Denver Regional Urban Centers: New Frontiers in Sustainability

Urban CentersDenver Regional

New Frontiers in SustainabilityAn Urban Accolades Cooperative Publication

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has become apparent that planners, environmentalists, architects, engineers, economists and local and regional policy makers have to work together in order to ensure that development can meet our current needs without compromising the resource requirements of future generations. In many communities, planning problems are often connected with uneven development, the deterioration of the quality of urban life and the destruction of the environment. To facilitate effective strategies for development, stakeholders need to consider sustainability in the planning of communities, and emphasize the need to handle these matters in an integrated way.Sustainability is now at the forefront of the urban planning profession and it is critical to plan and design better neighborhoods and communities through the balancing of Social, Economic and

Environmental issues and systems. One critical attribute to creating sustainability in communities is to lower the effects of automobile emissions. Since the middle of this century average vehicle miles traveled per person has increased every year. This indicates that there is something wrong with the way we are building our cities. Emphasizing density and creating opportunities for multi-modal transit can reverse this trend and put American cities on the path towards true sustainability.In response to these imperative issues, the University of Colorado-Denver Planning Studio II class in the Master of Urban and Regional Planning program will complete a project that engages in the utilization of sustainable design and planning practices/principles, environmental metrics and the implementation of tools and strategies required for positive and

sustainable planning outcomes. This project is divided into three phases – One: We will gauge the current practices and sustainable models through a baseline snapshot. Two: We will view research and analysis. Three: We will incorporate sustainable frameworks and/or develop scenarios in achieving best practices in developing desirable sustainable neighborhoods and communities.This prologue (phase one) intends to provide a “snapshot” into four study areas that are relatively unique from each other and yet contain similar characteristics of contemporary building practices that implement or promote more compact, well connected and walkable communities. The areas of study are the Cherry Creek, Commons Park and Stapleton neighborhoods in Denver and the Belmar neighborhood in Lakewood.

IT

Preface

University of Colorado Denver College of Architecture and Planning Master of Urban and Regional Planning (MURP)

URP 6631 Planning Studio II Fall 2011 Instructor: Jeff Bartosik Assoc. AIA

Format and editing: Andrew Valdez Cover: Matthew Moore

Introduction: Jim LarsenSustainability: Aliina Folwer, Brian James

Urban Center Teams

Belmar, LakewoodYoung Ho KimCincere EadesLyndsay Ward

Cherry Creek NorthAndrew Valdez

Jim LarsenAliina Folwer

Commons ParkScott Robinson

Chelsea LauBrian James

StapletonLogan Moore

Matthew MooreDaniel Murray

Table of Contents1.0 Introduction 1.1 Sustainability 1.2 Urban Center Typologies

2.0 Comparisons

3.0 Belmar

4.0 Cherry Creek

5.0 Commons Park

6.0 Stapleton

Intro

duct

ion

SustainabilityOur transportation habits have a profound affect on land use, resource use and pollution. Understanding how we get around and the effect on the environment is one indicator of an area’s sustainability. Vehicle Miles Traveled (VMT) is one measure of personal auto use over the course of a year. CO2 emissions per household from household auto use measures the direct envrionmental effects of personal auto use. The sharp decline of VMT in 2008 could be a result of the U.S. economic downturn but represents a turning point for U.S. and Denver regional sustainability. 2010 VMTs are now at 2006 levels and increasing much slower than before. Can we continue on this trend of low VMT into the future?

