Availability of public programs, incentives and tools for revitalization ◗ Ability to create activity centers, emphasizing opportunities with multi-modal access ◗ Presence of support organizations — service groups, churches, schools ◗ Demonstrated community need, both perceived and quantified ◗ Consistent in character and building on prevailing strengths ◗ Presence of opportunity to promote higher densities and a broad spectrum of housing choices ◗ Opportunity to share existing parking or build new shared parking ◗ Opportunity to build on existing economic, cultural or other community elements

Potential transit station areas were selected using the above criteria. However, experience has proven that implementable plans must maintain a high degree of flexibility. As markets change, the physical realm must change with them. Therefore, while transit station areas have been identified today as offering potential for leveraged investment, the criteria provides the City with the tools to evaluate future projects which might occur outside of these areas, and which are consistent with the vision for the study area.

Downing Station

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Station Area Descriptions Typical station area features: Downing Station Vision ◗ Civic plaza At the intersection of Downing and Colfax, Downing Station serves transit riders with a variety◗ Publicof trip art itineraries ranging from concertgoers attending a show at the Fillmore or Ogden Theaters to employees◗ Wayfinding of elements Midtown Colfax. Connections north deliver transit riders to the Light Rail Station at Welton and◗ Real Downing time transit arrival/departure forecasting Street that will provide access to Denver International Airport via the east corridor rapid transittechnology line.

Connections south funnel riders to central city neighborhoods and shopping areas. The station◗ Transit area core supportive retail and services branches out at roughly a 500' radius from the transit stop at the intersection of Downing and Colfax, and ◗ Housing as with conventional transit oriented development the area of influence extends for a quarter mile walking distance. Density/intensity of development decreases with distance from the station ◗core.Structured parking Familiar station area design elements characterize the core of the station area. A civic plaza or other type of urban open space allows the public to gather informally while waiting for transit. Such a space creates a distinguishable focal point along the corridor. Architectural elements and public art reinforce the civic importance of this intersection. Significant way-finding elements emphasize connections between this location and Downtown, DIA, Coors Field/LoDo, Cheesman Park and the Uptown hospitals. Housing options (especially affordable, mixed income and mixed-use housing) abound here and cater to a transit reliant population. Transit supportive retail considers the service and shopping itineraries of commuters — a dry cleaner, day care, food market, newsstand, etc. — the transit stop is an ideal location for small businesses that cater to the daily needs of commuters. This location attracts public investment in transit infrastructure, including a parking structure that provides convenient parking for business uses within the core, as well as commuters who park here and ride the 15 transit line into downtown.

Esplanade Station Vision Esplanade Station is very similar in appearance to Downing Station. As commuters arrive here, it is clear that this is a transportation transfer point. Way-finding elements clearly articulate directions to commuters. The significance of East High School, the Lowenstein Theater and the City Park Esplanade reinforce the station’s civic context. Uses in the station area emphasize education and community activity with particular attention given to art gallery space, performing arts or community centers. The area of influence is greater than Downing Station and incorporates the far western edge of the South City Park neighborhood in order to make a stronger connection between the station, East High School andEsplanade the Station redevelopment of the Mercy hospital site as well as the commercial spaces along Colfax fronting Mercy. As with the other station areas, high-density residential uses provide abundant housing options to transit

EAST COLFAX 135 reliant populations and retail shops and services meet the daily needs of commuters. At this location connections may be made to Cherry Creek, Denver Botanic Gardens, City Park, Downtown, and the York Street Business Incubation Center at 40th Avenue and York.

Colorado Boulevard Station Vision The intersection of Colfax and Colorado Blvd., is the most heavily developed of the three station areas. National Jewish Hospital is the institutional anchor in this location. Structured parking wrapped with a mix of offices over retail provides employees and commuters with parking and shopping opportunities. The intersection is the eastern gateway to Downtown and connects Colfax commuters with the Museum of Nature and Science, the Health Sciences Center redevelopment site, regional retail in Glendale and light Colorado Boulevard Station rail at Colorado Center at I-25 and Colorado Boulevard. Like the other station areas, this area is attractive for high-density residential developments that connect housing with transit. Unlike other sections of the corridor, Colorado Boulevard Station has significant assemblages with no indication that that existing uses will change in the near-term. National Jewish Hospital (and its supportive uses) draws patients, visitors and employees from throughout the metro area, as well as the state and nation. Redevelopment opportunities are currently over-shadowed by the traffic created.

Primary Issues and Opportunities ◗ Frequent curb cuts disrupt the pedestrian environment, a critical component to a transit-oriented development. ◗ A quality building stock, recent façade investment and a healthy inventory of restaurants surrounded by a denser form of housing will strengthen the argument for commercial investment. ◗ The station areas lack identity with no distinguishing features to suggest that these sites are significant, high volume transit stops. ◗ Below market leases, speculative pricing and licensing restrictions preclude redevelopment and reuse of key parcels within these areas. ◗ Higher insurance rates for commercial properties in the central city,and particularly those in areas proximate to inner city schools, can be a significant deterrent to revitalization. ◗ Shallow lot depths make the attraction of a significant institutional commercial developer nearly impossible without property assemblages.

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◗ Recent investment in residential properties adjacent to the corridor will make assemblagesVancouver in select enhanced its bus transit service: locations difficult. ◗ Current parking is insufficient to support a major redevelopment program in the area. ◗ Recent investment in the auto-related uses at Esplanade Station and Colorado Boulevard Station will create additional expense and delays with regard to property assemblage and redevelopment. ◗ Uses and land use patterns are low density and insufficient to meet the threshold needs of many retail tenants. ◗ The intersection of critical cross-town transit routes with Colfax defines the three station areas. Downing Station and Colorado Boulevard Station connect commuters to the light rail station areas at Welton Street and I-25 respectively. The York/Josephine Couplet (at Esplanade Station) and Colorado Boulevard are designated, like Colfax, as “Enhanced Transportation Corridors” underBefore Blueprint Denver. These stops demonstrate the highest degree of transit ridership. ◗ Commercial corridor revitalization is largely based on the concept that investment should be concentrated at select pulse points or “nodes”in an effort to most effectively leverage private investment. These nodes of development serve as catalysts when compatible and like-uses located in close proximity result in the creation of “place”and a destination for vehicles and pedestrians. When uses such as retail are dispersed, their impact is diluted and the frequency of single purchase trips increases. ◗ Residential development along corridors, and particularly within transit station areas, provides numerous benefits for an otherwise linear environment. Residences effectively increase the number of households that support retail and transit. In addition, they diversify the land use base; introduce a new and unique housing product to the market and promote a 24-hour environment onAfter the street. ◗ Large assemblages exist at all three station areas. The United States Postal Service holds a significant assemblage at Downing Station (approximately half of a city block). Denver Public Schools and a few other property owners hold larger than average parcels at Esplanade Station. The Colorado Boulevard Station includes assemblages at the John Elway car dealership site and the National Jewish campus which constitutes the largest assemblage on the corridor.

EAST COLFAX 137 Goals ◗ Create development focal points along the corridor that catalyze a ripple effect of investment over the long term. ◗ Clearly articulate key transit station areas along the corridor with select design elements and site features. ◗ Leverage public investment in transit station areas, especially to offset costs associated with the construction of structured parking facilities wrapped in mixed-uses. ◗ Encourage concentrations of diverse, yet compatible uses which when co-located have a positive, multiplicative impact.

Structured parking wrapped with mixed-uses encourages park and ride behavior, activates the street and incorporates neighborhood and pedestrian friendly design in a transit Recommendations station area. ◗ Partner with RTD to enhance the East Colfax transit technology and develop identifiable station areas along the corridor at Downing Street,York/Josephine St. and Colorado Boulevard. ◗ Build partnerships with key property owners at transit station areas to leverage private investment in these locations. Work with existing property owners to identify future development potential of large assemblages or opportunities for co-development. ◗ Limit the number of access points or curb cuts especially in transit station areas to increase vehicular and pedestrian safety,improve the pedestrian area, reinforce an uninterrupted street wall and improve circulation. ◗ Design “super stop”transit infrastructure at transit station areas along Colfax. ◗ Encourage transit supportive retail and service uses at station areas. Such uses include: food markets, dry cleaners, day care, postal services, and other uses that meet the daily shopping itineraries of commuters. Limit auto-oriented uses at these locations.

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●IMPLEMENTATION STRATEGY ●

“Plans are only good intentions unless they immediately degenerate into hard work.” Peter Drucker

EAST COLFAX 139 ◗LAND USE

Zoning for a“Transit Mixed Use-Corridor” Establish appropriate zoning for a “Transit Mixed Use – Corridor” for Blueprint Denver designated Improved regulatory tools stimulate new “Enhanced Transportation Corridors.” Establish appropriate use, design and development standards to investment, like infill on underutilized sites.encourage compact, high-density and transit-oriented development along the corridor. Analyze and balance standards for density and intensity with parking reductions and lot depth to facilitate development appropriate to a transit corridor, but complementary to adjacent residential. Include standards that promote context sensitive design.

ResponsibilityCommunity Planning and Development

TimingShort-term (2004-2005)

Priority1

Rezoning application for East Colfax Initiate a rezoning process for East Colfax consistent with the process identified by the Revised Municipal Code. Study and identify areas appropriate for rezoning. Parameters for rezoning boundaries may include Areas of Change, parcels within 200' of East Colfax (west of Elizabeth), within the existing B-4 boundaries and/or opportunity sites.

ResponsibilityCommunity Planning and Development, property owners, businesses and residents, City Council representatives

TimingShort-term (2004-2005)

Priority2

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O-D9 application for portion of City Park West in study area Identify residentially zoned parcels in the neighborhood outside of revised East Colfax corridor zoning boundaries between Park Avenue and York Street, from Colfax to 16th Avenue that should be incorporated in the City Park West Overlay District-9. This residential portion of the City Park neighborhood was left out of the original overlay district rezoning application until such time as new zoning boundaries may be established for the corridor in this stretch of East Colfax. A rezoning process will establish new zoning for the corridor, and concurrently, parcels outside of those boundaries will be considered for inclusion within the OD-9.

ResponsibilityCommunity Planning and Development, property owners, businesses and residents, City Council representatives

TimingShort-term (2004-2005) concurrent with the rezoning process for East Colfax

Priority2

R-3 and R-4 zoning issues Coordinate with the R-3 and R-4 zone district study. Identify and resolve problematic design and development standards with R-3 and R-4 zone districts in the residential areas beyond the commercial corridor.

ResponsibilityCommunity Planning and Development, residents, property owners

TimingShort-term (2004-2005)

PriorityUnderway

EAST COLFAX 141 ◗URBAN FORM

Colfax Historic District Create an historic district application modeled after the Downtown Historic District to establish a non- contiguous preservation area for significant historic resources between 14th and 16th Avenues, from Broadway to Colorado. Identify significant buildings for preservation. Identify historic preservation incentives and tools.

ResponsibilityCommunity Planning and Development, property owners, businesses and residents, City Council representatives, Denver Landmark Preservation Commission, Historic Denver, Colorado Historic Society,Colorado Preservation, Inc., City of Lakewood, City of Aurora, Colorado Community Revitalization Association

TimingShort-term (2004-2005); prior to or concurrent with rezoning application

Priority1

East Colfax contains many historic resources worth preserving. Many structures could Design and Development Standards for New Construction benefit from economic incentives that offset a portion of the costs of rehabilitation and Prepare design guidelines for new construction and incorporate in zoning language applicable to the adaptive reuse. commercial corridor. Incorporate a toolkit of standards to reinforce smooth transitions between the residential to commercial edge.