CO2 emissions per household from household auto use 7.4

Vehicle miles traveled (VMT) per household per year 16,144





No Data Available

Bel

mar

Che

rry

Cre

ek

Com

mon

s Pa

rkSt

aple

ton

2,200,000

2,300,000

2,400,000

2,500,000

2,600,000

2,700,000

2,800,000

2,900,000

2000 2002 2004 2006 2008 2010

Popu

latio

ns

Denver Regional Population, 2000-2010

56,000,000 58,000,000 60,000,000 62,000,000 64,000,000 66,000,000 68,000,000 70,000,000 72,000,000 74,000,000 76,000,000

2000 2002 2004 2006 2008 2010

VMT

in M

iles

Denver Regional VMT, 2000-2010

25.0 25.2 25.4 25.6 25.8 26.0 26.2 26.4 26.6 26.8

2000 2002 2004 2006 2008 2010

VMT

per C

apita

Denver Regional Per Capita VMT, 2000-2010

7,600,000,000

7,800,000,000

8,000,000,000

8,200,000,000

8,400,000,000

8,600,000,000

8,800,000,000

9,000,000,000

2000 2002 2004 2006 2008 2010

VMT

in M

iles

US VMT, 2000-2010

Urban Centers

Intro

duct

ion

25

Urban Centers

Urban Center Study Area

Approx. 1 mi. x 1 mi.

LUP

SF res MF res Mixed Retail Open Office Other

These four developments show the diversity of public investment and demographic preferences in a broad sample of trends in Denver’s regional, urban sustain-ability. The differences in regard for open space and mixed-use construction, for an example, is particularly striking.

We sampled each center in a half-mile radius, following major intersections and mode of travel.The systems we evaluated in each center are: Residential - single / multiple family Commercial - office, retail, mixed useOpen Space / ParkOther - undeveloped or private real estate

Wad

swor

th

Commons Park

Stapleton

Belmar

Cherry Creek North

Commons Park- a young, family-friendly mixed use and open space development that bleeds out from the downtown grid

Bel Mar- a suburban catalyst site that integrates a diversity of housing, retail and work scenarios for the 21st Century.

Stapleton- a flourishing, vast development of sustainable New Urbanist ideals that creates an economic and residential core and multi-modal transit services.

Cherry Creek North- a very popular higher-end and family-oriented development with numerous “hip” establishments

I-25

Speer

20th

I-25

I-70

Colfax

6 West

Que

bec

MLK

29th

Alameda

6th

1stSpeer

Colorado

Com

paris

ons

Bel

mar

Che

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Cre

ekC

omm

ons

Park

Stap

leto

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Figure Ground Land Use Street Hierarchy

Ê0 0.20.1 Miles

Cherry Creek Figure Ground

Transit Bike

Com

paris

ons

Typical Block Size Average Dwelling Unit/Acre

Economic Social Average Walk/Transit Score

86/51

85/55

57/47

85/74

$293 PSF (residential) 4,163 Total Residential Units

$29 PSF (retail)$22 PSF (office) Total Commercial SQFT - 5.6M

$95,237 avg. household income90% white 4% latino 2% black416 affordable housing units

8.13

17.09

7.02


$14 PSF (retail)$19 PSF (office) Total Commercial SQFT - 644,000


$24 PSF (retail)$20 PSF (office) Total Commercial SQFT - 74,149


$40 PSF (retail)$30 PSF (office)Total Commercial SQFT - 1.9M

7.7

$66,743 avg. household income45% white 47% latino 3% asian56 affordable housing units

$63,959 avg. household income69% white 12% latino 10% black225 affordable housing units

$60,381 avg. household income82% white 14% latino 2% other0 affordable housing units

400’

72

0’

250’

70

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220’

185’

250’

50

0’

45

0’

60

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45

5’

335’

30

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400’

330’

57

0’

OverviewB

elm

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Scale 1”=600’

6th Avenue

Col

orad

o B

lvd

Uni

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1st Avenue

PUD/Planning Process

Economics

Demographics

The area surrounding Belmar is predominantly white. The Belmar District is comprised 82% white, 14% Hispanic, and 2% of race of other origins. This is attributed to the influx of young, white professionals living in this area and the lack of affordable housing.

The area surrounding Belmar is predominantly white. The Belmar District is comprised 82% white, 14% Hispanic, and 2% of race of other origins. This is attributed to the influx of young, white professionals living in this area and the lack of affordable housing.