ResponsibilityCommunity Planning and Development, private architects, Historic Denver, Registered Neighborhood Organizations

TimingShort-term (2004-2005); concurrent with language amendments to the B-4 zone district and creation of “Transit Mixed Use – Corridor” zone district

Priority1

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TYPICAL TYPICAL Streetscape Master Plan and Streetscape Improvements COMMERCIAL RESIDENTIAL STREETSCAPE STREETSCAPE 1Prepare a master plan with uniform standards for streetscaping. Identify a consistent and coherent streetscape package that includes uniform lighting fixtures, street furniture, transit amenities, paving standards, street trees and other elements that comprise the streetscape.

2 Coordinate the streetscape master plan with the development of an ultimate cross-section for East Colfax. 3Develop standards for street dimension and design speeds, street vistas, street tree type and spacing, sidewalk dimensions, on-street parking and intersection design. Consider reduced lane width to slow traffic and increase space available within the public right-of-way for pedestrian activity. 4 Incorporate standards that promote a brand image for the corridor including gateway features and interpretive elements.

ROADWAY 5 Estimate improvement costs and identify a funding mechanism for streetscape improvements. PUBLIC RIGHT-OF-WAY FRONT Leverage private resources to counterbalance public contribution. Establish a local improvement (“THE COMMON SPACE”) BUILDING YARD FRONTS, TREE LAWN SETBACK and maintenance district to install, protect, repair, maintain and replace improvements as SIGNAGE.needed. AMENITY ZONE DETACHED (PEDESTRIAN (ENHANCED PAVING, STREET TREES, (STREET TREES, TURFGRASS SIDEWALK Establish a maintenance and replacement mechanism including an enforcement process ORIENTEDthat PEDESTRIAN LIGHTS, BENCHES, OR GROUND COVERS) SIDEWALK TRASH RECEPTACLE, ETC.) requires replacement of lost trees within a limited period. 6 Install new street trees, street furniture, uniform lighting and other features.

ResponsibilityCommunity Planning and Development, Public Works, Office of Economic Development, Colfax Business Improvement District, City of Denver Director of Marketing, Greektown Maintenance District, property owners, businesses and residents, Historic Denver, Colfax Coalition, Mayor’s Office of Art, Culture and Film — Public Art

TimingShort-term(2004-2005) to mid term (2006-2008); concurrent with pertinent transportation infrastructure planning and program

Priority2

EAST COLFAX 143 Sign regulations Revise the sign regulations for East Colfax to promote better way-finding, directional, private advertising and business identification signage. Integrate standards to reintroduce artful neon signage in a form consistent with its historic use on the corridor. Explore and incorporate alternatives to billboard advertising (such as wall art displays) to allow free speech, but maximize space for development and improve the visual aesthetics of the corridor. Improve way-finding signage to reinforce connections to significant destinations and attractions along and near the corridor. Incorporate “Active Living by Design” strategies in way-finding signage to promote and articulate the corridor as a series of walkable stretches connecting a variety of key destinations.

Excessive and cluttered signage reduces ResponsibilityCommunity Planning and Development, Public Works, Colfax Business Improvement business legibility and works against business District, property owners, businesses and residents, billboard advertisers promotion. TimingShort-term (2004-2005) Mid-term — install streetscape improvements and establish a streetscape maintenance district (2005-2008)

Priority2

Colfax Open Space Plan and Enhanced Civic Areas 1 Identify opportunity sites along Colfax for traditional and non-traditional open spaces such as public plazas and pocket parks to ensure that adequate “breathing room” is provided for existing and new populations. 2 Study low volume cross streets and Green Streets (especially designated bicycle routes — Sherman, Emerson/Ogden, Franklin, Race, Steele, and Harrison) for closure to through traffic and conversion to enhanced civic areas which could include parking, enhanced bike and pedestrian connections and/or park space between East Colfax, adjacent neighborhoods and the 16th Avenue Promenade. Coordinate with any future changes to alley configurations. 3 Study potential view corridors to create focal points along the corridor and preserve/frame views of significant structures, cityscapes or landscapes. 4 Estimate acquisition and installation costs and identify funding sources such as GOCO to help acquire and build open spaces. 5 Incorporate non-traditional open space standards in new zoning language that may be created as

144 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

part of this plan’s implementation. ResponsibilityCommunity Planning and Development, Parks and Recreation Department, Denver Botanic Gardens, residents, property owners, businesses, Public Works, RTD, Denver Public Schools, City Park Alliance,The Parks People, Colfax Business Improvement District

TimingShort-term (2004-2005) planning Mid-term (2005-2008) and long-term (2009-2015) implementation

Priority3

Without strong streetscaping and wayfinding elements, few defining features tell pedestrians that Cheesman Park, a major city park, lies just two blocks from this point.

EAST COLFAX 145 ◗TRANSPORTATION AND INFRASTRUCTURE

Transportation Phase II Study: Roadway Safety Audit, Ultimate Cross Section and Transit Alternatives Enhanced transit contributes to multi-modalPursue transportation funds to study transit enhancements to upgrade local transit service to streetcar and street development limited service to Bus Rapid Transit. Identify an ultimate cross-section for East Colfax and transit service alignment alternatives and opportunities for public/private shared parking facilities. Link transit alternatives on Colfax to a downtown circulator so residents, employees and visitors can easily travel along East Colfax without switching modes. Identify ridership and revenue estimates, conduct preliminary engineering, estimate capital and operating costs, recommend vehicle specifications and procurement and design station areas. Develop an ultimate cross-section for Colfax to enhance pedestrian, transit and private vehicle movement (coordinate with a streetscape masterplan). Perform a Roadway Safety Audit and recommend intersection safety enhancements. Address the limited pedestrian space in the segment west of Pearl Street where right of way is constrained to 80 feet. Incorporate a toolkit of pedestrian enhancements such as bulb outs, refuge islands, countdown signals and the like.

ResponsibilityPublic Works, CDOT,RTD, Community Planning and Development, property owners, residents, businesses, DRCOG, consultants

TimingShort-term (2004-2005) to mid-term (2006-2008)

Priority1

East Colfax Transportation Management Association and Transportation Demand Management Program Establish an East Colfax TMA with a program to manage transportation demand. Work with major employers and event traffic generators (especially entertainment venues) to create innovative TDM strategies (shared parking arrangements, event tickets as transit passes, shuttles).

146 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

ResponsibilityCommunity Planning and Development, Public Works, RTD, DRCOG, Colfax Business Improvement District, CDOT,businesses (especially major employers — like Uptown Hospital District, National Jewish, etc.- and event traffic generators), Colfax Coalition

TimingShort-term (2004-2005) and on-going

Priority2

Curb Cut Consolidation and Access Management Standards 1 Enforce standards for access management to improve traffic flow and improve pedestrian safety along the corridor. Excessive curb cuts 2 Identify areas where curb cuts could be abandoned and driveways consolidated for shared site access. Consider site access implications with any future alley vacations and alterations to existing configuration of alleys. 3 Initiate a program to work with CDOT and property owners to close unnecessary curb cuts. 4Work with the Colfax Business Improvement District to educate property and business owners about the benefits of access management. 5 Estimate costs and create a mechanism to help pay for curb cut closures.

ResponsibilityCommunity Planning and Development, Public Works, Colfax Business ImprovementConsolidated curb cuts District, CDOT

TimingShort-term (2004-2005) planning, mid- and long term (2006-2015) implementation

Priority2

Denver Streetcar, Inc. Depending on the results of the Streetcar/BRT Feasibility Study,pursue the creation of a not-for-profit entity to promote the return of streetcars to Denver. Form an Advisory Board (comprised of no more than 15 individuals) to establish a streetcar strategy for East Colfax and Denver’s other enhanced transit corridors.

ResponsibilityCommunity Planning and Development, Regional Transportation District, Office of Economic Development, Public Works, CDOT,business and community leaders, DRCOG

EAST COLFAX 147 TimingShort-term (2004-2005) — initial organization Mid-term (2006-2008) — oversee Streetcar Feasibility Study if Transportation Improvement Program funds secured Long-term (2008-2015) — oversee streetcar implementation with successful feasibility study

Priority3

City Ditch Storm Drain/Underground Detention Analysis Denver Water may abandon this part of the City Ditch in 2004, subject to their finding and developing an alternative means to supply water to City Park. In development of a Storm Drainage Master Plan, Public Works will analyze this portion to use as a storm drain or underground detention to address drainage problems at Colfax and High.

ResponsibilityPublic Works, Denver Water

TimingShort-term (2004-2005)

Priority3

Multi-family Recycling Drop-Off Site Pilot Project Work with Denver Recycles to establish a recycling drop-off site pilot project to provide recycling for multi-family tenants.

ResponsibilityPublic Works, Denver Recycles, landlords, renters, tenant associations,Apartment Association of Metro Denver

TimingShort-term (2004-2005)

Priority3

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Wastewater Improvements 1 Sanitary sewer lining project at 13th and Colorado Blvd budgeted for 2007. Since this is a lining project there is no open cut or trenching. The project starts in the alley between Jackson and Harrison at 17th Avenue, goes south to Colfax, jogs 1/2 block to the west to Jackson St, then south in Jackson St from Colfax to 14th Ave, then east in 14th Ave 1 block to Harrison, then south in Harrison to 13th. 2 Address the drainage improvements needed in the Thirty First Street Outfall, to alleviate ponding in portions of East Colfax. Prioritize the need in future capital improvements budgeting.

ResponsibilityPublic Works

TimingMid-term (2006-2008) to Long-term (2008-2015)

PriorityUnderway

Alley Improvements Alleys needing work between Broadway,Downing, 14th, and Colfax, and between Colfax and 16th, Downing and Colorado will be completed in 2003; remaining areas will be completed in 2004 and 2005.

ResponsibilityPublic Works, Community Planning and Development, Colfax Business Improvement District, businesses, property owners, residents

TimingShort-term (2004-2005)

PriorityUnderway

EAST COLFAX 149 ◗ECONOMIC DEVELOPMENT

Improvement District Explore the expansion of the Colfax Business Improvement District boundaries. Partner with the CBID to collect and disseminate information about the area’s development climate, create branding and marketing strategies, establish business development programs and fully activate all development tools of the district. Ensure repair, maintenance and replacement of streetscape and infrastructure improvements along the corridor. Consider a citywide district for enhanced transportation corridors.

ResponsibilityColfax Business Improvement District, Office of Economic Development, Community Planning and Development, Public Works, City of Denver Marketing Director, City Council, property owners, businesses, Small Business Administration

TimingOngoing and continuous

Priority1

Colfax Coalition Work with the existing Colfax Coalition representatives to reposition the group’s mission. Reorganize the Coalition as an advisory committee able to engage top-level decision makers with respect to tri-city coordination of Colfax oriented policy and development actions.

ResponsibilityCity and County of Denver, City of Aurora, City of Lakewood, Regional Transportation District, DRCOG, business and community leaders, CDOT,Transit Alliance,APA Colorado,AIA Colorado

TimingShort-term (2004-2005) — reorganization; ongoing and continuous role in development of Colfax

Priority1

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Colfax Crime Prevention and Regulatory Enforcement Task Force Establish a task force to monitor, recommend and implement solutions to crime, human service needs and property maintenance issues that create negative perceptions of Colfax. Educate business and property owners about city standards for the appropriate care of property. Develop a prostitution intervention program. Explore community policing strategies to improve the safety of the corridor.

ResponsibilityCommunity Planning and Development, Denver Police Department, Neighborhood Inspection Services, Colfax Coalition, Colfax Business Improvement District, Denver Human Services, political and community leaders, City of Lakewood, City of Aurora

TimingShort-term (2004-2005) and on-going East Colfax needs better enforcement of Priority 1 property maintenance standards.

Parking District Explore the formation of a parking district to implement and manage shared parking arrangements on the corridor as well as to provide a gap financing mechanism for structured parking at identified transit station areas. Consider a citywide district for enhanced transportation corridors.

ResponsibilityCommunity Planning and Development, Public Works, Parking Management, Office of Economic Development, Colfax Business Improvement District, property owners, businesses

TimingShort term (2004-2005) — planning Mid-term (2006-2008) — formation and implementation

Priority2

Establish a parking district to build public parking facilities at strategic locations and to help offset costs associated with their construction.