In 2001, the City of Lakewood began the PUD process to create an infill development, now known as Belmar. The PUD process regulates and sets guidelines for the density, land use, and aesthetics of the development. The Belmar project has been designed to reduce automobile use and promote pedestrian and alternative transit activity. The PUD also set standards for energy efficiency and sustainable building infrastructure.

Belmar is a planned mixed-use redevelopment located at S. Wadsworth Blvd and W Alameda Ave. The site was originally home to the Villa Italia Mall, a regional shopping mall surrounding by asphalt. In 2002, the EPA funded the cleanup of the site and by 2005 the project was complete. The site currently covers 22-city blocks (104 acres), mixing multi-family and single-family residential, office space, and retail. It is home to over 75 shops and restaurants including: Whole Foods, Target, Dick’s Sporting Goods, and Nordstrom Rack. The Belmar development integrates renewable energy technology and LEED-certified green buildings.

• Belmarhasachievedthehighestcostpersquarefoot,$250-$300,inJeffersonCountyHistory.

Bel

mar

Site Characteristics

Replacing the old Villa Italia mall, Belmar now stands as a new entertainment district and downtown in Lakewood. The site incorporates residential, office, and retail creating a new mixed use area that is unlike any other area in Lakewood. Belmar is meant to be a place where people can live, eat, work, and play without having to travel to Denver. The site boasts an “eclectic assortment of dining and entertainment choices” as well as 75 retail shops ranging from big name stores to boutiques.

1

1 2

2

3

3

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5

Bel

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Mobility

Scale 1”=1500’

ARTERIAL (Alameda Ave)

Scale 1”=30’

A A′

10′ 11′ 11′ 12′ 27′11′11′12′

135′ ROW

12′ 10′8′street sidewalksidewalk

landscapearea

landscapearea

landscapearea

landscapearea

32′

C C′

5′5′

yard yard42′ ROW

LOCAL (Marshall St)

COLLECTOR (Teller St)

9′

70′ ROW

18′18′

B′B

8′8′ 9′

streetsidewalk sidewalk

building

parking parking

building

Park

Arterial Local

Collector

C C′

A

A′B B′

Two major thoroughfares border Belmar, Wadsworth to the West and Alameda to the North. Cars can easily access the site by taking Teller Street from Alameda. On-street and free public parking lots allow cars to move freely through the site. The local two lane roads within Belmar are much wider (34 feet) than the local streets adjacent to the area. The arterials that connect Belmar to the surrounding area are four lanes in each direction.

Bel

mar

Pedestrian, Bike and Transit

Scale 1”=1500’

The Belmar street design accommodates many forms of transportation including: bike, pedestrian, bus, and car. Public transportation is readily available within and around the Belmar area, offering multiple bus stops along the perimeter of the development at Alameda and Wadsworth, though no actual buses transport through the area. There is a designated bike route that runs through Lakewood, connecting Belmar to other high use areas within the city. Belmar is very walk-able, offering wide sidewalks and pedestrian crosswalks.

3

4 5

41 2

Bike

Transit

2

1

3

5

OverviewC

herr

y C

reek

Scale 1”=600’

6th Avenue

Col

orad

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lvd

Uni

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1st Avenue

Originally part of the Cherokee/Smokey Hill Pioneer Trail, Cherry Creek was first developed in the 1870s. In 1955, construction began on the 56-acre Cherry Creek Shopping Center. Today, Cherry Creek is one of the wealthiest and most prominent neighborhoods in Denver with vibrant commercial and upscale residential areas.


Economics

Demographics

Over half of the jobs within the neighborhod are in the Service and Retail sectors. The average annual wage is $49,827 and an unemployment rate of 2.09% While the neighorhood comprises less than .1% of Denver’s surface area it contributes 5% of its total salex tax revenue.

The population of the Cherry Creek neighborhood is 5,028 with roughly 90% non-Latino white and 10% Asian/Pacific Islander. With an average household income of $95,237, Cherry Creek is one of wealthiest neighborhoods in Denver.

In 1933 Cherry Creek was considered to be on the fringes of Denver. Cherry Creek North has 127 PUD’s and 3 registered neighborhood organizations. The area is very active in the City of Denver political scene.

Che

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933

12

3

4

5

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Urban Form and Use

Cherry Creek was once dominated by single-family residential homes. Over time the neighborhood has evolved into a mixed use and mixed density area. The northern and eastern sections of the neighborhood are now the only remaining single-family residential zones. The retail shopping component is comprised of two distinct areas, separated by 1st avenue - The Cherry Creek regional mall and 2nd Avenue which is a pedestrian friendly, main street type district. The southern portion of the study area features mostly office use.

Scale 1”=1800’

1 2

3

4 5

2nd Avenue - COLLECTOR

90’ ROW

20’25’ 11’ 12’ 12’ 11’

Che

rry

Cre

ekMobility

Street Hierarchy

The Cherry Creek neighborhood is bounded by the standard sectional arterials one mile from one another (Colorado BLVD and University east to west and 6th Avenue and 1st Avenue north to south) Main access through the study area is along 1st Avenue, a 6 lane arterial. Despite being a major thoroughfare, 1st Ave. allows for good pedestrian connectivity between the Mall and 2nd Avenue. A network of secondary connectors service inter-neighborhood travel, and the rest of the area features a standard urban north to south grid of local roads.

Scale 1”=1800’1st Avnue - ARTERIAL

160’ ROW 160’ ROW

25’ 14’ 14’ 14’ 20’14’14’14’30’

Scale 1”=30’

A

A

A’

B

B’

A’

B B’

Che

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Cre

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Scale 1”=1800’

The Cherry Creek neighborhood as well as the Cherry Creek North shopping district are both well serviced by bicycle and transit (bus) facilities. Addidtionally, the Cherry Creek North area features exemplary signage, wayfinding and streetscape improvements that enhance the pedestrian experience. The study area also features four B-Cycle stations in strategic locations. While the study area is not serviced by the RTD LightRail, there are a number of bus lines that connect the study area with the rest of Denver metro.

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1

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OverviewC

omm

ons

Par

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Scale 1”=1200’

6th Avenue

Col

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lvd

Uni

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1st Avenue

The Commons Park area is located just to the east of downtown Denver, straddling the I-25 corridor and bounded on the north and south by 32nd Ave and Speer Blvd, respectively. For an area that got its start in low-density residential and commercial usage, Commons Park became a major rail yard and industrial haven with the introduction of Union Station. After the decline in freight and passenger rail travel, the area redeveloped itself into one of Denver’s premier mixed-use neighborhoods.


Economics

Demographics

The area around Commons Park, with its many retail establishments and proximity to downtown, employs approximately 5% of Denver’s labor force, dominated by jobs in the service industry. With the relatively high average household income and general lack of affordable housing units, much of the area’s work force lives elsewhere. However, with a housing vacancy rate between 12 and 15%, many of the area’s previous population can no longer afford the high home prices.

The area surrounding Commons Park is predominantly Latino and White. This is attributed to the historically Latino population in the Highlands neighborhood to the west of Commons Park as well as the recent influx of affluent white, young professionals in the Union Station and Lower Downtown neighborhoods of Denver.

Riverfront Park and the Denver Commons (Union Station district) are each master-planned as urban infill sites to be completed within the next decade. The PUD regulates land uses and building aesthetics and accounts for the multi-modal transit hub that the area will most likely become.

W 32nd AveVa

llejo

St

Speer BlvdWynkoop St

Com

mon

s P

ark


Urban Form and Use

The urban form and land use in the Commons Park study area is dominated by Commons Park itself, providing an open space focal point for the area. The older developments in the Highlands part of the study area are a mix of single-family residential along with some multi-family residential, retail, and office uses. Southeast of Commons Park, in the newer developments along the Platte River, there has been an emphasis on walkable, mixed-use, high-density development with retail opportunities in the form on shops and restaurants on the ground floor, with multi-family residential and office space above.