EAST COLFAX 151 Independent businesses are the life blood ofCorridor Investment Toolkit East Colfax. Reinvestment in and retention of this homegrown economy ensures a vibrant Create a strategic economic development program for the corridor that leverages both public and private future for the street. resources. Identify business development tools and gap financing mechanisms such as façade loan programs, tax increment financing (TIF), land write downs, land swaps, business incubator programs and low interest loan pools. Create a set of tools to protect the area from inappropriate development such as a speculator tax.

ResponsibilityOffice of Economic Development, Colfax Business Improvement District, DURA, Small Business Adminitration, Colorado Housing and Finance Authority,Metro Mayor’s Caucus

TimingShort term (2004-2005)

Priority2

Colfax Marketing and Events Take advantage of opportunities to showcase the local businesses, entertainment venues, regional destinations and unique position of Colfax as the longest (26 miles) contiguous commercial main street in the United States. 1 Establish a Colfax Independent Business Association as an arm of the Colfax Business Improvement District to promote the development and marketing of authentic local businesses. 2Create a Colfax business and resource directory; highlight locally owned businesses with a Colfax Independent Business Association label (look to Boulder Independent Business Association for model), list dates and location of important festivals/markets/events, include coupons, provide list of multifamily rental property offices/hotels/Colfax realtors, etc. — update annually. 3Create a map of the corridor that lists businesses and points of interest — incorporate “Active Living by Design Strategies” by showing distances between destinations in miles and “feet” (number of footsteps). Update annually. 4 Establish an annual Colfax Marathon that runs from Fitzsimons to Red Rocks amphitheater. Coordinate with a music festival that showcases local talent along the marathon route to entertain runners and onlookers. Conclude the marathon and festival with an awards ceremony for the runners and musicians at Red Rocks amphitheater (investigate collaboration with Westword Music Festival).

152 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

ResponsibilityColfax Business Improvement District, businesses, property owners, residents, Colfax Coalition, Colfax area lodging establishments, Office of Economic Development, Downtown Denver Partnership, City of Denver Director of Marketing, City of Aurora, City of Lakewood, Metro Convention and Visitor’s Bureau, Metro Denver Network, Colorado Musicians Association,Community Planning and Development, Capitol Hill United Neighbors

TimingShort- to long-term (2004-2015); ongoing

Priority3

Establish a Colfax Independent Business Association to promote the development and marketing of micro-entrepreneurial ventures.

EAST COLFAX 153 ◗DISTRICT SPECIFIC IMPLEMENTATION STRATEGIES

Streetscape Improvements Bond Project Identify additional funding mechanisms for streetscape improvements. Use existing bond project funds as matching contribution to leverage additional resources. Install the planned streetscape improvements along Colfax from Downing to Franklin and Josephine to Esplanade as identified in bond project application. Create a maintenance district to ensure the availability of funds for the upkeep and repair of the capital improvements.

RepsonsibilityPublic Works, Community Planning and Development, Colfax Business Improvement District, businesses and property owners

TimingShort-term (2004-2005)

Priority2

Park Avenue, East Colfax Avenue, and Franklin Street Five Point Intersection Design Study the intersection design at Park Avenue, East Colfax and Franklin Street and make recommendations to improve the circulation and urban design of this location. Consider the possibity of a roundabout in this location to improve traffic flow and serve as an urban design focal point.

ResponsibilityPublic Works, Community Planning and Development, CDOT,RTD, Landmarks, Historic Denver, property owners, businesses and residents

TimingLong-term (2009-2015)

Priority3

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Corona and Downing Repaving Complete Transportation Collaboration Group project to repave Corona and Downing Streets from Colfax to 10th Ave.

ResponsibilityPublic Works

TimingShort-term (2004-2005)

PriorityUnderway

Curb Ramp Improvements Improve curb ramps from Colfax to 27th Street between Broadway and Downing and at 14th and Corona. ResponsibilityPublic Works

TimingShort-term (2004-2005)

PriorityUnderway

EAST COLFAX 155 156 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

●APPENDIX ●

GUIDING PRINCIPLES FOR AREAS OF CHANGE AND STABILITY SWOT FULL LENGTH VISION STATEMENT GLOSSARY OF TERMS AND TOOLS

EAST COLFAX 157 ◗GUIDING PRINCIPLES FOR AREAS OF CHANGE AND STABILITY

Blueprint Denver includes a set of Guiding Respect valued attributes of the area Principles for Areas of Stability and Areas of ◗ Diversity of housing types and prices Change that act as barometers for determining ◗ Neighborhood serving retail and services whether certain actions achieve the overall ◗ Existing buildings, especially those adding Blueprint Denver vision. The Guiding Principles distinctive character and identity set basic standards for context sensitive design. ◗ Mature landscaping Whether in an Area of Stability or Change, new ◗ Existing circulation (streets, alleys, sidewalks) construction projects should consider and ◗ Significant views from public places demonstrate these context sensitive principles in ◗ Parks and parkways building design, site orientation and activity generation. By deliberately following these principles, new construction may be more Respect adjoining property harmonious with established areas or catalyze ◗ Light, air and privacy development in evolving areas. ◗ Fencing ◗ Orientation to the street ◗ Alignment of buildings along the street ◗ Night lighting

Guiding Principles — Expand transportation choice Areas of Stability ◗ Pedestrian safety and comfort Respect valued development patterns ◗ Access to transit ◗ Relationship of the building to the street ◗ Street system continuity ◗ Location of garage driveway and parking ◗ Front yard landscaping Minimize traffic impacts on neighborhoods ◗ Building scale ◗ Lower traffic speed ◗ Roof shape ◗ Less cut-through traffic ◗ Durability of materials ◗ Not solving one problem only to create

158 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

another

Respect environmental quality ◗ Tree canopy ◗ Permeable open space ◗ Parks and parkways ◗ Links between modes (pedestrian, bicycle Guiding Principles — and transit) ◗ Access to transit Areas of Change Improve◗ environmentalStreet system qualitycontinuity (streets, alleys, Contribute to the urban design vision ◗ Tree canopysidewalks, bikeways) ◗ Orientation to the street ◗ Permeable◗ Transit open ridership space ◗ Alignment of buildings along the street ◗ Parks ◗andShared parkways parking solutions ◗ Location of garage, driveway and parking ◗ Site lighting ◗ Front yard landscaping ◗ Noise, vibration and odor mitigation ◗ Building scale ◗ Roof shape ◗ Durability of materials ◗ Transition to adjacent areas, especially Areas of Stability

Respect valued attributes of the area ◗ Existing buildings, especially those adding distinctive character and identity ◗ Economic generators ◗ Diversity of housing types and prices ◗ Mature landscaping ◗ Significant views from public places ◗ Parks and parkways

Contribute to the economic vision ◗ Balance of uses ◗ Transportation access ◗ Economic opportunity

Expand transportation choice ◗ Pedestrian and bicycle safety and comfort

EAST COLFAX 159 ◗STRENGTHS, WEAKNESSES, OPPORTUNITIES AND THREATS (S.W.O.T.) AND VISION STATEMENT RESPONSES

Strength: “Diversity of people and businesses, ‘seediness’ – not gentrified, its high points (Victorian mansions, cathedrals) and its lowAt the beginning of the East Colfax planning points (ugly motels with weekly rates). . . .”process, the community provided information about the strengths, weaknesses, opportunities and — diversity both in architecture and population, threats in the corridor. Residents, business owners eclectic businesses, pent up demand for goods and and property owners answered questions about services — purchasing power of people moving how the corridor might change over 10 years. in, proximity to downtown Denver and What follows is a catalogue of responses from the employment, identity,15 years of planning work community in their own words. from landowners and merchants on the street, state capitol building is the number one tourist attraction, main street leading east Denver into Denver city government, main street through one Strengths — What elements define of Denver’s historical neighborhoods, new housing the positive attributes of the East opening on both sides of Colfax, renewal of Colfax area? several older properties, many historic buildings Historic facades, marginal enterprises (a diversity on Colfax and adjoining blocks, diversity of uses of businesses, including the smaller or more and users, large inventory of historic buildings marginal businesses that foster a neighborhood (some landmarked, most not), central location, scaled local business economy), entertainment convenient to cultural amenities: Downtown, venues, proximity to civic center, downtown, Cherry Creek area, City Park, Civic Center, Botanic Cherry Creek, residential neighborhoods, parks, Gardens, Zoo, Museum of Nature and Science, East High School, continuity,backbone of Denver, Cheeseman Park, etc., transportation access to: I- resurgent adjacent residential neighborhoods, 25, I-70, 6th Avenue Freeway,Light Rail, bus station, eclectic mix of stores and restaurants, and Union Station, access to city public neighborhood scale business development, vitality transportation, substantial inventory of property

160 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

(both residential and commercial) available for orientation; historic buildings on Colfax and in development, strong neighborhood commitment adjacent neighborhoods; state capitol; central through Registered Neighborhood Organizations location and neighborhood access; demographics (RNO’s) — as well as monthly newspaper which provide wealth of diverse and could support has been a powerful voice for change and numerous retail strategies; marginal enterprises; responsible growth, representing 53,000 residents residential uses; transportation; good connections — living in the most densely populated to parks; 24/7 activity; restaurants; identity; historic neighborhood in the city,an active and involved heritage designation; lots of neighborhood scaled tax supported Business Improvement District, businesses; schools to attract families; multiple great diversity: economically,racially,sexually,and interests working together — businesses and by age, Denver Public Schools (K through high resident groups; Lowenstein Theater school) in close proximity,neighborhood Strength: Local businesses amenities: restaurants, cleaners, overnight lodging, entertainment, churches, north side of Colfax between Marion and Lafayette — street trees, wideWeaknesses — What elements sidewalks, lane of parked cars provide protection from traffic, green bike locks, mixed use buildingsdefine the negative attributes of the directly on street (3 stories, north side of ColfaxEast at Colfax area? Vine historic building with residential over retail),Streetscape: narrow sidewalks, conflicting street plaza at the Fillmore, proximity to downtown furniture, misplacement of street fixtures, too business district, diversity of people in area, accessmany curb cuts, dirty noisy buses, historic facades to public transportation, eateries, diversity of that are covered with “fake stuff,”narrow lots, people and businesses,“seediness” — not billboards/ugly signage, underdeveloped gentrified, East High, near lots of great properties, vacant/abandoned properties, real and neighborhoods, it is a living street — reflects perceived issues of crime, narrow strip of Denver’s history: its high points (Victorian commercial zoning inhibits development within mansions, cathedrals) and its low points (ugly the existing zoning and encourages encroachment motels with weekly rates), Pete’s Kitchen, it is notinto adjacent neighborhoods, high concentration Cherry Creek North, adjacency to highest per of wrong businesses which attract drug dealersWeakness: parking capita in the city,adjacency to downtown, historicand users, panhandlers, trespassing, loitering and architectural heritage, mixed use, transit, active prostitution,and reputation — “bad,”parking issues, not involved tax supported BID; diversity — mixturepedestrian friendly or aesthetically pleasing, pay◗ Land intensive uses (like fast food of people, uses, philosophies, and sexual phones at bus stops encourage illegal activity, restaurants) provide too much parking impact on adjacent neighborhoods, public ◗ High demand uses (like entertainment venues) perception vagrancy,Colfax currently attracts cannot supply enough parking ◗ No strategic supply of parking through shared parking arrangements or structured public facilities.

EAST COLFAX 161 individuals that seem to portray Colfax as a seedy cross, design consistency,perception, crime, neighborhood, the implied dangers created by prostitution, limitations of existing zoning, lowest drug dealers/prostitutes, large areas of common denominator development; too much undeveloped ground used as parking and yet still auto traffic; narrow strip of commercial zoning unable to find parking, allowing feeding programs inhibits development and creates encroachment to exist on parking lots, perception of crime, into neighborhoods; not enough parking; lack of loitering and prostitution, etc., many low-quality social and civic responsibility of many property poorly maintained buildings on Colfax, lack of owners; transportation corridor could be social and civic responsibility of many property weakness if not planned correctly; need to capture owners and business operators, prevailing attitude commuter tax/retail dollars; lighting/traffic that Colfax is the place to get: sex, drugs, challenges to pedestrian activity; sidewalk width Weakness: Vagrancy and graffiti hurt the handouts, free food, and generally be able to “hang and conditions; not enough street trees; alleys — image and perceived safety of East Colfax. out” and not be bothered by the police, business crimes committed in alleys; transit level of service operators or neighbors — able to sleep in your car — 15 bus nicknamed the “Vomit Comet;” on the street, in alleys, and nearby parks, a hodge- Esplanade underutilized; distinguish the different podge of street lighting styles, commercial signage parts of Colfax from one other — character and storefront design, billboards highlight the differentiation by segment commercial aspects and detract from the feeling of neighborhood and emphasis on a people centered, friendly environment, example of south side of Colfax across from the Ogden Theatre — no cars so feels very exposed to traffic — just not very pedestrian friendly — also south side by Opportunities — Where are there Argonaut — parking lot between building and opportunities for new development street, no parked cars so very exposed, the poorin the area? physical condition of the pedestrian facilities, National Jewish Hospital: shared parking, employee distance between signals for persons on housing, services (just west of NJH there are a foot/wheelchair/walker/etc., setbacks of some number of boarded up shops), Office Depot, buildings too short, convenient movement designArgonaut, St. John’s area, garage by East High for motorized movement, too many driveways School, connections to Cheesman Park along from businesses onto Colfax Ave., lack of Franklin Street, great opportunity for an pedestrian lighting vs. street lighting, not identifiable Colfax form of public transit, pedestrian friendly — state highway,difficult toLowenstein Theatre property,zoning laws — weed out businesses that attract criminal element, pent up demand of the area — people need a place to shop!, better use of space — large parking lots

162 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN attract crime and are not usable to the public, of the Lowenstein Theatre into a DPS performing residential development, replacing old seedy arts venue and neighborhood community center, looking buildings with new mixed use buildings, return the Esplanade and especially the southern parking complex to support 2 entertainment portion at Colfax to its original splendor and venues, bringing needed stores to the area, prominence (“It is in rare and scattered instants hardware, cleaners, etc., Pearl to Downing — large that beauty even on her adorers”…Santayana), grocery store with underground parking/2nd/3rd Pearl to Washington (north and south sides), story parking — big elevators, all areas with large Washington to Clarkson (south side primarily), underutilized parking areas, establish more mixed infill of certain large/excessively large parking lots, use residential/commercial/retail complexes along widen and improve pedestrian facilities, proximity the street, develop more neighborhood amenities of Colfax to neighborhoods on either side, infill along the street, i.e. retail opportunities — Office Depot, East High,Opportunity: A total of 60 acres of infill and food/hardware/household stores/cafes with street adjacency to neighborhood/shoppers,redevelopment history, potential are scattered presence (less drive-in, more walk-in bohemian/eclectic nature, low existingthroughout floor area the East Colfax study area, like this parking lot across from the State Capitol. establishments), establish ratio — opportunity to build, inexpensive land; 24 standards/recommendations concerning street hour activity — bustling “good” activity vs. lighting/retail commercial signage/storefront “seedy” — can eat out late night on Colfax; create design, establish firm enforceable rules and pedestrian oriented intersections; build upon regulations regarding historic recognition; bring back an authentic prostitution/panhandling/loitering/public trolley with a bell; regulations (enforceable) to drunkenness/drinking in public, address parking prevent prostitution; BID used creatively can be issues (both along Colfax, as well as in opportunity; neighborhood business economy of surrounding neighborhoods), adopt proactive scale, but do attract some bigger national names; neighborhood approach to liquor licensing (both lots of available infill sites; adjacency to highest per new and transferal of existing licenses), capita (neighborhood density); National Jewish is implementation of a “fixed rail” historically an anchor; East High configured trolley to transport persons and School/York/Josephine/Esplanade park establish a recognizable and positive persona for connections and bus access/ transit node; pent up our street, by overcoming the problems of demand for shops and services; walk-in businesses redevelopment of the boarded up service station vs. drive-up; different segments serve different site on Colfax at Madison/Monroe this corner purposes — good range; create larger population would have many valuable uses as well as getting to add to mix and support neighborhood business rid of an eyesore, develop/cause the development — add more dense residential uses on corridor; Opportunity: Façade and streetscape improvements enhance the environment for “mom & pop” retailers.

EAST COLFAX 163 design should ensure Pete’s and Pizza Hut can co- exist — diversity of design vs. national chain cookie cutter image; promote human services/ activities that promote the development of the lack of coherent public relations, transportation, neighborhood human capital — homeownership parking, poor planning on positive ways to save an programs, affordable housing, ESL, food banks, job old structure if it cannot be blended into new training; St. John’s reinvestment plan; alley safety; growth, apathy,lack of respect and communication access management — promote better between different types of stakeholders, a streetscape, fewer curb cuts; park access continuation of the attitude of development/reinforcement; scale (threat and owners/businesses/neighborhood residents that opportunity); Lowenstein Theater has lots of nothing can be done to change Colfax so why potential and is a large land assemblage — arts in Threat: Neglect, abandonment and bother, a continuation of the attitude of underutilization of historic resources the neighborhood, partnership with DPS, don’t let owners/businesses/neighborhood residents that threatens the vitality of East Colfax through it slip away; shared parking, inexpensive ground degradation of its irreplaceable architecture. there is nothing wrong with Colfax — just leave it costs the way it is, commercial/residential/retail developers who will not accept the changes destined for Colfax, development without design guidelines, zoning changes, and acceptance of historic preservation needs, the corner of Colfax Threats — What elements threaten and Josephine is a disaster — from the vacant the positive attributes of the East Phillips 66 station to the 7-11 with its outside Colfax area? phones/bus stop/beggars/et al, the old gas station Replacement of historic buildings — losing the at Colfax and Race (now Soon’s Car Repair) historic nature, impacting the surrounding represents one of the finest corners for neighborhoods, family trusts that are not redevelopment in the upper Colfax area, too much interested in their real estate (lack of input from traffic, not enough buffer to separate pedestrians them), lack of reinvestment, crime, inappropriate from cars, not enough trees (or any trees) in many development that damages the adjacent residential places, hierarchy of vehicle movement above other neighborhoods, parking for commercial travel modes, deterioration of public transit development spilling into residential areas, over service, lack of travel choices, lack of businesses scaled/overly dense development, the press — catering to neighborhoods, property decline — only get negative press, crime — people need to disrepair and vacant buildings, lowest common feel safe, courts — need to have stronger denominator development, slowing economy, commitment on repeat offenders/area perception issues; crime; press/reputation/image; restrictions/basically illegal activity,development, need rezoning — time is critical (BK drive-thru) — concentration and location of businesses that

164 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN promote crime and prostitution; lighting and traffic challenges to walking; intersection designs favor autos over pedestrians; sidewalk disrepair; existing zoning promotes lowest common denominator development; homogenous how? redevelopment that disintegrates the originality, eclecticism and character that defines Colfax; Your statement may be written in the present possible loss of neighborhood serving and tense, as if ten years have passed and you are neighborhood scaled businesses; proximity of describing the area to someone. Please use the certain undesirable uses to schools, community reverse side of this sheet for your response. facilities; economics — RTD, tax base, businesses, transportation; micromanagement of the “A pedestrian friendly,mixed-use, urban village that economics of the street — let marketplace is the venue, the canvas, the place for the determine market dynamics; alleys; deterioration of experience, diversity,evolution and possibility that public transportation; lack of access management, is Colfax Avenue, Denver’s Main Street. Streets, excessive curb cuts interrupt the streetscape; sidewalks and public spaces are inter-related, trend toward bigger more dense projects coming interdependent, creating a whole greater than the into neighborhood — scale is a major concern for sum of its parts. Buildings are expressions of the residents; gentrification — drives out diversity, spaces they surround, and the architectural affordable housing and services;“traditional” heritage from which they are inspired. Vehicles, of redevelopment on Colfax threatens neighborhood all sorts and sizes, and pedestrians move seamlessly from transportation mode to shop, live, work and play.” Vision: “Underutilized properties have been “Improve the area to match Denver’s otherrenovated or replaced with new development.” superior amenities, drawing from the strength of surrounding neighborhoods.” What is Your Ideal Vision For East Colfax? “Colfax is a street of countless opportunities. Maintaining cultural, historical, transportation and The vision is what you want the area to look like, human diversity is our primary goal. Rich feel like, and function like 10 years from now. neighborhood housing opportunities as well as What changes have occurred? How would you walkable businesses is a must. And we must describe the way it looks? How do people use the remember the value of the car for both the future space? What is the relationship of the buildings to and the past as historic US 40.” the street and to each other? How would you describe the atmosphere, or the environment? “The Colfax of the future is still an eclectic Who spends time here and why? Doing what and avenue. Places like the Gathering Place and thrift

EAST COLFAX 165 “A pedestrian friendly, mixed-use, urban stores have not been eliminated, but new uses Parking for the commercial uses does not village, that is the venue, the canvas, the have opened. In addition to places to eat and overwhelm the adjacent neighborhoods. Colfax is place for the experience, diversity, evolution and possibility that is Colfax Avenue, Denver’ssocialize from diners to upscale restaurants and pedestrian friendly,with broad sidewalks. People Main Street. Streets, sidewalks and public bars, now small shops, perhaps even a few national feel safe walking at anytime. Buildings are close to spaces are inter-related, interdependent, chains (like a Gap, featuring affordable clothing for the street, not setback with a sea of asphalt in creating a whole greater than the sum of its parts. Buildings are expressions of the spacesyoung people) or a store like Pier 1 have opened. front of them. The street attracts people from the they surround, and the architectural heritageResidences above these shops are served by surrounding neighborhoods to neighborhood from which they are inspired. Vehicles, of allcleaners, nail salons, groceries. New shops and restaurants.” sorts and sizes, and pedestrians move buildings/mixed-use developments stand side by seamlessly from transportation mode to shop, “I imagine pedestrian friendly sidewalks with a live, work and play.” side with historic restorations. Building heights are in scale with each other. Some one-story “clean feeling.” The mix of people and businesses Colfax community member building remain, but other buildings go as high as is still eclectic and caters to young and old. The 4, 5, or 6 stories. Sidewalks are pleasant places to buildings are mixed use and “parking lots,”buses walk with visual protections from the street — stopping at every corner, pay phones have been trees, street furniture or planters. Parking is often eliminated. There is no need for a car if you live behind buildings and serves businesses, residences in the area. All your basic shopping needs are and transit. The avenue is served by a “uniquely within walking distance — food, bank, haircuts, Colfax” form of transportation — trolley,bus rapid cleaners, entertainment. Most importantly people transit (BRT) or special bus service — that people feel safe at any hour of the day or night.” take pride in. Bus stops, too, are uniquely Colfax. “Colfax will be a lively mixture of long term and A nighttime entertainment district around the viable start-up businesses. Pedestrians will be Fillmore,TECU, and the Ogden is popular for the welcome. Parking will be available outside of young and old. St. John’s Cathedral complements adjacent neighborhoods. Owners will take an the district with a plaza in the daytime. Colfax is a active interest in the condition of business and happening place where all sorts of people mingle, residential uses.” visit and live nearby.” “I live on Emerson, eight doors south of Colfax. “Underutilized properties have been renovated or Even though I have a car, I seldom use it as I am replaced with new development. The new able to shop for the majority of my needs right on development is at a neighborhood scale. It Colfax. We have a great trolley that runs right on respects the adjacent residential neighborhood in Colfax so we can get to stores that are more than a size, scale and materials. As properties are couple of blocks to walk. Our entertainment area improved, marginal businesses have left the area. has two theaters that have big bands, a movie