Scale 1”=1200’

1 2

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4 5

12

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Com

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Mobility

Street Hierarchy

The main arterials of the Commons Park neighborhood are on the peripheries, including Interstate 25, Speer Boulevard, 20th Street, and Wazee Street. Outside of the highlands, connectivity on local streets is limited, with most connectivity being provided by collectors such as 15th Street, Platte Street, and Wewatta Street. Little Raven Street, however, does provide accessibility to Commons Park itself.

ARTERIAL - SPEER BLVD

Arterial

Collector

Local

Parks

1” = 1200’

COLLECTOR - 15th ST LOCAL - LITTLE RAVEN ST

1” = 30’

1” = 30’ 1” = 30’

A

165’ ROW

C

75’ ROW

B

90’ ROW

Com

mon

s P

ark


Transportation in Commons Park is impacted by three barriers running from southwest to northeast: the rail lines, the South Platte River, and Interstate 25. This has led to a focus on multi-modal transportation development, and despite the barriers, there is excellent connectivity by both bike and transit, in part because of the park system along the river and the presence of Union Station, a regional transit hub.

1

2

23

Transit

Bike

1” = 1200’

3

1

4

5 6

6

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OverviewS

tapl

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Scale 1”=1600’

Stapleton was to be the latest model of New Urbanism after Stapleton International Airport was decommissioned. It was to fuse 35% open public space while accommodating 35,000 residents over 4,700 acres of brownfield, creating an economic center in the Northeast Denver corridor. The redevelopment encouraged minimizing en vironmental impact by fusing higher densities, mixed uses and energy efficient housing and retail construction and appliances.


Economics

Demographics

The average household income of the Stapleton community is $63,959, which is above average when compared to Denver and the US average. The average cost per square foot for a residential home is $174, not extremely high but also not in the affordable range. The lease cost per square foot for retail is at $24 while office is at $20.

The demographics of Stapleton are currently very unbalanced, a big difference from 10 years ago, where the ethnic balance was very even. The neighborhood is prodominantly White at 69%. Trailing far behind are Hispanics at 12% and the Blacks at 10%, this should h when more affordable housing units are available.

1979 to 1995- Transition from S.I.A. to D.I.A.; S.I.A. closed due to noise litigation1990, 2000- (SRF) Stapleton Redevelopment Foundation– legacy of Mayor W. Webb1993- (CAB) Stapleton Citizens Advisory Board – reformed after Mayor Pena 1995- (SDC) Staple Design Corp. -- sub-committee of Green Book board1998- (FC) Forest City– Primary developer, works with Stapleton Design Review Committee (SDRC) to approve plans (SDC + CAB)1998- Master Lease and Disposition Agreement 2001- Affordable Housing Plan (SDC, FC, City) Land Use Plan (SDC, FC, City) Neighborhoods- Park Creek (PCDM) + Westerly Creek rezone (SDC)2002- Master Community Association formed First businesses open, first residents move in2002- 2005- Education Master Plan (FC), Sustainability MP (FC), Public Art MP (PCDM), Parks/Rec MP (PCDM)

Montview

White 69%

Hispanic 12%

Black 10%

Other 9%

Stapleton Demographics: Ethnicity

29th

Que

bec

$50,000

$52,000

$54,000

$56,000

$58,000

$60,000

$62,000

$64,000

$66,000

Stapleton Denver Colorado United States

In Tho

usan

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Average Household Income

Sta

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on


Urban Form and UseStapleton is considered a multi-functional neighborhood serving a variety of residents. There is the opportunity to live in many types of housing, depending on preference. Residents may live in a mixed use development as well as a large single family home on a quarter acre. Within stapleton it is easy to obtain most accomodations for everydayliving such as school, shopping and employment.