166 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN complex, several nice restaurants to choose from “Colorful, yet warm and welcoming; locally and nice neighborhood spots to drop into after owned shops visited by local residents. No need for a car here, but cars and the trolley the theatre. Our street is tree lined with strollers easily work around each other. Diversity feeling comfortable and safe and Denver comes ◗ The many entertainment venues are an excitingremains. People come to Colfax as a here for their leisure time. We are visited daily bydraw to the entire metro area, and it has becomedestination shopping area because of the neighborhood then dovetails into Denver’sinteresting shops.” visitors to the area as part of their visit to the the “in”placeentertainment to see and and be nightlifeseen. Off-street community. Colorado State Capitol Building.” parking structures have relieved the pressure on Colfax community member surrounding residential neighborhoods. Late “Colfax is a 24-hour vibrant, diverse, mixed-use, night bars and restaurants serve the clientele. attractive street, where people of all kinds enjoy living, shopping, working, walking, being ◗ entertained and people watching. It combines oldThe area anchored around Downing Street and east, has continued its growth and development as a prime condo/upscale apartment area built around solid office and commercial and new buildings and people of all ages and types.”development. Live/work/shop defines this neighborhood and the Wyman Historic District “Colorful, yet warm and welcoming. Locally to the east. owned shops visited by local residents. No need for a car here, but cars and the trolley easily work around each other. Diversity remains. People ◗ From Franklin to Josephine, the Wyman Historic come in to Colfax as a destination shopping area District has evolved into a mixed-use area of because of the interesting shops.” families reclaiming the homes and establishing a residential character back into this once historic “I see our Colfax neighborhood 10 years hence, asneighborhood. There continues to be office a multifaceted entity. The western gateway into uses, but an obvious mix of young families with our Capitol Hill neighborhood, which begins at children, retirees and empty nesters abound. Grant Street where I see: While anchored by the easy access to ◗ Downtown, and Cherry Creek, it is prized for its classic architecture and historic ambience. A “Greenwich Village” like neighborhood around the Capitol and Cathedral, serving younger set living in that more densely populated area. ◗ Continuing to the east, the renovated Lowenstein Restaurants to serve the government population Theatre and Arts complex, along with the during the day,and offer a warm and exciting rejuvenated Esplanade form the eastern gateway atmosphere in the evening. Preservation of the into our Capitol Hill neighborhood. area’s historic buildings has been a paramount consideration, and has contributed to the warmth and welcoming atmosphere. This ◗ From here eastward, residential/commercial/ retail has continued to develop, as exemplified by the Chamberlin Heights project. Fueled by

EAST COLFAX 167 “Colfax is like the Fiddler on the Roof - development of the “Mercy Hospital” community, balancing the elements of his culture while Colfax to Colorado Boulevard continues to offer still fiddling. Edgy, gritty and bohemian residential diversity and accompanying retail elements balanced with [the] mainstream structures — for example the area around the service. ...Amped up like Jeff Beck on the Roof.” cathedral — Grant to Pearl — and the area around Colfax community member Marion/Lafayette. Areas of new development, for ◗ The presence of a fixed rail historically accurate example from Pearl to Clarkson, have design trolley has given the street an identifiable details that compliment the historic buildings. character unique to our neighborhood, and Finally,Colfax exists in harmony with the envied by all. While diversity has remained residential neighborhoods on wither side of it. For paramount in continuing development, example, parking associated with Colfax consistency of design and development unique to each area is essential to the overall perception businesses and residents does not spill out on the and quality of life represented along East Colfax adjacent streets which are still heavily used for Avenue.” parking by residents.” “Colfax is pedestrian dominant, but not car free.”

“Colfax Avenue can best be described as a “East Colfax represents all of Denver. It appeals to neighborhood and regional retail and and accommodates the old and the young, the entertainment center (including many restaurants). rich, the poor and people from all ethnic Physically,it consists of a tree-lined boulevard backgrounds. It is an authentic commercial area, faced by two-0, three- and four-story buildings shopped by the myriad people who live and work directly on the street, with first floor retail and there. It is a great place to get lunch, a cup of office and or residential above. Because its coffee, or a new outfit. There is a great shuttle and designation as a federal highway was removed in lots of outdoor dining experiences and a great mid 2005, traffic-calming mechanisms (such as independent supermarket. Colfax offers bulbouts) have slowed speeds considerably. That everything I need. It is eclectic, dynamic, practical has also enabled on-street parking to be installed and appealing.” along virtually all segments, making it much safer “Colfax is like the Fiddler on the Roof - balancing to walk along. the elements of his culture while still fiddling. “Colfax’s importance as an entertainment and Edgy,gritty and bohemian elements balanced restaurant center has continued to grow. The with [the] mainstream...Amped up like Jeff Beck Fillmore, Ogden and Bluebird are still there, but on the Roof.” they have been joined by more restaurants that attract a “moderately expensive” dining clientele. Colfax’s redevelopment successfully preserved old

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◗FULL LENGTH VISION STATEMENT

Colfax Avenue is a multi-modal, commercial and sidewalks — enhance the pedestrian experience residential “main street” serving the adjacent in these areas. Each node or walkable stretch of neighborhoods, commuters and tourists. The the corridor expresses a unique identity defined street is as diverse as its inhabitants. There is a by diverse businesses, scale and character of rhythm and pulse to the activity generated by an adjacent residential neighborhoods and high integrated land-use and transportation system that quality urban design attributes. Great variety in sustains the nearby neighborhoods, encourages land uses, density and intensity accentuate the walking, biking and transit use, enlivens the different environments to be found along Colfax, activity on the street and captures the attention of but no matter the location, a visitor experiences a commuters and visitors. unique sense of place with a definable character and charm. Portions of the corridor support concentrated nodes of development with multiple storied During the day Colfax is abuzz with commuters, residential mixed-use buildings. These dense either residents who live (and work) on or near nodes of activity contain many pedestrian the corridor, as well as people who commute from amenities and intersect along the Colfax transit eastern neighborhoods. Many commuters drive, line with north-south routes or at other activity but enhanced transit increases the street’s capacity centers. A lower intensity,but compact, to move people, not just cars. At transit nodes development pattern characterizes the walking commuters find access to an attractive, quick and distance between these activity nodes. A shallow uniquely Colfax form of transit. The nodes commercial lot depth constrains these stretches of incorporate goods and services like a dry cleaner, the corridor, where local merchants find post office, coffee shop, newsstand, day care or opportunities to market their goods and services food market that make commuting by alternative to nearby residents and commuters who walk to transit more convenient. Many commuters park at the stores. A variety of amenities — street the transit nodes for these shops and services and furniture, street trees, awnings, well maintained use the Colfax line to access downtown.

EAST COLFAX 169 At night and on the weekends, visitors are complements the past, but keeps an eye on the attracted to the area and enjoy the ease of multi- future. Strategically utilized signage, façade modal access, the plentiful parking at activity treatment, lighting and landscaping enhance the centers and the walkable stretches that encourage businesses and buildings, creating a corridor them to shop, dine and partake of a variety of uncontaminated by visual clutter. Signage is entertainment venues. While parking is plentiful creative yet simple, clear, attractive, and in structures or underground at certain activity appropriate to the building or use. Lighting and centers, on street parking and shared parking landscaping are deliberate, used to define building provide ample, affordable spaces all along Colfax. entrances, reinforce the street wall, enhance Strong pedestrian facilities connect parking areas architectural features of buildings and promote a with shops, services and destinations, and often pedestrian friendly environment. The use of visitors choose to walk, take transit or ride their urban design standards hallmarks significant places bikes rather than drive to their favorite places along the corridor like the City Park Esplanade and along Denver’s Main Street. Plenty of bike racks Park Avenue. and lockers may be found at convenient locations near bike routes that intersect Colfax. The various In addition to enhancing the physical capital nodes along the corridor showcase different provided by the historic and eclectic modern venues — a cluster of shops (both local and even architecture, Colfax nourishes the human capital some national brand stores) at one node or theater of its residents. The area welcomes and embraces and restaurants at another. Between these nodes, neighborhood diversity that encompasses a wide visitors are drawn to the restaurant rows, art variety of ages, lifestyles, economic circumstances, galleries and local boutique shopping that offer ethnic groups and family types. In this place, enough variety to please any palette. With visitors neighbors help neighbors — the community at night, local residents, workers and commuters responds to the needs of its people through during the day,Colfax is a 24-hour marketplace. acceptance and tolerance, job training and development, business incubation, crime A focus on urban design has resulted over the prevention strategies, and other innovative years in the use of sustainable, durable building community programs. Strong and cooperative materials that reflect the quality of historic business and resident organizations bolster these architecture treasured and preserved along the efforts. corridor. This respect for historic architecture does not constrain creativity in design, and an Colfax exemplifies the best of what a city can eclectic mix of architectural forms and styles offer: a vibrant, hip, progressive urban avenue.

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◗GLOSSARY OF TERMS AND TOOLS

Activity Center A single large use (like a stadium) or dense cluster of uses that generate high degree of visitation and activity.

Advocacy Entity Planning and management entities separate from governmental agencies responsible for designated areas. Entity assumes promotion of area, manages and coordinates its implementation, initiates actions to move area closer to its vision. Specific functions may include: acquire, assemble, hold and convey land to permit new forms of infill development; facilitate targeted home rehabilitation loans; coordinate and participate in real estate development and infrastructure financing; facilitate actions of public agencies responsible for government services; monitor traffic issues and manage parking efficiently; monitor security matters; coordinate the dissemination of market information; establish fees, rates and charges for use of property; and direct marketing and promotion.

Affordable Housing Demonstration Project Public-private effort whereby public sector contributes land, financing, or the like, and private sector (developer) contributes expertise and money to joint development of an affordable housing project; program is designed to educate delivery system (property owners, developers, lenders, public officials, community at-large, etc.) on “value” of developing product in the market.

Brownfields Contaminated former industrial and commercial lands — comprising a portion of sites that could be redeveloped.

EAST COLFAX 171 Business Recruitment /Retention Community Development Program, frequently administered by an economicCorporation (CDC) development entity,which assists with the Nonprofit organizations based in specific recruitment (attraction) or retention of businessneighborhoods and subject to local governance. either into or within a designated area; programCDCs may rehabilitate and build affordable elements might include financial assistance, housing for neighborhood residents, foster local regulatory assistance, and/or marketing. economic development, and provide an array of related social services.

Capital Improvement Plan (CIP) Dollars earmarked for improvement and extensionCDFIs — Community Development of infrastructure in municipalities. Financial Institutions Networks of federal banks, credit unions, and CDCs that target loans to redlined areas. Community Development Assistance (CDA) (State) Authorizes up to certain percent state tax creditsCommunity Reinvestment Act to eligible contributors investing in approved (CRA) community projects; in certain instances Program under which federally-insured lending applicants must meet economic distress criteria;institutions are provided incentives to offer non-profit developers subject to limitations on assistanceper with development financing for local project tax credits. projects (particularly those in economically- distressed areas); assistance usually offered at a favorable rate; institutions earmark a percent of Community Development Block their lending dollars for this program. Grants (CDBG) (Federal) Federal grants, administered through local or regional offices, designed to lower the overall costConcentrated Public Facilities of a project; projects must demonstrate the abilityCity investment in identified areas by locating to improve the economic conditions of an area.both facilities and publicly sponsored developments and amenities in places where infill development is desired; result is a greater leverage of public dollars through strategic investment, and ability to assist developer with financial pre-leasing requirements.

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Corridor Design Guidelines Describes generally the public right of way and/orFormal set of guidelines (with over-sight by a the parcels of land contiguous to the public rightboard comprised of area stakeholders, of way. This term also references the area of neighborhood representatives, and design influence which may lie beyond these more fluid,professionals) for use by investors doing projects shifting boundaries. within priority areas. Guidelines address character and quality levels and frame discussions with staff.

Cultural Arts Activities Activities and programs which encourage use ofDesign Standards the arts in a designated area by a variety of Formal set of standards (either administered participants. through an appointed design-review committee and/or municipal staff) for development which require certain development character and quality Cultural Tourism levels for the built and natural environment. Marketing and promotion of cultural and historic community elements of interest to visitors to an area; a thriving industry for many areas of the eastDeveloper RFPs and south. Cultural tourism efforts generally Request-for-Proposals from potential developers of originate at a grass-roots level, but quickly require projects in designated areas. Selection of the assistance and coordinate of municipal and developer based on dollar amount of bid; quality state entities. of design; developer’s track record; and preferences of neighborhood residents.

Density Density is a measure of the degree of populationDevelopment Fee Waivers or housing units per acre of land. Development fees are monetary charges on development to recoup a portion of the capital and operating costs required to accommodate a Density Bonuses project. Note: Fees for sewer/water hook-ups, Incentive offered to developers of projects thatbuilding permits, processing fee, etc. can be meet specified goals (i.e., affordable housing, waived or delayed until the developer sees a public spaces, transit, etc). positive cash flow as a means to encourage infill projects.

EAST COLFAX 173 Development Standard Waivers During approvals process, City can grant waivers or variances for items including height limits, setbacks, density,lot coverage, rear access, etc.

Enterpriseimproved Zone communication between staff and District State-designatedelected officials.area where Note:This businesses should located be a common Describes an area with distinguishing within thempractice, that notmake project-specific. capital investments, hire characteristics such as the type, mix and intensitynew employees, contribute to economic of uses contained therein. development plans, rehabilitate old buildings and/or do research and development are provided a tax credit. An approach to revitalizing distressed Economic Development areas by offering tax incentives, regulatory relief Administration (EDA) (Federal) and improved government services. Public entity which provides assistance in form of planning grants and construction financing — for the development of projects in rural and urbanEnvironmental Impact Reports locations which will result in the creation of jobs(EIR)s for the community. Used to assess environmental impacts and determine mitigation measures needed for building a redevelopment plan, specific plan, or Educational Seminars community plan. As projects are identified, the Programs hosted by a variety of entities (i.e., City may be asked to conduct additional lender, developer, municipal, etc.) which promoteenvironmental reviews or focus on few identified an open dialogue among those individuals and areas. organizations which represent delivery system; can occur in a variety of forums; purpose is to provide participants with various perspectives and an understanding of initiatives designed to facilitateFloor Area Ratio (F.A.R.) development process. FAR is a measure of development intensity expressed as the ratio of building area relative to the land on which it rests.

Engage Elected Officials Variety of methods by which elected officials are engaged in planning and implementation efforts;

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Façade Maintenance Program ◗ Qualify for a Colorado Historic Preservation Any program — local, state or federal — includingIncome Tax Credit of 20%, which can be carried forward five years, of qualified costs up to a low interest loans and/or grants — which maximum credit of $50,000 per qualified encourages investment in, and improvement to, property if the preservation or rehabilitation building facades within a planning area. May also costs $5,000 or more. be designed as a matching funds program, within a district, for building façade maintenance. ◗ Be eligible to compete for funding from the State Historical Fund.

Government Liaison ◗ Obtain relief from building codes. Individual or committee charged with establishing and maintaining a dialogue between various ◗ Be eligible for the Downtown Revolving Loan branches of government (local, county,regional) Fund if Landmark is in the downtown B-5 zone regarding issues such as — intergovernmental district. agreements, regulatory reform, facilities planning, etc. ◗ Be eligible for transfer development rights (TDRs) allowing transfer of the unused portion of the allowable floor area ratio to another site within the same zone district if the property is Historic Preservation located in the downtown B-5 zone, Lower Benefits of local Denver historic district Downtown B-7, and B-8G zone districts. designation ◗ Obtain official recognition that your building has◗ Be eligible for expanded uses, such as for an special historical, architectural, or geographical office, art gallery and bed and breakfast, if the significance and is an important part of Denver's property is located in an R-3 residential zone history. district.

◗ Obtain architectural advice and ideas through the◗ Be eligible to donate a facade easement. design review process of the Denver Landmark Preservation Commission. Historic Preservation Easement A “preservation easement” is an interest in real ◗ Possibly increase the value of your home and neighborhood. property that the owner of the property transfers to a qualified organization such as Historic Denver, Inc. or to a governmental body in return for ◗ Contribute to protecting your building's character in the future. benefits to the property owner.The easement

EAST COLFAX 175 holder does not acquire an ownership interest in total amount of credit cannot exceed $260,000. the property; rather, the easement holder has a The credit is computed using the fair market value right of access to the property for the purposes of of the donation, calculated as one-hundred percent inspecting the property.An easement “runs with (100%) of the first $100,000 plus forty percent the land”; in other words, when you sell your (40%) of the excess of $100,000 up to $500,000. property,the easement is not extinguished, and Any excess of the tax credit over the Colorado the easement will apply to future owners of the income tax due may be carried forward up to property.The easement will prohibit the twenty years. demolition of the property and modifications that harm its historic character. Preservation easements guards against trends toward “scrape-offs” (removing historic homes from large lots, followedHistoric Preservation Funds and by splitting the lot in half to build two new Tax Credits homes) or “pop-tops”(adding one or more storiesState Historic Fund Grants- Grants are made to an historic home.A donation of a preservationonly to public and non-profit entities. Individuals easement has tax benefits under Federal, stateand andbusinesses must find a public entity or local tax laws. Under the Internal Revenue appropriateCode, non-profit organization to apply for the donor of an easement to an organizationand such administer the funds on their behalf. as HDI may qualify for a charitable tax deduction on the taxpayer’s Federal tax return, and this may also serve to reduce an individual’s Colorado tax1. General Grants - Are made for certain project burden. Generally,an easement donor may deduct types with no defined dollar limit. the value of the easement.The easement’s value is 2. Archaeological Assessment Grants - Are made for the difference between the appraised fair market the collection and evaluation of archaeological value of the property prior to the conveyance of information for the purpose of creating a plan for an easement and the property’s value with the preservation or additional work. easement restrictions in place.The Federal charitable deduction from Federal taxes can be up3. Historic Structure Assessment Grants - Are made to thirty percent of the taxpayer’s adjusted gross for the preparation of a Structure Assessment by income.Any excess value may be carried forward an architect licensed in the state of Colorado; up to five years. Colorado also allows the donor ofwhere the request is $10,000 or less. a qualified preservation easement to take a tax 4. Emergency Grants - Are made exclusively for credit for a preservation easement donation.The interim stabilization of a historic property which has been damaged due to some unforeseeable event and typically do not exceed $10,000. No cash match is required.

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State Historic Fund Revolving Loan Fund- The “Preservation tax credits have been a key Colorado Historical Foundation created the CHF tool in my projects. They are especially useful for pioneers who are redeveloping a Revolving Loan Fund.The Loan Fund partners disinvested area. Under those circumstances with the State Historical Fund by providing grant it can be difficult to obtain funding but tax recipients an additional source of funding for credits can make your project much more attractive to investors. While tax credits historic preservation in the form of low-interest improvements.Additionally,majority ownersoften meanwill some compromises, they are rate loans.The Loan Fund is intended to become a be expected to provide a personal guarantystill a on significant the incentive for development permanent and self-sufficient source of capital in historic areas.” loan.Although there are no minimum or maximum funds for historic preservation projects in loan amounts, loans of less than $100,000John or Hickenlooper, over President Wynkoop Colorado.The Loan Fund is managed in Brewing Company (from "The Economic $750,000 will be considered only under unusual partnership with the State Historical Fund and the Development Benefits of Historic circumstances.All State Historical FundPreservation," grant Colorado Historical Colorado Housing and Finance Authority (CHFA), recipients are eligible to apply for loansFoundation, (including January 2002) which acts as the fiscal agent responsible for both non-profit and public entities). In addition, evaluating risk as well as closing and servicing all loans may also be made directly to private loans.The Loan Fund provides below-market fixed individuals and for-profit owners of historic rates to supplement Historical Fund grants.The properties receiving State Historical Fund Grants. loans typically require minimal down payments The Loan Fund offers fixed-rate, secured loans up and are structured with flexible repayment terms. to five years, for projects having an active or Loans may be made only for costs eligible for immediately pending State Historical Fund grant funding by the State Historical Fund as award contract. Loan terms are flexible and demonstrated by such costs being included in the dependent upon project and borrower needs. scope of work of a currently active or immediately Interest rates are negotiable but attractive (at or pending State Historical Fund grant award below prime). Repayment schedules are flexible contract. Eligible loan structures include: and the loans may be prepaid at any time without ◗ Federal penalty.Tax Credit- Federal and state tax laws provide tax incentives for historic preservation projects which follow the Secretary of the Interior's Standards for Rehabilitation.The federal government offers a 20% investment tax credit for Construction loans to rehabilitate a designatedthe approved rehabilitation of certified historic historic property. buildings used for income-producing purposes as well as a 10% credit for certain other older ◗ Bridge loans to cover cash shortfalls due tobuildings.* the timing of the receipt of specified funds related to an active State Historical Fund grant contract.

The loans will typically be secured by a lien onState the Tax Credit- The state offers a similar 20% property that is receiving the benefit of the state income tax credit based on $5,000 or more

EAST COLFAX 177 of approved preservation work on designated properties.*

* There is a $50,000 maximum credit per qualified property. Applicants are urged to contact the Office of Archaeology andInfill Development Historic Preservation (OAHP) staff as early as possible when for services funded through traditional tax considering an application for either federal or state tax Development of new homes, commercial and/or revenues. credits. OAHP provides advice to property owners, developers,retail buildings, and public facilities on unused or and architects concerning appropriate preservation and underused lands in existing communities. rehabilitation measures. OAHP staff review applications for tax incentives and make recommendations for approval. Infrastructure Cost Participation Historic Preservation Websites Cost of infrastructure (either onsite or off-site) shared by developer and/or property owner with State Historic Fund: an entity (public (city/county), private (developer http://www.coloradohistory-oahp.org/ co-op), or semi-private organization which will programareas/shf/gengrantsless.htm benefit from its availability — can be offered through a formal program or on a case-by-case Historic Denver: basis. http://historicdenver.org/

HOME Intensity HOME Investment Partnership Program, wherebyIntensity is a measure of the degree of built HUD allocates funds by formula among eligibleenvironment generally expressed in terms of floor state and local governments to strengthen public-area ratio (see definition above for Floor Area private partnerships and to expand the supply Ratio),of or amount of building square footage decent, safe, sanitary and affordable housing forrelative to land area. very low-income families.

Land Assembly Improvement District Land assembled by public, private or non-profit Both an organizing and financing technique forentity in effort to position for development of area revitalization. District provides stable streamlarger projects. Assembly can happen through of income for activities and projects consideredpurchases of properties, vacating and/or rerouting special to area or in addition to general municipalstreets, alleys, etc. services. Districts are vehicle for providing additional services for a fee and not to substitute

178 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

Land Donation/Write-Down Limitations on Infrastructure Property owner — public (city/county), privateExtensions (developer), or semi-private organization — Method used in regional growth management contributes land to a project either as a donationwhereby efficient development patterns are without an expected return, or at a reduced price.rewarded. City-acquired property through fee simple transactions and foreclosures are an obvious source for land contributions. Linked Deposits Local development agencies and downtown development organizations use their bank deposits Land Swap to leverage bank lending for activities supported in the area. City or development agency deposits its To develop specific infill site in specified way, funds in one or several banks with provision that potentially contrary to existing property owner or bank make loans in support of identified developer, cities can offer an exchange of city- community objective. Note: In select instances, owned land of similar value in alternate location. cities have foregone interest on these deposits so that the bank can make loans at below market rates. Level-of-Service Roads within community are designed to meet specified goals regarding mobility,connectivity, and regional planning and land use development.Liquor License Restrictions Level-of-service is measure used to describe street Limit on the number of liquor licenses issued in a standards necessary to address role of the street. designated area. Restrictions generally tied to By adjusting level-of-service you address the businesses which generate over a certain percent tension between through-trips and access to of their revenue from liquor sales. The purpose of activities and services along the road (corridor). this action is not to eliminate restaurants, but concentrations of bars.