Scale 1”=1600’

1

1

1 1

Single-Family Residential

Multi-Family Residential

Retail

Mixed-Use

Open Space

Other

1

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2

3

3

54

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Street Hierarchy

Stapleton’s street patterns are inspired by Denver’s historic neighborhoods as well as new curvilinear streets. The Stapleton neighborhood is bounded by arterials such as Quebec St to the west and Montview Blvd to the south. Within the development collector streets such as Martin Luther King Jr. Blvd and Central Park Blvd provide circulation. In constructing the road system, 6 million tons of concrete were recycled from the old Stapleton airport. A bicycle and pedestrian friendly environment is achieved through a network of complete streets which include bike lanes, on street parking, sidewalks separated from the travel way with landscaped tree lawns, ADA curb ramps, and lighting.

MobilityS

tapl

eton

Scale 1”=30’

Arterial

Collector

Local

Park

1” = 1,500’

14′

C′

5′5′ 7.5′ 7.5′

C

55’ ROWPrivate Yard

Street Land-scape

Land-scape

Side-walk

Side-walk

Parking Parking

8’′ 8’′

Private Yard

Arterial - Central Park Blvd

Local - Valentina St

12′12.5′ 12′10′

AA

9’ 5’ 10′12.5′5’ 9’12′12′50′

170’ ROW

Sidewalk Landscape Parking Bike Lane

Street Landscape SidewalkStreet Bike Lane

Parking Landscape

Private Yard

Private Yard

The Stapleton street network is designed to accommodate all modes of transportation from cars and buses to cyclists and pedestrians. Stapleton boasts 36 miles of bike trials that connect to Denver’s 800-mile network. Additionally, it is considered a transit oriented development, with regular bus routes with the rest of metro Denver and is one of the more popular RTD bus stations in Denver. In 2014, commuters will have another transit option with the completion of the light rail line from downtown Denver to Stapleton to DIA. Stapleton is considered “Somewhat Walkable” with an average Walkscore of 54 in comparison to the Denver city wide average of 68. There is “Some” transit in Stapleton with an average of 47 with 7 bus routes servicing the Stapleton area.


1 2

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54

Sta

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12′12.5′ 12′10′

AA

9’ 5’ 10′12.5′5’ 9’12′12′50′

170’ ROW

Sidewalk Landscape Parking Bike Lane

Street Landscape SidewalkStreet Bike Lane

Parking Landscape

Private Yard

Private Yard

Transit

Bike

1” = 1,500’

54

32

1

Piton Foundation – www.piton.org

City and County of Denver – www.denvergov.org

Stapleton Website - http://www.stapletondenver.com/community/stapleton-by-the-numbers

Walkscore - http://www.walkscore.com/

Zillow - http://www.zillow.com-local-info-CO-80238-home-value

Denver Neighborhood Data - http://www.denvergov.org-Portals-337-documents-2011-11stapleton.pdf

Stapleton Website - http://www.stapletondenver.com-sites-default-files-resources-Stapleton-Affordable-Housing-Properties.pdf

City of Lakewood, Planning Department - http://www.lakewood-colorado.org/urbanrenewal/LRABelmarproject.htm

City of Lakewood, GIS Department – GIS files including: Parcels, Parks, Land Use and Roads

The Capital District Regional Planning Commission, Albany, NY - http://www.cdrpc.org/New_Centers-web.pdf

Continuum Developers, Micheala – Affordable housing, Number of residential units.

Cushman & Wakefield, Steve Billigmeier – Office cost per square foot

RTD - http://www.rtd-denver.com/, bus and bike routes

The Belmar District Redevelopment, Suzanne Charles,http://www.gsd.harvard.edu/pbcote/courses/archive/06_07/gsd6322/Raster_showcase/scharles_final_project.pdf

Google Earth – Images and block size

City of Denver GIS - http://www.denvergov.org/Default.aspx?alias=www.denvergov.org/GIS

Cherry Creek RNO - http://ccnneighbors.com/

Documents

Denver Regional Urban Centers: New Frontiers in Sustainability