Leverage Infrastructure Funding to Support Private Money Loan Pool (Lending Pools) Within a predefined area, public investment forSeveral lending organizations contributing infrastructure located strategically to leverage financing to a project or projects, thus sharing private investment. risk. An amount of capital pledged by several entities for lending to businesses based on some agreed upon goals or other criteria. Pledges can

EAST COLFAX 179 be in the form of loans, letters of commitment andNode stock purchases. Pool can be either organized A point of relatively intense development intensity formally or on a case-by-case basis. or activity along a strip at which point subsidiary parts originate or center such as a transit station at the intersection of two major routes or the Low-Income Housing Tax Credits immediate vicinity of an activity center such as a (State) major entertainment venue. Dollar for dollar reduction or credit against an investor’s federal income tax liability on salary, wages, business, etc.; credit is treated like a cashNon-Profit Developer Support payment or as a reduction against the amount of tax owed; sale of tax credits by the developer Variety of financial and regulatory tools and contributes to project equity,thereby reducing programs which streamline and reduce costs for developer’s out-of-pocket investment. “eligible projects” by “eligible developers.”

Overlay Zone (i.e., historic, Low Interest Loans/Subordination parking) Loans for construction, acquisition, operation, etc.Designated area superimposed on one or more are offered to qualifying individuals or existing zoning districts; designed to protect or organizations at a preferred interest rate; enhance an area’s special qualities; governmental subordination by a public (city/county), privatereview of all developments, with the power to (lender), or semi-private organization of a loan approve design according to standards contained provides a guarantee to the lending organizationin the ordinance or in a district plan or design that in the event of default debt service will beguidelines; program elements include “bonuses” paid. and “requirement adjustments.”

Micro Loan Program Overzoning Offers small amounts of capital usually less thanZoning that permits an intensity and density of $2,500 to very small businesses for wide range developmentof that is significantly greater than the capital needs including façade improvements, current land use.The term is generally applied working capital and personal needs; provide loanwhen the permitted density and intensity of guarantees. Downside: Excessive credit analysiszoning allows a level of development that is out of and underwriting costs. character with an existing land use pattern.

180 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

Park-in-a-Park Predevelopment Funding Grants Creative method by which parking is secondaryF inancingto for project expenses incurred prior to design and landscaping, giving visual appearanceconstruction, i.e., soft costs including consulting, of cars in park rather than trees in a parking lot.design, engineering, and planning, and marketing, etc. Note:The Economic Development Administration (EDA) has funds for Parking District predevelopment and construction costs. Designated area wherein parking design, development and management issues among multiple facilities are controlled by select entityProject Thresholds beyond that provided for by standard municipal Project size thresholds, predetermined and levels of service and control. designed to allow smaller projects to be rapidly permitted, saving extensive reviews for larger developments and environmentally sensitive sites. Pedestrian Enhancements and Linkages Various public, private and non-profit initiativesPublic to Subordination improve the pedestrian environment in a City/county provides a guarantee to the lending designated area, i.e., permanent and temporaryorganization that, in the event of default, debt streetscape elements, sidewalk widening, reducedservice will be paid. speeds, etc. Resulting environment designed to accommodate needs of pedestrians, as well as through and destination traffic, by incorporatingRedevelopment select infrastructure improvements, design Restoration of existing buildings and properties elements, and traffic management mechanisms. blighted and/or which diminish the character and Methods to achieve include: separating traffic function of a neighborhood including adaptive use through use of parallel streets; limiting access and historic preservation properties. points; linking parking lots; coordinating traffic signals; adding alternative transportation lanes; widening sidewalks; providing crosswalks; providing street lights and furniture; preventingRegulatory Reform “deadening” uses without building front; and Initiative by government entity to amend existing incorporating transit stops. regulatory documents to be responsive to prevailing market and economic conditions; examples might include: new or amended zoning designations, planning approval process reform,

EAST COLFAX 181 updated comprehensive plan, etc.

Reverse Mortgage School Programs Low interest loan based on equity in home; Programs (i.e., essays, art, civic participation) particularly relevant for seniors. which encouragethen developer the involvement uses to pay of for students infrastructure. in a designated area. Revolving Loan Funds Flexible funding in the form of loans, guaranteesSelf-Certification Program and interest subsidies to firms which further localContractors assume responsibility for inspecting development goals; designed to alleviate high costsand certifying the correct completion of their own and short supply of capital for businesses, work. Quality is assured by random spot checks; particularly small ones, or those located in contractors who cheat lose their licenses. distressed areas. Components include: lower rates, longer terms; many capitalized by/with federal funds combined with private funds. Self-Supporting Municipal Improvement District (SSMID) District providing stable stream of income for Re-Zone Parcels activities and projects considered special to area Either city-owned and initiated, or petition-based,or in addition to general municipal services. through an organized effort initiated by the Districts are vehicle for providing additional “advocacy entity” to enlist the support of propertyservices for a fee and not to substitute for services owners within a designated area — request for fundeda through traditional tax revenues. change in property zoning designation; the objective is to provide landowners the incentive and economic strength to maintain and redevelopSignature Project a high-quality environment and react more swiftly Public-private effort whereby public sector to market trends. contributes land, financing, or the like, and private sector (developer) contributes their expertise and money to joint development of a significant project within a designated planning area; program Sales Tax Sharing is designed to encourage development of project Future sales from a development can be rebatedwhich to will serve as a catalyst for additional developer to pay for infrastructure — city/countyinvestment. agrees to split sales tax revenue with developer,

182 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

Smart Growth Growth management program which combines incentives, disincentives, and traditional planning techniques to promote a pattern of growth that achieves economic, environmental, and quality-of- life objectives. Colorado Boulevard and 14th Avenue form the west, north, east and south boundaries Subareasrespectively. However, this area does take into Station Area Describesaccount different influences segments which of the may study lie areaoutside that of these boundaries. A significant transfer point or stop along a transitvary by existing character and vision for future route where the land uses are highly oriented todevelopment. Physical boundaries define these the transit function of the area. areas and general characteristics within these boundaries differentiate the individual subareas.

Streamlined Development Approval Tax Abatement Initiative by government entity to facilitate a Taxing entity (usually the city) abates or reduces a timely approvals process for (re)development portion of tax burden; this can happen in the form projects meeting certain criteria. Also referred ofto an adjustment on an individual property basis, as a “green-tape” permitting program. Critical or in an abatement zone. elements of program: 1) streamlined permit and entitlement process; 2) greater predictability; and, 3) fairness in fees and exactions. Components:T 1)ax Exempt Bond Financing appointed case manager; 2) consolidated permitMethod of financing long-term debt issued by process; 3) waived or reduced fees; 4) reduced government whereby bondholders need not number of changes to previously approved plans;include interest payments on taxable income. 5) stoppage to the issuance of conflicting requirements by different departments; 6) a single public hearing; 7) streamlined environmental Tax Increment Financing (TIF) review process. A district obtains funds from increases in regular tax revenues that arise from new development in the district; incremental increase in tax revenues over designated base year revenues is diverted to a Study area special fund; diversion of regular tax revenues rather than additional fees to generate revenue for Describes the physical boundaries of the area analyzed in the plan. Grant Street, 16th Avenue,

EAST COLFAX 183 district investments. Can be used in conjunctionTransit Oriented Development with municipal bond issues whereby increment(T.O.D.) is pledged to repayment of the bond issue, or actual TOD is a form of development that maximizes the increase allocated to an administering agency benefits from the investment in transit directly to finance redevelopment activities. infrastructure by concentrating the most intense types of development around transit stations to promote increased transit use. Trade area Describes an area beyond the boundaries of a “study area.” The trade area boundaries vary byTransit-Supportive Land Use product. For example, lodging, office and Land uses and land use forms supportive of residential uses have different trade areas. The alternative forms of transportation. Typical trade area relates to the larger context within elements include: high-density residential, which similar products compete. The capture rate employment uses, commercial developments and for a study area will shrink or grow depending on public spaces. the size of the trade area. A larger trade area provides more complete understanding of the macro environment within which the study area must compete. It describes the primary area fromTurnkey Facilities which the study area draws its customer base. Buildings, frequently institutional, developed (and The boundaries of this area are somewhat fluidsome in times managed) by a private entity for that as the corridor develops and adds new another entity. Benefits to developer include a attractions, the draw to the area will pull developer fee, management fee, position in the consumers from a wider area. project, etc..

Urban Renewal Tool used for purpose of eliminating slum or Transfer of Development Rights blighted areas within municipality,and positioning (TDR) areas for development or redevelopment. Actions Ability to transfer property entitlements from oneunder urban renewal include demolition of property to another when one of the parcels isstructures; construction of infrastructure and located in a designated development area. public spaces; sale of property; and, relocation of businesses and residents.

184 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

Underground Utilities City works with local utility and cable companies to place all utility lines underground; maintenance, weather-related repairs, and service disruption costs are reduced. City also encourages low-rate programs to assist developers with burying utility infrastructure.

EAST COLFAX 185 186 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

●MAP APPENDIX ●

EAST COLFAX 187 COLFAX AVE COLFAX Census Block Group map

188

SHERMAN ST SHERMAN 14 ST GRANT

16TH AVE

17 Population by Census Block

TH AVE

TH AVE East Colfax Study Area 2000 Census (Block Level) 1 Dot = 4 Persons Dot 1 East Colfax Study Area Boundar

map date: 04/26/04

LOGAN ST LOGAN

Data Sources: PENNSYLVANIA

y

PEARL ST PEARL

WASHINGTON

CLARKSON ST CLARKSON

EMER SON ST SON

EMER SON ST SON

OG DEN ST DEN

N ST N OGDE

CORONA ST CORONA

PARK AVE PARK DOWNING ST DOWNING

G ST G DOWNIN

MARION ST MARION

LAFAYETTE ST LAFAYETTE HUMBOLDT ST HUMBOLDT

BLUEPRINT DENVER AREA OF CHANGE:

FRANKLIN ST FRANKLIN

GILPIN ST GILPIN

WILLIAMS ST WILLIAMS

HIGH ST HIGH

RACE ST RACE VINE ST VINE

EAST COLFAX

VINE ST VINE

GAYLORD ST GAYLORD

YORK ST YORK

JOSEPHINE ST JOSEPHINE

COLUMBINE ST COLUMBINE

CITY PARK ESPLANADE ESPLANADE PARK CITY

ELIZABETH ST ELIZABETH

CLAYTON ST CLAYTON

DETR OIT ST OIT

FI LLMORE ST LLMORE

MILWAUKEE ST MILWAUKEE SAINT PAUL ST PAUL SAINT

EAST COLFAX CORRIDOR PLAN

STEELE ST STEELE

STEELE ST STEELE

17TH AVE PKWY AVE 17TH 16TH AVE ST ADAMS

13

TH AVE

COOK ST COOK

MADISON ST MADISON

MONROE ST MONROE

GARFIELD ST GARFIELD

JACKSON ST JACKSON

HARRISON ST HARRISON COLORADO BLVD COLORADO COLFAX AVE

16TH AVE ALBION ST ALBION 189 C Existing zoning map O

LFAX AVE LFAX

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SHERMAN ST SHERMAN 14TH AVE14TH ST GRANT

16TH AVE16TH

17TH AVE17TH area boundary and is for illustrative purposes only. Community Planning and Development East Colfax Study Area Zoning Zoning is shown only within the study

This is not a legal document H H 1 A B A 3 B A 2 B 4 B 2 B 1 ST LOGAN map date: 04/26/04 Overlay District East Colfax Study Area Boundary

2

Data Sources: Zoning Maps Zoning PENNSYLVANIA

R 4 X R 4 R 3 R 2 D PU P 1 O 1

PEARL ST PEARL

WASHINGTON

CLARKSON ST CLARKSON

EMERSON ST EMERSON

EMERSON ST EMERSON

OGDEN ST OGDEN

OGDEN ST OGDEN

CORONA ST CORONA

PARK AVE PARK DOWNING ST DOWNING

DOWNING ST DOWNING

MARION ST MARION

LAFAYETTE ST LAFAYETTE HUMBOLDT ST HUMBOLDT

BLUEPRINT DENVER AREA OF CHANGE:

FRANKLIN ST FRANKLIN

GILPIN ST GILPIN

WILLIAMS ST WILLIAMS

HIGH ST HIGH

RACE ST RACE VINE ST VINE

EAST COLFAX

VINE ST VINE

GAYLORD ST GAYLORD

YORK ST YORK

JOSEPHINE ST JOSEPHINE

COLUMBINE ST COLUMBINE

CITY PARK ESPLANADE ESPLANADE PARK CITY

ELIZABETH ST ELIZABETH

CLAYTON ST CLAYTON

DETROIT ST DETROIT

FILLMORE ST FILLMORE

MILWAUKEE ST MILWAUKEE SAINT PAUL ST PAUL SAINT

EAST COLFAX CORRIDOR PLAN STEELE ST STEELE

STEELE ST STEELE 17TH AVE PKWY AVE 17TH

16TH AVE16TH ADAMS ST ADAMS

13TH AVE13TH

COOK ST COOK

MADISON ST MADISON

MONROE ST MONROE

GARFIELD ST GARFIELD

JACKSON ST JACKSON

HARRISON ST HARRISON COLORADO BLVD COLORADO

16TH AVE16TH

COLFAX COLFAX ALBION ST ALBION 191 A Existing land use map COLFAX AVE COLFAX

192

SHERMAN ST SHERMAN 14TH AVE14TH ST GRANT

16TH AVE16TH

17TH AVE17TH Denver Assessors Parcel Database: April 2004 Community Planning and Development East Colfax Study Area Existing Land Use

map date: 04/26/04 aat/Pri g Vacant / Parkin Civic / Cultural Schools Commercial Residential mily Multi Fa sidentia Re Single Family

Data Sources: ST LOGAN PENNSYLVANIA

l

PEARL ST PEARL

WASHINGTON

CLARKSON ST CLARKSON

EMERSON ST EMERSON

EMERSON ST EMERSON

OGDEN ST OGDEN

OGDEN ST OGDEN

CORONA ST CORONA

PARK AVE PARK DOWNING ST DOWNING

DOWNING ST DOWNING

MARION ST MARION

LAFAYETTE ST LAFAYETTE HUMBOLDT ST HUMBOLDT

BLUEPRINT DENVER AREA OF CHANGE:

FRANKLIN ST FRANKLIN

GILPIN ST GILPIN

WILLIAMS ST WILLIAMS

HIGH ST HIGH

RACE ST RACE VINE ST VINE

EAST COLFAX

VINE ST VINE

GAYLORD ST GAYLORD

YORK ST YORK

JOSEPHINE ST JOSEPHINE

COLUMBINE ST COLUMBINE

CITY PARK ESPLANADE ESPLANADE PARK CITY

ELIZABETH ST ELIZABETH

CLAYTON ST CLAYTON

DETROIT ST DETROIT

FILLMORE ST FILLMORE

MILWAUKEE ST MILWAUKEE SAINT PAUL ST PAUL SAINT

EAST COLFAX CORRIDOR PLAN

STEELE ST STEELE

STEELE ST STEELE 17TH AVE PKWY AVE 17TH

16TH AVE16TH ADAMS ST ADAMS

13TH AVE13TH

COOK ST COOK

MADISON ST MADISON

MONROE ST MONROE

GARFIELD ST GARFIELD

JACKSON ST JACKSON

HARRISON ST HARRISON COLORADO BLVD COLORADO

16TH AVE16TH

COLFAX COLFAX ALBION ST ALBION 193 A C Legacies Map OLFAX AVE

194 SHERMAN ST SHERMAN

14TH AVE14TH

16TH AVE16TH GRANT ST GRANT 17T "Residential" databases, April 2004 East Colfax Study Are

H AVE Assessors "Commercial" and Age of Structures map date: 04/26/04

Unknown or N/A Built After 1945 Built Before 1945

Data Sources:

LOGAN ST LOGAN

PENNSYLV ANIA

a

PEARL ST PEARL

WASHINGTON

CLARK SON ST SON

EMERSON ST EMERSON

EMERSON ST EMERSON

OGDE N ST N

N ST N OGDE

CORO NA ST NA

PAR

DOWNING ST DOWNING

K AVE K

DOWNING ST DOWNING

MARION ST MARION

LAFAYETTE ST LAFAYETTE

HUMB OLDT ST OLDT

BLUEPRINT DENVER AREA OF CHANGE:

FRANK LIN ST LIN

GILPIN ST GILPIN

WILLIAMS ST

HIGH ST HIGH

RACE ST RACE VINE ST VINE

EAST COLFAX

VINE ST VINE

GAY LO RD ST RD

YORK ST YORK

JOSEPHINE ST JOSEPHINE

COLUMBINE ST COLUMBINE

E NAD LA PARK ESP PARK CITY CITY

ELIZ ABETH ST ABETH

CLAYTON ST CLAYTON

DETROIT ST DETROIT

FILLMORE ST FILLMORE

MILWAUK EE ST EE SAINT PAUL ST PAUL SAINT

EAST COLFAX CORRIDOR PLAN

STEE LE LE ST

STEE

LE LE ST 17TH AVE PKWY AVE 17TH

16TH AVE16TH ADAMS ST ADAMS

13T

H AVE

COOK ST

T SON S SON MADI

MONROE ST MONROE

GAR FIE LD ST LD

JACK SON S SON T

HARRISON ST HARRISON

COLORA DO BLV DO D

16TH AVE16TH

COLFAX 195 ST ALBION A Blueprint Denver Plan Map Excerpt 196 Blueprint Denver Land Use East Colfax Study Area eintd raof Change Area Designated Park hibition Cultural, rtainment, Ex Ente mpus Ca ing District Shopp strian Pede ial milyResident Single Fa ntial Reside Urban e Mixed Us Downtown map date: 04/26/04 East Colfax Study Area Boundary

14TH SHERMAN

13TH

GRANT

LOGAN

PENNSYLVANIA

PEARL

WASHINGTON

CLARKSON

EMERSON

OGDEN

PARK

CORONA

DOWNING

DOWNING

MARION MARION

BLUEPRINT DENVER AREA OF CHANGE:

LAFAYETTE

HUMBOLDT

FRANKLIN

GILPIN

WILLIAMS

HIGH

RACE VINE

EAST COLFAX

VINE

GAYLORD

YORK

16TH JOSEPHINE

COLUMBINE

CITY PARK ESPLANADE PARK CITY

ELIZABETH CLAYTON

16TH

DETROIT

FILLMORE

MILWAUKEE

SAINT PAUL SAINT STEELE

EAST COLFAX CORRIDOR PLAN

ADAMS

COOK

MADISON

MONROE

GARFIELD

JACKSON HARRISON CO

LFAX

COLORADO

ALBION 17TH AVE 17TH

16TH

13T

H 197 Future Land Use Concept Map

198

SHERMAN ST SHERMAN 14TH AVE14TH ST GRANT

16TH AVE16TH Future Land Use Concept Map

17TH AVE17TH Denver Assessors Parcel Database: April 2004 Community Planning and Development East Colfax Study Area

map date: 04/26/04 o esiyRsdni l Residentia ity Dens Low l Medium Density Residentia ity High Dens En Mixed Use TOD ST LOGAN Data Sources: tertainment, Civic, Cultural Civic, tertainment,

eietal Residentia

PENNSYLVANIA

PEARL ST PEARL

WASHINGTON

COLFAX ST CLARKSON

EMERSON ST EMERSON

EMERSON ST EMERSON

OGDEN ST OGDEN

OGDEN ST OGDEN

CORONA ST CORONA

PARK AVE PARK DOWNING ST DOWNING

DOWNING ST DOWNING

MARION ST MARION

LAFAYETTE ST LAFAYETTE HUMBOLDT ST HUMBOLDT

BLUEPRINT DENVER AREA OF CHANGE:

FRANKLIN ST FRANKLIN

GILPIN ST GILPIN

WILLIAMS ST WILLIAMS

HIGH ST HIGH

RACE ST RACE

VINE ST VINE

GAYL ORD

ST

EAST COLFAX

VINE ST VINE

GAYLORD ST GAYLORD

YORK ST YORK

JOSEPHINE ST JOSEPHINE

COLUMBINE ST COLUMBINE

CITY PARK ESPLANADE ESPLANADE PARK CITY

ELIZABETH ST ELIZABETH

CLAYTON ST CLAYTON

DETROIT ST DETROIT

FILLMORE ST FILLMORE

MILWAUKEE ST MILWAUKEE

SAINT PAUL ST PAUL SAINT

STEELE ST STEELE

EAST COLFAX CORRIDOR PLAN

STEELE ST STEELE 17TH AVE PKWY AVE 17TH

16TH AVE16TH ADAMS ST ADAMS

13TH AVE13TH

COOK ST COOK

MADISON ST MADISON

MONROE ST MONROE

GARFIELD ST GARFIELD

JACKSON ST JACKSON

HARRISON ST HARRISON

COLORADO COLORADO COLORADO BLVD COLORADO

16TH AVE16TH

COLFAX AV COLFAX ALBION ST ALBION 199 E T

200 ransportation Map

SHERMAN ST SHERMAN GRANT ST GRANT East Colfax Study Area Boardings and Exits per day *Ridership Volume = Combined Average u tops / St Bus Ridership Volume* lern evrSre ls ifications Blueprint Denver Street Class Transportation Map “Undesignated Local” All other streets are RTD and Blueprint Denver map date: 04/26/04

0 1590 501 500 301 300 201 200 108 Residential Collecto Residential Mixed Use Arterial Main Bike Routes Data Sources: LOGAN ST LOGAN Arterial Arterial

16TH AVE r

W ASHINGTON

CLAR KSON ST KSON

EMERSON ST EMERSON

OGDE N ST N

CORONA ST CORONA

DOWNING ST DOWNING

DOWNING ST DOWNING PARK AVE PARK

BLUEPRINT DENVER AREA OF CHANGE: FRANKLIN ST FRANKLIN

17TH AVE

HIGH ST HIGH

RACE ST RACE VINE ST VINE

EAST COLFAX

VINE ST VINE

YORK ST YORK JOSEPHINE ST JOSEPHINE CO

14TH AVE

LFAX AVE

TY PARK ESPLANADE ESPLANADE PARK TY CI

DETROIT ST DETROIT

FILLMORE ST FILLMORE

SAINT PAUL ST PAUL SAINT STEELE ST STEELE EAST COLFAX CORRIDOR PLAN

16TH AVE

17TH AVE PKWY AVE 17TH COOK ST COOK

13TH AVE

GARFIELD ST GARFIELD COLORADO BLVD COLORADO

16TH AVE 201 Underutilized Properties Map

East Colfax Study Area Land-Structure Value Ratio

Adequate

Underutilized

Missing Data

map date: 04/26/04

202 BLUEPRINT DENVER AREA OF CHANGE: EAST COLFAX CORRIDOR PLAN

EAST COLFAX 203 204 BLUEPRINT DENVER AREA OF CHANGE: