North Metro Corridor · The North Metro Corridor Project proposes approximately 18 miles of commuter rail transit from downtown Denver, Colorado, north to State Highway (SH) 7. North

North Metro CorridorFinal Environmental Impact Statement and Final Section 4(f) EvaluationExecutive Summary

R e g i o n a l T r a n s p o r t a t i o n D i s t r i c t

January 2010

Presented to:

Final Environmental Impact Statement and Section 4(f) Evaluation

North Metro Corridor

ES-i January 2011

TABLE OF CONTENTS

EXECUTIVE SUMMARY ........................................................................................................ ES-1

ES.1 INTRODUCTION ............................................................................................. ES-1 ES.1.1 Why Was this Report Written? ............................................................. ES-6 ES.1.2 Where Is this Project? .......................................................................... ES-7 ES.1.3 How Do You Read the FEIS? .............................................................. ES-7

ES.2 PURPOSE AND NEED ................................................................................... ES-8 ES.2.1 Why Do We Need this Project? ........................................................... ES-8

ES.2.1.1 Purpose .............................................................................. ES-8 ES.2.1.2 Needs ................................................................................. ES-9

ES.2.2 What Are the Goals of this Project? ..................................................... ES-9

ES.3 ALTERNATIVES CONSIDERED ..................................................................... ES-9 ES.3.1 Alignment Alternatives ....................................................................... ES-11

ES.3.1.1 Additional Options for Sand Creek Junction in the Southern Section ............................................................. ES-12

ES.3.1.2 Technology Alternatives ................................................... ES-12 ES.3.1.3 Station Locations ............................................................. ES-14

ES.3.2 How Were the Alignment and Technology Alternatives Evaluated? .. ES-14 ES.3.2.1 Alternatives Evaluation Screening Criteria ....................... ES-14 ES.3.2.2 Summary of Alternatives Evaluated in the DEIS .............. ES-15 ES.3.2.3 Summary of Screening Results and DEIS Evaluation ..... ES-16

ES.3.3 Station Screening .............................................................................. ES-18 ES.3.3.1 Station Evaluation Screening Criteria .............................. ES-18 ES.3.3.2 Results from the Station Screening Process .................... ES-18

ES.3.4 What Are the Alternatives Presented in the FEIS? ............................ ES-18 ES.3.5 What Is the No Action Alternative? .................................................... ES-19

ES.3.5.1 Transit Projects ................................................................ ES-19 ES.3.5.2 Highway Projects ............................................................. ES-19

ES.3.6 What Is the Preferred Alternative? ..................................................... ES-19 ES.3.6.1 Proposed Alignment ......................................................... ES-19 ES.3.6.2 Proposed Technology ...................................................... ES-23 ES.3.6.3 Stations ............................................................................ ES-24 ES.3.6.4 Proposed Train Service ................................................... ES-24 ES.3.6.5 Commuter Rail Maintenance Facility ............................... ES-24

ES.3.7 Cost and Financing ............................................................................ ES-25

ES.4 AFFECTED ENVIRONMENT AND ENVIRONMENTAL CONSEQUENCES ........................................................................................ ES-25 ES.4.1 What Human or Environmental Resources Were Considered? ........ ES-25 ES.4.2 What Kinds of Environmental Effects Would the Project Have? ........ ES-25

ES.4.2.1 Social Impacts and Environmental Justice ...................... ES-26 ES.4.2.2 Land Use, Zoning, and Economic Considerations ........... ES-26 ES.4.2.3 Land Acquisition, Displacements, and Relocation of

Existing Uses ................................................................... ES-27 ES.4.2.4 Archaeological, Historic, and Paleontological

Resources ........................................................................ ES-27 ES.4.2.5 Visual and Aesthetic Qualities ......................................... ES-28



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ES.4.2.6 Parklands and Recreation Areas ..................................... ES-28 ES.4.2.7 Noise and Vibration .......................................................... ES-29 ES.4.2.8 Natural Resources – Wetlands ........................................ ES-29 ES.4.2.9 Hazardous Materials ........................................................ ES-30 ES.4.2.10 Public Safety and Security ............................................... ES-30 ES.4.2.11 Section 4(f) ....................................................................... ES-30

ES.5 TRANSPORTATION ..................................................................................... ES-31 ES.5.1 What Impacts Would the Preferred Alternative Have on Transit? ..... ES-31 ES.5.2 What Roadway Impacts Would the Project Have? ............................ ES-33 ES.5.3 What Railroad/Roadway Crossing Improvements Would Be

Made? ......................................................................................... ES-33 ES.5.4 What Are the Impacts to Freight Rail Operations? ............................ ES-33

ES.6 PUBLIC COMMENT AND AGENCY COORDINATION ................................ ES-33 ES.6.1 How Has the Public Been Involved With This Project? ..................... ES-34 ES.6.2 How Have Agencies Been Involved? ................................................. ES-34

ES.6.2.1 Local Governments Team ................................................ ES-35 ES.6.2.2 Agency Working Group .................................................... ES-35

ES.6.3 How Can the Public Provide Effective Input to FTA and RTD? ......... ES-35

ES.7 WHAT ARE THE REMAINING ISSUES TO BE RESOLVED? ..................... ES-36

List of Figures

Figure ES-1. North Metro Corridor Study Area Showing the Preferred Alternative ............... ES-2

Figure ES-2. North Metro Corridor Study Area ...................................................................... ES-7

Figure ES-3. Initial Alignments Considered for the North Metro Corridor ............................ ES-10

Figure ES-4. Southern Section Alignments to Commerce City ............................................ ES-13

Figure ES-5. Alternatives Screening Process ...................................................................... ES-17

Figure ES-6. Preferred Alternative Detail — DUS Access to 74th Avenue ........................... ES-20

Figure ES-7. Preferred Alternative Detail — 74th Avenue to 120th Avenue .......................... ES-21

Figure ES-8. Preferred Alternative Detail — 120th Avenue Area to 162nd Avenue Area ...... ES-22

Figure ES-9. Commuter Rail Typical Trackway (Tangent Section) ...................................... ES-23

Figure ES-10. Typical A-Weighted Sound Levels ................................................................ ES-29

Figure ES-11. Quiet Zone .................................................................................................... ES-29

Figure ES-12. North Metro Corridor System-Wide Daily Linked Transit Trips (2035) .......... ES-31

Figure ES-13. Travel Time Comparison 162nd Avenue to Denver Union Station (2035) ...... ES-32

Figure ES-14. Coordination Process and Project Schedule ................................................ ES-34



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List of Tables

Table ES-1. Summary of Operations and Cost Elements ...................................................... ES-4

Table ES-2. FEIS Preferred Station Options Recommended by the DEIS ............................ ES-5

Table ES-3. Parking Summary ― Horizon Year1 ................................................................... ES-5

Table ES-4. Major Changes in Impacts between the DEIS and FEIS ................................... ES-6

Table ES-5. Goals for the North Metro Corridor Study Area Fixed-Guideway Transit Project ................................................................................................................ ES-9

Table ES-6. Alignment and Technology Alternatives ........................................................... ES-11

Table ES-7. Alternatives Evaluation Criteria at Each Level of Screening ............................ ES-14

Table ES-8. Resources Evaluated in the North Metro Corridor FEIS .................................. ES-25

Table ES-9. Study Area Vehicle Miles Traveled, Vehicle Hours Traveled, and Vehicle Hours of Delay Comparison (Average Weekday 2035) ................................... ES-32

Table ES-10. Proposed Mitigation Measures — Elements of the Preferred Alternative ...... ES-38



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ES-1 January 2011

EXECUTIVE SUMMARY

ES.1 INTRODUCTION

The Federal Transit Administration (FTA), in cooperation with the Regional Transportation District (RTD) prepared this Final Environmental Impact Statement (FEIS) for the North Metro Corridor Project to be in compliance with the National Environmental Policy Act of 1969 (NEPA). The North Metro Corridor Project proposes approximately 18 miles of commuter rail transit from downtown Denver, Colorado, north to State Highway (SH) 7. North Metro would serve Denver, Commerce City, Thornton, Northglenn, and Adams County (see Figure ES-1).

The Preferred Alternative would be located adjacent to and east of the existing BNSF Brush Subdivision from the Denver Union Station (DUS) access in Denver to roughly the Adams County line. The alignment would then leave the BNSF Railway right-of-way (ROW) to proceed north on a cross-country alignment that generally parallels O’Brian Canal to the west to bypass Sand Creek Junction, and then would be located within the existing Union Pacific (UP) Boulder Branch Alignment between 70th Avenue and the SH 7/162nd Avenue area.

In 2009, RTD purchased the UP Boulder Branch ROW. Although the UP Railroad no longer owns this rail alignment, for the purposes of this document, it will continue to be referred to as the UP Boulder Branch. The UP Boulder Branch stretches 33 miles from Brighton Boulevard in Commerce City to the Valmont Power Plant in Boulder. Only the first 12 miles (southern end) will be used for the North Metro Corridor.

Transit users will be able to access North Metro from eight stations in the corridor.

This FEIS has been prepared in accordance with the Council on Environmental Quality regulations (40 Code of Federal Regulations [CFR] 1500) and the joint FTA/Federal Highway Administration (FHWA) regulations (23 CFR 771 and 23 CFR 774). The FEIS is to be released for public and agency review on 28 January 2011, with a comment period ending 1 March 2011. During this period, RTD will hold public hearings, at which time formal comments will be taken and recorded as part of the public record for this project. Comments can also be submitted as described in Section ES.6, Public Comment and Agency Coordination. Comments will be considered and responded to in the Record of Decision (ROD).



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FIGURE ES-1. NORTH METRO CORRIDOR STUDY AREA SHOWING THE PREFERRED ALTERNATIVE



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What Happened Since the Release of the Draft Environmental Impact Statement (DEIS)?

The principle activities and refinements to the project that occurred between the DEIS and FEIS can be summarized as follows:

Key issues unresolved at the end of the DEIS: There were two key issues unresolved in the DEIS. Those issues were choosing the Preferred Alternative alignment and the preferred station alternative in Denver. In addition, there were a number of public comments and comment from the City of Thornton on the DEIS regarding the 88th Avenue Station alternative recommended in the DEIS. All of these issues are addressed in this FEIS and are described below.

Concerns over safety adjacent to Suncor Refinery in the A-3 alignment, along with conflicts with existing railroad operations led to the B-2 alternative denoted in the DEIS being chosen as the Preferred Alternative in the FEIS. Comments from the public also showed more overall support for the B-2 Alternative. This FEIS therefore recommends the B-2 alignment as the Preferred Alternative.

Subsequent to the release of the DEIS, the City and County of Denver held a public meeting soliciting comment on the two station alternatives for the Denver station: Coliseum/Stock Show South or Coliseum/Stock Show North. The City and County of Denver and the public showed overwhelming support for the Coliseum/Stock Show North station (renamed the National Western Stock Show Station) and that station is recommended in this FEIS as the Preferred Alternative.

Comments from the public and the City of Thornton led to the changing of the Preferred Alternative for the 88th Avenue Station in this FEIS to the 88th Avenue Station with Relocated Welby Road. The City of Thornton has now committed to relocating Welby Road and the station alternative recommended in this FEIS reflects that action.

Response to Comments: Agency and public comments received on the DEIS were addressed and incorporated into the FEIS, where appropriate. Chapter 8, Response to Agency and Public Comments provides a table with responses to all agency and public comments received during the public comment period following the release of the DEIS. The following are the more prevalent comments heard:

Support for the North Metro line being built sooner. Support for the Electrical Multiple Unit (EMU) vehicle technology. Support for the B-2 Southern Alignment with some support for the A-3 Alignment. Support for the National Western Stock Show Denver Station.

Updated Travel Demand Estimates: The Denver Regional Council of Governments updated regional land use and travel demand forecasts for 2035. This information was incorporated into the travel demand forecasts for North Metro Corridor resulting in higher ridership and greater parking demand at the stations.

Change in Assessment Periods: Opening day changed from 2015 to 2020 and the future horizon date changed from 2030 to 2035 to reflect the most recent regional planning assumptions.



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Refinement of Preferred Alternative: Based on changes in travel demand, refinement of the operations plan, and coordination with local governments on stations, the Preferred Alternative was refined.

Revised Impacts and Mitigation Measures: Based on updated design of the Preferred Alternative, impacts were reassessed and mitigation measures were refined.

The specific changes related to the Preferred Alternative follow.

Operations & Costs: Opening day changed from 2015 to 2020 and the future horizon date changed from 2030 to 2035. Table ES-1 summarizes the main differences in operations and cost elements from the DEIS to the FEIS:

TABLE ES-1. SUMMARY OF OPERATIONS AND COST ELEMENTS Operations and Cost Elements DEIS (2030) FEIS (2035)

Ridership 14,300 daily riders 24,500 daily riders

Total Opening Day Parking 3,100 spaces 4,020 spaces

Total Horizon Year Parking 3,670 spaces 8,490 spaces

Travel Time 27 minutes 32 minutes

Train Sets 3-car 4-car

Opening Day Capital Cost1 $1.066 Million $910 Million

Source: North Metro Corridor Project Team, 2010.

Notes: 1 Based on Annual Program Evaluation

Alignment: In the Southern Section the B-2 alignment option was selected as part of the Preferred Alternative. In the DEIS, the Build Alternative included a double-track configuration between DUS and just south of 128th Avenue and a single-track configuration from this point to the end of line. In the FEIS, the alignment is single-track with passing track segments in five locations. In addition, an overpass was selected for the 104th Avenue and 120th Avenue grade separations.

Stations: Preferred station locations were selected for the eight stations as shown in Table ES-2. The station layouts were refined to reflect ongoing coordination with local governments and agencies. In addition, the station layouts were revised to accommodate the increased ridership, including adding parking structures at five of the stations, as shown in Table ES-3.



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TABLE ES-2. FEIS PREFERRED STATION OPTIONS RECOMMENDED BY THE DEIS

Station Target Area DEIS Station Options FEIS Station Name

Coliseum/Stock Show (Denver)

Coliseum/Stock Show South

Coliseum/Stock Show North (No recommendation made in DEIS)

National Western Stock Show (FEIS recommended Coliseum/Stock Show North which was renamed to National Western Stock Show Station)

Commerce City 68th Avenue

72nd Avenue South (recommended)

72nd Avenue (same as DEIS recommendation)

88th Avenue (Thornton)

88th Avenue (recommended)

88th Avenue with Welby Road Relocation

88th Avenue (FEIS changes recommended alternative to 88th Avenue with Welby Road Relocation and alternative is renamed 88th Avenue)

104th Avenue (Thornton) 104th Avenue (recommended) 104th Avenue (same as DEIS recommendation)

112th Avenue (Northglenn)

112th Avenue Parking West of York Street (recommended)

112th Avenue Parking East of York Street

112th Avenue (same as DEIS recommendation)

124th Avenue (Thornton) 124th Avenue (recommended) 124th Avenue/Eastlake (same as DEIS recommendation)

144th Avenue (Thornton)

144th Avenue West (recommended)

144th Avenue East

144th Avenue Split

144th Avenue (same as DEIS recommendation)

162nd Avenue (Thornton)

162nd Avenue West

162nd Avenue East (recommended)

SH 7/162nd Avenue (same as DEIS recommendation)


TABLE ES-3. PARKING SUMMARY ― HORIZON YEAR1 Station/park-n-Ride DEIS Parking Spaces FEIS Parking Spaces

National Western Stock Show 120 (surface) 210 (surface)

72nd Avenue 300 (surface) 330 (surface)

88th Avenue 500 (surface) 1,500 total (structure)

104th Avenue 550 (surface) 1,460 total 740 (structure) 720 (surface)

112th Avenue 300 (surface) 1,200 (structure)

124th Avenue/Eastlake 400 (surface) 960 (structure)

144th Avenue 400 (surface) 370 (surface)

SH 7/162nd Avenue Area 1,100 (surface) 2,460 total 2,300 (structure) 1,60 (surface)

TOTAL 3,670 8,490


Note: 1 DEIS horizon year is 2030, FEIS horizon year is 2035



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Major Changes in Impacts: Table ES-4 summarizes the major changes in impacts between the DEIS and FEIS.

TABLE ES-4. MAJOR CHANGES IN IMPACTS BETWEEN THE DEIS AND FEIS Resource Area DEIS Impact FEIS Impact

Land Acquisition, Displacements, and Relocation of Existing Uses

13-17 business relocations Zero to six residential relocations 80-106 acres of acquisition

Six business relocations One residential acquisition 121.68 acres of acquisition

Parklands and Recreation Areas Four parks and eight recreational trails/multi-use path facilities

Eight parks and 13 recreational trails/multi-use path facilities

Noise and Vibration 139 moderate (8 upper) and four severe post mitigation impacts 37,200 to 39,600 linear feet of noise barriers

180 moderate (one upper) and no severe post mitigation impacts 16,500 linear feet of noise barriers

Wetlands 2.6 to 3.0 acres of wetlands 2.3 to 3.8 acres of other water features

2.0 acres of wetlands 2.0 acres of other water features

Section 4(f) Direct use of between 14 and 18 Section 4(f) resources (between 9 and 13 of which are anticipated to be de minimis impacts)

Direct use of 26 Section 4(f) resources (22 of which are de minimis impacts)

Source: North Metro Corridor Project Team, 2010

ES.1.1 Why Was this Report Written?

This document was written to describe the alternative development and evaluation process, to assist decision-makers and the public in understanding the benefits of the proposed action, to identify a Preferred Alternative, and to address the potential impacts associated with implementation of the North Metro Corridor Project. It follows the NEPA requirements to evaluate the impacts to the human and natural environment that would result from development of the project, and describes the recommended mitigation measures to off-set unavoidable impacts. A ROD from the FTA will be required before the project can be advanced to final design, ROW acquisition, equipment and facilities procurement, and construction.



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ES.1.2 Where Is this Project?

As shown in Figure ES-2, the North Metro corridor study area is a wedge-shaped area and includes lower Downtown Denver at the southern boundary, and the Adams County-Weld County line at the northern boundary. The North Metro corridor study area is in the Denver, Colorado, metropolitan area and encompasses the northern portion of the City and County of Denver (CCD), parts of Commerce City, the cities of Northglenn and Thornton, and parts of Adams County. The corridor is southwest of Brighton. Residents of all these jurisdictions would use the service.

ES.1.3 How Do You Read the FEIS?

The FEIS is organized as follows:

Executive Summary – Provides a summary of the document, including a project description, the Purpose and Need, alternatives considered, affected environment and environmental consequences (and recommended mitigation measures), transportation, evaluation of alternatives, and public comment and agency coordination.

Chapter 1: Purpose and Need – Presents a discussion of the purpose of the project, the need for mobility improvements, and the goals for the project.

Chapter 2: Alternatives Considered – Describes the alternatives development and screening process used to identify and define the No Action Alternative and Preferred Alternative to be evaluated in detail for the North Metro corridor study area.

Chapter 3: Affected Environment and Environmental Consequences – Describes the existing social, economic, and natural environmental conditions in the North Metro corridor study area and in smaller project study areas, which vary in size by resource, and the anticipated impacts associated with the No Action Alternative and Preferred Alternative. The information is organized by resource topics, alignments, and stations. Mitigation measures are also identified in this chapter. These mitigation measures will be finalized in the ROD.

Chapter 4: Transportation – Discusses the existing transportation system and the anticipated benefits and impacts that would result from implementation of the No Action Alternative and Preferred Alternative. Potential mitigation measures are also identified.

Chapter 5: Evaluation of Alternatives Considered – Provides a comparative analysis of the No Action Alternative and Preferred Alternative regarding how well they meet the project Purpose and Need. A financial summary and feasibility is also provided.

FIGURE ES-2. NORTH METRO CORRIDOR STUDY AREA



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Chapter 6: Public Comment and Agency Coordination – Describes the public involvement process, including coordination with the Local Governments Team (LGT), the Agency Working Group (AWG), and the general public for selecting the Preferred Alternative. The AWG includes the joint lead agencies, RTD and FTA, cooperating and participating agencies, and the railroads.

Chapter 7: Final Section 4(f) and 6(f) Evaluation – Describes the results of the Section 4(f) and 6(f) analyses conducted to demonstrate the protection of parklands, recreational resources, wildlife and waterfowl refuges, and historic sites.

Chapter 8: Response to Agency and Public Comments – Provides and lists responses to all agency and public comments received during the public comment period following the release of the Draft Environmental Impact Statement (DEIS).

References – Lists the sources for all references cited in this document

Appendix A – List of Environmental Impact Statement (EIS) Preparers

Appendix B – List of EIS Recipients

Appendix C – Basic Engineering

Appendix D – Cultural Resources Information

Appendix E – North Metro Corridor Coordination Plan

Appendix F – Agency Correspondence

Appendix G – FasTracks Programmatic Cumulative Effects Analysis

Appendix H – 404(b)(1)

ES.2 PURPOSE AND NEED

ES.2.1 Why Do We Need this Project?

Transit options to serve the North Metro corridor study area have been studied for more than 20 years. Previous studies have consistently shown that mobility improvements have been needed for many years. Multi-modal travel alternatives to the single-occupant vehicle in the corridor would support this need. The purpose and supporting needs of the project are described below.

ES.2.1.1 Purpose

The purpose for the proposed North Metro Corridor Project is to implement high-capacity, fixed-guideway transit within the North Metro corridor between DUS access and the 162nd Avenue area.



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ES.2.1.2 Needs

This study addresses several transportation-related issues in the North Metro corridor study area. In summary, the North Metro Corridor Project would help meet the following needs:

Need for mobility improvements.

Need for regional connectivity.

Need to serve traditional and new transit users.

Need to support community and regional plans, including the voter-approved FasTracks Plan (RTD 2004).

Need to qualify for federal funding programs.

ES.2.2 What Are the Goals of this Project?

The goals for the North Metro Corridor Project were used to define the evaluation criteria for the alternatives considered in this FEIS. These goals were endorsed through the agency and public processes conducted for the project, and are listed in Table ES-5.

TABLE ES-5. GOALS FOR THE NORTH METRO CORRIDOR STUDY AREA FIXED-GUIDEWAY TRANSIT PROJECT

Goal Description Objective

1 Provide a cost-effective high-capacity transit option in the North Metro corridor study area.

Best Value

2 Provide a high-quality and reliable transit service that reduces travel times, reduces delays, and encourages travel by more efficient and environmentally sensitive means than motor vehicle travel.

High Reliability and Performance

3 Provide system linkage with other FasTracks corridors. Improved Efficiency

4 Fulfill existing land use and transit oriented development plans in the North Metro corridor study area.

Sustainable Land Use

5 Enhance access to jobs, entertainment, recreation, shopping, and other activities for existing and future residents of the North Metro corridor study area.

Improved Local Economy

6 Provide equitable transit opportunities regardless of financial means, to the North Metro corridor study area residents and employees.

Equal Opportunity

7 Improve the environmental sustainability and development of communities. Sustainable

Communities


ES.3 ALTERNATIVES CONSIDERED

The North Metro Corridor EIS evaluated numerous alternatives to meet the Purpose and Need for the corridor. Alternatives were developed and evaluated to address the travel markets in the North Metro corridor study area, to minimize environmental impacts, and in response to input from the agency and public involvement process. The alternatives each include several elements, including alignments, transit modes, vehicle technologies, transit station locations, and service. The range of alignment corridors considered for the alternatives is illustrated in Figure ES-3.



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FIGURE ES-3. INITIAL ALIGNMENTS CONSIDERED FOR THE NORTH METRO CORRIDOR



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ES.3.1 Alignment Alternatives

To fulfill the purpose of the North Metro corridor to provide service between DUS and the 162nd Avenue area, these initial alignment corridors were evaluated:

UP Railroad Alignment (which consists of the UP Greeley Subdivision to the UP Boulder Branch)

BNSF/UP Boulder Branch Railroad Alignment (which consists of the BNSF Brush Subdivision to the UP Boulder Branch)

Interstate 25 (I-25) Corridor

Washington Street Corridor (two options)

UP Greeley Subdivision from DUS to Brighton

The alignment lays the groundwork for the other components of the alternatives, which include technology and stations. The alignment and technology alternatives are described in Table ES-6.

TABLE ES-6. ALIGNMENT AND TECHNOLOGY ALTERNATIVES Alignment and Technology Alternatives No Action Alternative Transportation System Management/Travel Demand Management (TSM/TDM) Light Rail Transit (LRT) Technology

Paralleling UP Railroad (UP Greeley/UP Boulder Branch) on West Paralleling BNSF/UP Boulder Branch on West Paralleling UP Railroad Greeley Subdivision on East or West Paralleling Interstate-25 on West On Washington Street in Median On Washington Street in Median with Traffic Lane Reduction

Diesel Multiple Unit (DMU) Technology UP Alignment (UP Greeley/UP Boulder Branch) BNSF/UP Boulder Branch UP Railroad Greeley

Electric Multiple Unit (EMU) Technology UP Alignment (UP Greeley/UP Boulder Branch) BNSF/UP Boulder Branch UP Railroad Greeley

Other Alternatives Locomotive Hauled Coaches Bus Rapid Transit Streetcar Monorail Subway Third Rail Double-decker DMU or EMU East to West Connections Roadway East to West Circumferential Commuter Rail Quebec Street

Source: North Metro Corridor Project Team, 2008. Note: UP = Union Pacific



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ES.3.1.1 Additional Options for Sand Creek Junction in the Southern Section

Early in the project, RTD identified a need to bypass a heavily congested railroad junction where the UP Railroad and BNSF Railway lines cross each other at-grade in the Southern Section of the corridor. The BNSF Railway and UP Railroad cross over Sand Creek and under I-270 at a very constrained area known as Sand Creek Junction. RTD considered a number of alignment options for going over or through Sand Creek Junction or bypassing it to the west or east. These alignment options and sub-options included Alignment A, going through, over, or near the junction; Alignments B, C, and D, bypassing to the west side of Sand Creek Junction (also referred to as the cross-country alignments); and Alignments E and F, bypassing to the east side (see Figure ES-4 for the main options).

ES.3.1.2 Technology Alternatives

The UP Railroad Company has formally documented that vehicles that do not meet Federal Railroad Administration (FRA) compliance standards for vehicle safety would not be allowed to operate alongside freight rail vehicles within a shared ROW without a separation distance in excess of 50 feet, large barrier walls, or temporal separation. The BNSF Railway Company has provided no formal statement but has implied a similar policy.

Light rail transit (LRT) technology does not comply with FRA vehicle safety standards, and with the position of each of the railroad companies, LRT cannot be implemented within these freight railroad corridors. As a result, the FRA-compliant commuter rail technologies that were considered for the railroad alignment alternatives are diesel multiple unit (DMU) and electric multiple unit (EMU). Therefore, LRT technology was only considered along separate alignments or parallel to freight railroad ROW.

During the conceptual alternatives process of the North Metro study, appropriate transit technology alternatives were matched with the alignments. LRT was considered for all the alignments, but DMU and EMU were only considered applicable to the UP Boulder Branch, the BNSF/UP Boulder Branch, and the UP Railroad Greeley rail corridors. The DMU and EMU vehicle technologies were not considered along the I-25 or Washington Street corridors due to the vehicles’ geometric limitations in operating along those roadway corridors, and because the introduction of a heavier rail technology is not compatible with traffic when LRT is the standard application.

The resulting initial conceptual alternatives are shown in Table ES-6. These technology alternatives were evaluated using two levels of screening. Level 1 screening involved a fatal flaw analysis, and Level 2 screening provided an expanded conceptual screening step to determine key tradeoffs related to project goals. At the conclusion of Level 2 screening, commuter rail was selected over all other transit technologies, and the DMU and EMU vehicle technologies continued to be evaluated in the DEIS.



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FIGURE ES-4. SOUTHERN SECTION ALIGNMENTS TO COMMERCE CITY




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ES.3.1.3 Station Locations

The North Metro corridor has eight station target areas. The station target areas were selected because they fit within communities that could provide sufficient ridership, support local plans, and possibly help fulfill future transit oriented development (TOD) plans around the station sites. It is desirable for rail stations to be approximately 2 miles apart, on average. The recommended stations are described in Section ES.3.6.3, Stations. Through a series of station planning meetings, municipal representatives and the general public were included in the station development and evaluation process.

ES.3.2 How Were the Alignment and Technology Alternatives Evaluated?

The evaluation process initially included three levels of screening with the intent to select the most feasible alignment(s), vehicle technology, and station options for further analysis in the DEIS. Two subsequent screening levels (Level 4 and Level 5) were added to address unique issues that were introduced during the study process. Each screening level was formalized with milestone meetings for the public, the LGT, and the AWG.

ES.3.2.1 Alternatives Evaluation Screening Criteria

The specific alternatives evaluation screening criteria are presented in Table ES-7.

TABLE ES-7. ALTERNATIVES EVALUATION CRITERIA AT EACH LEVEL OF SCREENING Screening Level Criteria Goal/Focus

Level 1 (Fatal Flaw)

Does the alternative concept meet the project Purpose?

Does the alternative concept meet the project Need?

Screen initial list of alignment alternatives and vehicle technologies. Evaluate station target areas.

Level 2 (Conceptual) Fulfillment of Purpose and Need at Level 1.

Mobility improvements.

Affordability/cost effectiveness.

Environmental impacts.

Community impacts/benefits.

Compatibility with related plans.

Degree of community support.

Degree of agency support.

Screen refined list of alignment alternatives and technologies.

Level 3 (Preliminary Evaluation)

Fulfillment of Purpose and Need at Level 1 and Level 2.

Cost/affordability.

Technical feasibility/compatibility.


Environmental impacts.

Transit supportive of land use and future travel patterns.

Compatibility with related projects.



Evaluate the BNSF Railway and UP Railroad alignments from DUS to 84th Avenue; evaluate cross-country and other Southern Section alignments A through F and evaluate all station options. Evaluate DMU and EMU vehicle technologies.



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TABLE ES-7. ALTERNATIVES EVALUATION CRITERIA AT EACH LEVEL OF SCREENING Screening Level Criteria Goal/Focus

Level 4 (Southern Section Cross-Country Alignments)

Same as Level 3 criteria.

Additional criteria specific to Level 4 including residential and/or business impacts.

Further evaluate cross-country alignments, B-1 through B-4; further evaluate station options. Evaluate DMU and EMU vehicle technologies.

Level 5 (Re-evaluation of Southern Section BNSF Railway and UP Railroad Alignments)


Guideway costs.

Railroad ROW impacts.

ROW/property impacts.

Environmental justice impacts.



Re-evaluate the BNSF Railway and UP Railroad alignments from DUS in the Southern Section, due to higher costs than anticipated in negotiations between RTD and UP Railroad in January 2008; due to costs and changes in technology; re-evaluate the previously screened-out BNSF Alignment A, and evaluate newer iterations of the A alignments introduced in May 2009, alignments A-2 and A-3; evaluate BNSF station options; evaluate modified/refined station options in remainder of corridor. Evaluate DMU and EMU vehicle technologies.


Notes:

DMU = diesel multiple unit

DUS = Denver Union Station

EMU = electric multiple unit

ROW = right-of-way

RTD = Regional Transportation District

UP = Union Pacific

Another key discriminator included within the environmental impacts criteria at each level is an assessment as to whether an alternative would be the Least Environmentally Damaging Practicable Alternative for aquatic resources.

ES.3.2.2 Summary of Alternatives Evaluated in the DEIS

The No Action Alternative was advanced through all levels of screening, and was fully evaluated in the DEIS as required by NEPA. The Build Alternative that was evaluated in the DEIS included multiple options for alignments in the Southern Section, as well as options for vehicle technologies, and stations.

The alignment alternative advanced to the DEIS was the modified BNSF outside the BNSF Brush Subdivision ROW from DUS to Sand Creek Junction and the UP Boulder Branch Alignment north of Sand Creek Junction (this alternative is henceforth referred to as the BNSF/UP Boulder Branch Alternative). It begins at DUS in the Southern Section, runs adjacent to the BNSF Brush Subdivision, and would use one of the four alignment options to avoid Sand Creek Junction before connecting to the UP Boulder Branch in Commerce City. The four alignment options in the Southern Section were further analyzed in the DEIS as well, and included A-3, B-2, B-3, and B-4. With respect to the vehicle technology, EMU and DMU were evaluated in the DEIS.



January 2011 ES-16

ES.3.2.3 Summary of Screening Results and DEIS Evaluation

The overall screening process is illustrated in Figure ES-5. The graphic shows the segments of the corridor that were addressed at each screening level in the alternatives analysis. The process for evaluating stations and technologies is also noted.

The DEIS evaluation identified many trade-offs among the Southern Section alignment options (A-3, B-2, B-3, and B-4), but did not select a Preferred Alternative. Subsequent to the release of the DEIS, RTD received input from local jurisdictions, stakeholders, and the public. Based on this input, RTD recommended the B-2 alignment as an element of the Preferred Alternative because it has fewer environmental and community impacts than B-3 and B-4, provides a safer route past the Suncor Energy (U.S.A.) Inc. refinery than A-3, and has no identified conflicts with railroad operations compared to the other alternatives.

The evaluation of vehicle technology indicated that both EMU and DMU meet the Purpose and Need of the North Metro Corridor Project, and although EMU costs more up-front than DMU primarily due to electrification, it’s payback time – the number of years that it takes for its lower O/M costs to offset its higher up-front costs – results in lower total costs over the life of the vehicles. EMU technology also interfaces well with the other RTD commuter rail corridors, has fewer adverse community impacts in terms of air quality and noise, and more support among the community and participating agencies. Therefore, EMU was recommended over DMU as the preferred vehicle technology in the DEIS.

As detailed in Section 2.2.4.2, Station Screening, RTD recommended a preferred station option in the DEIS at all but the Denver station target area. A recommendation for the Denver station was made subsequent to the DEIS based on input from CCD, stakeholders, and the public, and is discussed in Section 2.2.4.2. Each station option was further refined in the FEIS to reduce impacts, in response to stakeholder comments. The station options are illustrated in Chapter 2, Figures 2-15 through 2-22.



ES-17 January 2011

FIGURE ES-5. ALTERNATIVES SCREENING PROCESS




January 2011 ES-18

ES.3.3 Station Screening

As shown on Table ES-7, criteria were developed for each level of screening and endorsed through the agency and public involvement process. Each level of screening was considered a project milestone. At each project milestone, input was solicited from local governments, agencies, and the public. This input was used to refine the alternatives at each level.

ES.3.3.1 Station Evaluation Screening Criteria

Initially, more than four dozen station options were suggested for the eight station target areas in the corridor. Station screening occurred during levels 3, 4, and 5 evaluations. Specific criteria were used for the station screening, as with the alignment screening, with increasing detail as the evaluations progressed. Station screening criteria included the following six categories:

1. Mobility (ridership, parking demand, and access needs)

2. Operational (track alignment compatibility)

3. Site Configuration (accommodation of parking/facility needs)

4. Community (demographics, interests, and compatibility)

5. Economic (existing businesses and future development)

6. Environmental (sensitivity of resources)

During the station screening, certain key discriminators became apparent from the results of the evaluation. These discriminators aided the project team’s decisions to set aside or advance station options to the DEIS for detailed analysis. These key discriminators included:

Ridership Potential – Projected demand and nearby future population and employment.

Parking – Initial and future demand, and opportunities to accommodate supply.

Access – Parking, transit, and pedestrian/bicycle.

ROW – Property acquisition and economic and business impacts.

Community Acceptance – Agency and public concerns or support.

Environmental Considerations – Hazardous material site impacts, and impacts to sensitive environmental and community resources, such as parks and trails, cultural/historic properties, aquatic/wetland areas, and effects from noise.

ES.3.3.2 Results from the Station Screening Process

Of the more than four dozen station options for the eight station target areas, 15 station options were advanced to the DEIS for further evaluation. These options and their recommendations are listed above in Table ES-2. The station names were simplified for the FEIS.

ES.3.4 What Are the Alternatives Presented in the FEIS?

The following alternatives are analyzed in this FEIS:

No Action Alternative

Preferred Alternative: EMU on the BNSF/UP Boulder Branch Alignment



ES-19 January 2011

Each of these is described in more detail below.

ES.3.5 What Is the No Action Alternative?

The No Action Alternative provides a base of comparison for determining the impacts of project alternatives. It does not mean that no improvements occur. The No Action Alternative includes existing projects and financially committed projects to respond to the expected growth in the North Metro corridor study area to the year 2035. These projects would be completed with or without implementation of the North Metro corridor Preferred Alternative. By accounting for other projects to be built in a corridor or study area, the No Action Alternative provides the benchmark from which the Preferred Alternative is evaluated. Both transit and highway projects are part of the No Action Alternative.

ES.3.5.1 Transit Projects

The No Action Alternative includes existing transit service and facilities inside the North Metro corridor study area and committed improvements, including improved bus service and facilities, identified in the Denver Regional Council of Government’s (DRCOG) Metro Vision 2035 Regional Transportation Plan (Metro Vision 2035 Plan) (DRCOG 2010). It also includes the entire FasTracks Plan (RTD 2004) except for the North Metro Corridor Project.

ES.3.5.2 Highway Projects

The No Action Alternative roadway network in the region, including within the North Metro corridor study area, is assumed to be the roadway projects included in the DRCOG Metro Vision 2035 Plan (2010), the 2008-2013 Transportation Improvement Program (2009), and the local jurisdiction’s Capital Improvement Programs. A complete list of these roadway improvements is included in Chapter 2, Alternatives Considered.

ES.3.6 What Is the Preferred Alternative?

The alignment, technology, station, and service elements of the Preferred Alternative are described below. The transit and highway projects described in the No Action Alternative are also part of the Preferred Alternative.

ES.3.6.1 Proposed Alignment

For evaluation purposes, the corridor was divided into two sections. The Southern Section covers the area from the DUS access to 84th Avenue. The Northern Section continues from 84th Avenue to the terminus, the 162nd Avenue area. Figure ES-6 through Figure ES-8 provide detailed maps of the Preferred Alternative.

The Preferred Alternative alignment generally follows the BNSF Brush Subdivision to UP Boulder Branch between DUS and the 162nd Avenue area, a distance of approximately 18 miles. This is referred to as the BNSF/UP Boulder Branch Alternative. The southern terminus is at the DUS access point (at approximately 20th Street), and the northern terminus is the 162nd Avenue area in Thornton. The Preferred Alternative is located adjacent to and just east of the BNSF mainline (Brush Subdivision) in Denver. In Commerce City, the Preferred Alternative crosses over the BNSF mainline and is generally adjacent to the O’Brian Canal through private commercial and industrial parcels in what is referred to as the “cross-country area.” (The Preferred Alternative follows what had been described in the DEIS as alignment option B-2 in the Southern Section.) The alignment connects with the UP Boulder Branch ROW near West 70th Avenue. North of Commerce City, the Preferred Alternative remains within the UP Boulder Branch ROW, which was purchased by RTD in 2009.



January 2011 ES-20

FIGURE ES-6. PREFERRED ALTERNATIVE DETAIL — DUS ACCESS TO 74TH AVENUE



ES-21 January 2011

FIGURE ES-7. PREFERRED ALTERNATIVE DETAIL — 74TH AVENUE TO 120TH AVENUE



January 2011 ES-22

FIGURE ES-8. PREFERRED ALTERNATIVE DETAIL — 120TH AVENUE AREA TO 162ND AVENUE AREA



ES-23 January 2011

The majority of the alignment is single-track, with passing track segments in five locations: between DUS and 38th Street; between south of 72nd Avenue and just north of I-76; between north of Thornton Parkway and just north of 104th Avenue; between south of 124th Avenue and south of York Street; and between SH 7 and the end of line – approximately 162nd Avenue. The second track in these locations allows trains in two directions to pass without delay, thus maintaining the peak period service plan for 15 minute headways between DUS and the SH 7/162nd Avenue Station. The typical trackway section is shown in Figure ES-9.

FIGURE ES-9. COMMUTER RAIL TYPICAL TRACKWAY (TANGENT SECTION)


ES.3.6.2 Proposed Technology

As a result of the DEIS analysis, EMU was selected as the preferred commuter rail vehicle technology for the North Metro Corridor Project. This was primarily due to cost effectiveness when considering total fleet requirements and operating costs over a long-term horizon. The EMU vehicles require electrification of the tracks by an overhead contact system (commonly called an “overhead catenary system”) along the corridor to provide power. It is anticipated that RTD would locate an electric substation for all EMU technology in the Gold Line corridor or the East corridor. The two autotransformers required by North Metro for power would be located within properties identified to be acquired for either a station or the alignment, and impacts



January 2011 ES-24

would be contained therein. Representative locations have been identified as at the 88th Avenue Station and within the UP Boulder Branch ROW north of 136th Avenue.

ES.3.6.3 Stations

In addition to the existing Denver Union Station in lower downtown, there are eight proposed stations in the North Metro corridor. Two stations are located in the Southern Section, while the remaining six stations are located in the Northern Section. The Southern Section stations are the National Western Stock Show Station in Denver and the 72nd Avenue Station in Commerce City. The Northern Section stations from south to north are the 88th Avenue Station and 104th Avenue Station in Thornton, the 112th Station in Northglenn, and the 124th Avenue Station, 144th Avenue Station, and SH7/162nd Avenue Station in Thornton. Table ES-2 above lists station target areas, station options from the DEIS, and the recommended stations in the FEIS.

ES.3.6.4 Proposed Train Service

Service would generally be provided from 5 a.m. (morning) to 11:30 p.m. on weekdays; Friday and Saturday night service would extend to 1:30 a.m. Base headways (time between trains) would be 30 minutes with 15 minute headways during weekday peak commuting hours. Weekends and holidays would be more limited than weekday service. Travel time would be 32 minutes between DUS and 162nd Avenue, with 24,500 riders per weekday (2035).

A mid-day layover track would be provided in the Southern Section near 31st Street. This facility would primarily be used to store trains between the weekday morning and afternoon peak periods, and for emergencies. It would not typically be used for overnight storage or for maintenance. A tail track would be provided north of the SH 7/162nd Avenue Station to stage trains preparing to head south or for emergencies.

ES.3.6.5 Commuter Rail Maintenance Facility

The Preferred Alternative must also access RTD’s Commuter Rail Maintenance Facility (CRMF) at the Fox North site. The North Metro corridor, Gold Line, East corridor, and Northwest Rail trains would use the same maintenance facility. The North Metro trains would need to travel to the CRMF for overnight storage and maintenance, which is approximately 2.5 miles from DUS. The Fox North Site is adjacent to railroad ROW that would serve the future Gold Line and Northwest Rail commuter rail corridors. The UP Railroad north yard and the BNSF Railway trailer-on-flatcar yard are west of the proposed CRMF site, and an Owens Corning manufacturing facility is on the north. The CRMF site was evaluated in the CRMF Supplemental Environmental Assessment to FasTracks Commuter Rail Corridors (FTA and RTD 2009) which serves as a supplement for the Gold Line DEIS (FTA 2008) and East Corridor DEIS (FTA 2009a).

The CRMF was subsequently included in the Gold Line Corridor FEIS (FTA 2009b) and East Corridor FEIS and Section 4(f) Evaluation (FTA 2009c). In November 2009, a ROD was issued for both these projects which included the CRMF. The CRMF would include a maintenance shop, EMU rail storage yard, DMU rail storage yard, employee facilities, administrative offices, employee parking facilities, a maintenance-of-way building, and a lay-down yard. The operation of the CRMF would be ongoing 24 hours per day, 7 days per week.



ES-25 January 2011

ES.3.7 Cost and Financing

North Metro’s capital costs for the year of expenditure dollars for 2020 and 2035 for the Preferred Alternative are estimated to cost $910 million for the initial project in 2020 (2010 Annual Program Evaluation), with an additional $150 million for parking and platform expansion and additional vehicles in 2035. A Transportation Infrastructure Finance and Innovation Act of 1998 loan is a portion of the current concept for financing the North Metro corridor, along with additional funding from other sources, such as the Railroad Rehabilitation and Improvement Financing Program and the FTA’s New Starts Funding Program.

ES.4 AFFECTED ENVIRONMENT AND ENVIRONMENTAL CONSEQUENCES

ES.4.1 What Human or Environmental Resources Were Considered?

Key resources and human or environmental conditions that were evaluated in the FEIS are listed in Table ES-8. The impacts of the Preferred Alternative that have proven to be of greatest concern to the public are discussed in more detail below.

TABLE ES-8. RESOURCES EVALUATED IN THE NORTH METRO CORRIDOR FEIS Resources Evaluated

Social Impacts Air Quality and Energy

Environmental Justice Noise and Vibration

Land Use Biological Resources

Economic Mineral Resources

Farmlands Water Quality and Floodplains

Land Acquisition Wetlands

Archaeological, Historic and Paleontological Resources Hazardous Materials

Visual Resources Utilities

Parklands and Open Space Public Safety and Security


Note:

FEIS = Final Environmental Impact Statement

Impacts have been minimized because the majority of the project would be located in a railroad ROW with the exception of the alignment in the Southern Section and at station locations. In addition, significant public input identified concerns and allowed the team to address, avoid, or minimize these concerns through the design process.

ES.4.2 What Kinds of Environmental Effects Would the Project Have?

The predicted impacts of the Preferred Alternative are discussed below for resources identified as of greatest concern to the public and agencies. A summary of all the impacts and proposed mitigation measures associated with the implementation of the Preferred Alternative is provided in Table ES-10 at the end of the Executive Summary.



January 2011 ES-26

ES.4.2.1 Social Impacts and Environmental Justice

The Preferred Alternative would increase mobility and access to community facilities throughout the North Metro corridor study area. Introducing a new commuter rail alignment to avoid the Sand Creek Junction area would not cause a barrier effect, since the alignment would closely follow the O’Brian Canal, which currently acts as a barrier. Farther north, the existing UP Railroad ROW separates neighborhoods and existing social trails cross the UP Railroad ROW. Use of the alignment for commuter rail would eliminate the social trails across the rail corridor between the neighborhoods and could affect community cohesion, especially in newer neighborhoods. To maintain connections, pedestrian crossings of the alignment would be provided at formal street crossings, as well as at new grade-separated overpasses at 104th Avenue and 120th Avenue, at some station platforms, and at proposed trail underpass crossings for Fernald Trail in Commerce City and the Rocky Top Middle School connector in Thornton. No community facilities would be displaced.

Environmental justice regulations were created because of concerns that land uses and facilities were being placed in minority and low-income communities without regard to the consequences of these actions. Therefore, projects are evaluated to assess if there are disproportionate impacts to minority and low-income communities as compared to the general population. The evaluation for North Metro did not find any disproportionate impacts; however, there would be some additional benefits to these communities.

One of the needs of the project is to serve traditional transit users, who include elderly, minority, and low-income populations that are dependent on public transportation because they do not own, or prefer not to use, private vehicles. There would be benefits to minority and low-income populations from implementing the Preferred Alternative because of increased mobility and access to transit including the North Metro commuter rail line as well as the FasTracks system. Indirect benefits would result from better access to jobs and services through the transit system and potential TOD-related job creation.

ES.4.2.2 Land Use, Zoning, and Economic Considerations

The Preferred Alternative would be compatible with and would support regional and local plans. Land use changes are expected as a result of induced development (TOD and other mixed-use). TOD advantages include more compact development, more cost-effective infrastructure investment, less automobile dependency and congestion, and improved air quality. Such land use policies also improve the performance of the transit system through increased ridership and revenues.

All of the local governments in the North Metro corridor study area have prepared plans, or are in the process of preparing plans, to take advantage of the benefits of the Preferred Alternative. The impact analysis concludes that the Preferred Alternative would be both compatible with and supportive of existing and future land use and transportation planning within the North Metro corridor study area.

The Preferred Alternative would impact six businesses that have been identified to require relocation. These impacts would affect approximately 352 employees. This number of relocations counts exclusively businesses, which is distinct from the total properties identified for relocation.



ES-27 January 2011

Construction of the Preferred Alternative, however, would result in the creation of an estimated 4,680 construction-related jobs per year (2,750 direct and 1,930 indirect) during the construction period estimated at 3 years. The Preferred Alternative, overall, would have a minor measurable effect on the jobs/housing balance as it may result from TOD plans at station areas in the Northern Section of the Preferred Alternative.

Overall, the assessed valuation of impacted parcels, including the assessed valuation of parcels with tax-exempt status, of the Preferred Alternative (from the alignment and stations), is $5,081,177. In the long-term, changes in these assessed values would be offset by the anticipated TOD. Changes in taxable retail sales from development in the Preferred Alternative are anticipated to result from changes in retail development within the corridor resulting from TOD. The retail development changes anticipated from the Preferred Alternative are largely limited to changes in the development plans surrounding stations as a result of TOD opportunities. Four stations with TOD plans anticipate an increase in retail development, among other land uses: the 88th Avenue, 124th Avenue/Eastlake, 144th Avenue, and SH 7/162nd Avenue stations.

ES.4.2.3 Land Acquisition, Displacements, and Relocation of Existing Uses

Land acquisition has been one of the top concerns throughout the public involvement process of the EIS. Implementation of the Preferred Alternative would require acquisition of 121.68 acres. The acquisitions would be for the areas of the alignment outside of the railroad ROW, proposed stations, and mitigation measures, such as improved drainage or station access. Total acquisition acreage in the Southern Section would be 46.38 acres for the alignment and 17.03 acres for the two stations, with four business relocations and one relocation of an exempt property. The Preferred Alternative in the Southern Section would require easements from the BNSF Railway. It would also require the rebuilding of Brighton Boulevard, south of York Street; however, this property would not be acquired by RTD.

In the Northern Section, the alignment would require the acquisition of 9.02 acres, including the relocation of one residential and one business property. The proposed stations would require the acquisition of 49.25 acres and the relocation of one business. The impacts for the alignment in the Northern Section would generally be small, sliver impacts because RTD purchased the UP Boulder Industrial Lead (UP Boulder Branch) in 2009.

In addition to property acquisition, impacts to business operations at several sites were identified. RTD will continue to work with these affected businesses to minimize or mitigate for these impacts.

ES.4.2.4 Archaeological, Historic, and Paleontological Resources

Cultural resources (archaeological and historic resources) are regulated through Section 106 of the National Historic Preservation Act (Public Law 89-665, 15 October 1966; 16 United States Code 470 et seq., as amended through 2006) and the Archeological and Historic Preservation Act. Historic properties are defined at 36 CFR 800.16(l)(1) as “any prehistoric or historic district, site, building, structure, or object included in, or eligible for inclusion in, the National Register of Historic Places [NRHP].”

The potential for impacts to historic and archaeological resources is important to the North Metro corridor study area stakeholders. The FEIS analysis indicates that the Preferred



January 2011 ES-28

Alternative would result in adverse impacts to one historic site and two archaeological sites. These sites are as follows:

Quimby Railroad Stop (5AM2111).

Eastlake Railroad Stop (5AM2114)

Historic Farmstead (5AM2158)

ES.4.2.5 Visual and Aesthetic Qualities

The visual impact of the North Metro Corridor Project has been a concern identified in the public involvement process, especially with respect to the noise walls and overpasses.

Implementation of the Preferred Alternative would involve the installation of the following elements that would change the visual quality in the corridor:

Eight transit stations and park-n-Ride facilities, including five parking structures in the 2035 horizon year

Noise barriers and corridor fencing

More than 18 miles of overhead catenary systems and trackway

Overpasses at 104th Avenue and 120th Avenue

All of these features would represent a visual change, with the degree of change dependent on the surrounding environment at specific locations.

ES.4.2.6 Parklands and Recreation Areas

There are over 100 private and public parks and recreational resources located within the North Metro corridor study area, and more than 60 resources (existing and proposed) within the project study area. Project team members coordinated with CCD, Adams County, Commerce City, City of Northglenn, City of Thornton, and the Greenway Foundation in a series of meetings to discuss identification, impacts, and mitigation measures for these resources. The Preferred Alternative would directly impact eight parks/open space areas and 13 recreational trails/multi-use paths. Parks and open space impacts generally include relatively small areas along the margin of the property that through mitigation commitments would not affect the continued use and function of these facilities or diminish the recreational opportunities. Impacts to Globeville Landing Park would affect the frisbee golf course and require the removal of trees along the commuter rail alignment. The impacts would be mitigated through funding for master planning and replacement of trees as well as restoration of temporary impacts. Recreational trails and multi-use paths within the direct impact area would be realigned or incorporated into the design to maintain the continued use and function of these facilities. The regional trail access from the Fernald Trailhead and the Rocky Top Middle School Connector Trail would both cross the commuter rail alignment via new trail underpasses and the Signal Ditch Trail would be realigned to cross the alignment adjacent to 128th Avenue. Potential indirect impacts are also identified for several parkland resources including reduced visibility for trail users associated with new rail bridges; and increased use of resources due to increased access. Temporary construction activities could cause inconvenience to trail users passing through the project area, but recreational access would be maintained using measures such as walking structures or temporary detours.



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FIGURE ES-10. TYPICAL A-WEIGHTED SOUND LEVELS


ES.4.2.7 Noise and Vibration

Noise is one of the principal environmental impacts associated with rail transit projects, and has been a key public concern throughout the North Metro corridor public involvement process. Figure ES-10 provides context for various types of noise levels.

For the Preferred Alternative in the design year (2035) without mitigation, there would be severe noise impacts predicted at one school plus 438 residences, and moderate impacts projected at 562 residences. The noise impacts are projected to be slightly less on opening day (2020), with 10 fewer severe impacts and 98 fewer moderate impacts. The impacts are predicted at residences within 50 to 940 feet from the proposed near track, depending on the direct impact area.

The proposed mitigation approach is to first establish “Quiet Zones” at all at-grade crossings of streets near affected noise-sensitive areas and then to construct noise barriers at those locations where residual severe and moderate noise impacts are reasonable to mitigate according to FTA and RTD policy. (See Figure ES-11 for a Quiet Zone explanation.) Based on this approach, a total of 16,500 feet of 8- to 12-foot-high noise barriers is recommended.

With the recommended Quiet Zone and noise barrier mitigation measures, it is predicted that 180 moderate impacts would remain and only one of these moderate impacts would be in the upper 50% of the impact range in the design year (2035). Based on detailed vibration analysis, no vibration impacts are projected for the Preferred Alternative; therefore, no mitigation is currently recommended.

ES.4.2.8 Natural Resources – Wetlands

Wetland and other water features are considered important resources by several relevant government agencies. The protection of these resources is critical for maintaining the physical, chemical, and biological integrity of aquatic resources in the United States (US). As a result, impacts to wetlands and the other waters are closely regulated. The loss of wetlands and the functional values they provide is a continuing problem in the US. The development of new linear transportation infrastructure projects has the potential to add to that loss. As a result, wetlands in the project study area are located, identified, and evaluated. Designs are then

Quiet Zone

A Quiet Zone is an area where crossings of the rail line include sufficient safety mechanisms, so that trains are no longer required to sound their horns when crossing. Quiet Zones need to be implemented by local government through approvals from the Public Utilities Commission (PUC), FRA, and the railroads. RTD can assist but cannot submit the application to implement a Quiet Zone. Quiet Zone construction is part of the project costs.


FIGURE ES-11. QUIET ZONE



January 2011 ES-30

assessed for the ability to avoid the wetlands completely, minimize impacts to them, or, as a last resort, mitigate the impacts.

The Preferred Alternative, if implemented, would directly and permanently impact 2.0 acres of wetlands (0.9 acres jurisdictional) and 2.0 acres of other water features (1.3 acres jurisdictional).

ES.4.2.9 Hazardous Materials

Properties with landfills or hazardous materials present could substantially affect the feasibility or overall cost of the project. Impacts can result from current or historic land uses or releases of hazardous substances (i.e., pesticides, volatile organic compounds, semi-volatile organic compounds, and heavy metals) or petroleum products (e.g., gasoline, diesel fuel, and lubricants). The presence of these materials can cause project delays and increased costs, particularly if they are not identified prior to construction. Hazardous material contamination would be avoided where possible, and adequate protective measures taken before, during, and after construction.

Multiple hazardous material sites were identified within the project study area. Generally, the most heavily contaminated areas extend from the DUS access to the Commerce City area. Fewer sites are present north of 84th Avenue. Direct impacts along the Preferred Alternative include 90 high-ranked sites within 500 feet of the alignment and roadway improvements, all but six of which are in the Southern Section. Temporary construction impacts could occur if hazardous materials are encountered during construction resulting in potential human health hazards and costs to remove. These potential impacts would be more prevalent in the Southern Section.

ES.4.2.10 Public Safety and Security

Based on historic experience, the proposed North Metro Corridor Project would have no effect on crime in the North Metro corridor study area. Crime at the transit stations or on the transit vehicles is expected to reflect the crime activity of the surrounding communities, which would be similar to the No Action Alternative.

Emergency plans for the North Metro rail line are developed in consultation with the Fire and Life Safety Committee, which will continue to address issues and develop detailed emergency plans. Fencing and barriers will prevent trespassing on the trackway.

During construction, traffic control plans will minimize potential impacts on emergency response times, and securing construction sites will minimize potential safety hazards at the site.

ES.4.2.11 Section 4(f)

Section 4(f) of the United States Department of Transportation Act of 1966, as amended and codified in Title 49 United States Code § 303, declares that “[i]t is the policy of the United States Government that special effort should be made to preserve the natural beauty of the countryside and public park and recreation lands, wildlife and waterfowl refuges, and historic sites.” Section 4(f) was enacted in response to a growing awareness and concern on the part of the public and its elected representatives of the encroachment of a growing transportation system on parklands and historic sites. Section 4(f) also states that transportation programs and projects that require the use of protected lands shall not be approved unless a determination is made that:

1. there is no feasible or prudent alternative to the use of land; and

2. the project or program includes all possible planning to minimize harm resulting from the use.



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The Preferred Alternative would result in a direct use of 26 Section 4(f) resources of which 22 are de minimis or minimal impacts. Mitigation for these sites was addressed under parks and archaeological and historic properties.

ES.5 TRANSPORTATION

In comparison to the No Action Alternative, the Preferred Alternative would affect future transit and roadway operations. No permanent or long-term impacts on freight operations or bicycle and pedestrian facilities are anticipated.

ES.5.1 What Impacts Would the Preferred Alternative Have on Transit?

The Preferred Alternative would result in improved transit service, travel time, and capacity. Figure ES-12 shows system-wide linked transit trips forecast for the No Action Alternative and the Preferred Alternative. Linked trips provide a comparison of the overall transit ridership impact on the entire system. The average weekday ridership for the Preferred Alternative would be 24,500 in 2035. The Preferred Alternative would generate approximately 12,880 more system-wide transit-linked trips than the No Action Alternative.

FIGURE ES-12. NORTH METRO CORRIDOR SYSTEM-WIDE DAILY LINKED TRANSIT TRIPS (2035)

Source: DRCOG, 2010.

As shown on Figure ES-13, the Preferred Alternative will provide the fastest peak period transit travel time, at 32 minutes, between SH 7 and DUS in 2035. Transit times for the No Action Alternative and the Transportation System Management alternative assume express bus service traveling on I-25 bus/high-occupancy vehicle lanes into DUS. The Preferred Alternative exhibits a 46 % improvement in travel time over the automobile, and a 36% improvement over bus transit times in the No Action Alternative. Highway automobile travel times remain similar among all alternatives due to travelers utilizing the best available travel routes, and travelers shifting from local streets to the highway system when more roadway capacity is made available.



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FIGURE ES-13. TRAVEL TIME COMPARISON 162ND AVENUE TO DENVER UNION STATION (2035)


Table ES-9 shows the impact to vehicle miles traveled (VMT), vehicle hours traveled (VHT), and vehicle hours of delay (VHD) of each alternative in the North Metro corridor study area and the Denver metropolitan region. These are measures of roadway travel demand, congestion, and delay, respectively. Delay measurements consider the difference between traveling at freeflow speeds (uncongested) versus the time it would take to travel the same distance under congested conditions.

TABLE ES-9. STUDY AREA VEHICLE MILES TRAVELED, VEHICLE HOURS TRAVELED, AND VEHICLE HOURS OF DELAY COMPARISON (AVERAGE WEEKDAY 2035)

Measurement

North Metro Corridor Study Area

No Action Alternative

Preferred Alternative

Reduction for Preferred Alternative Over the No

Action Alternative

Vehicle Miles Traveled (VMT) 10,682,380 10,640,210 -42,170

Vehicle Hours Traveled (VHT) 349,580 345,960 -3,620

Vehicle Hours Delayed (VHD) 95,230 92,700 -2,530


Note:

- = negative

Both regionally and in the North Metro corridor study area, the difference in VMT and VHT is just over 1% or less when comparing the No Action Alternative and Preferred Alternative. In the regional analysis, the Preferred Alternative shows a reduction over the No Action Alternative of approximately 170,000 VMT, indicating a reduction in overall travel throughout the region. Within the North Metro corridor, the change in VHD represents the greatest overall percentage change among congestion measures. Within the North Metro corridor study area, the estimated reduction in VHD provided by the Preferred Alternative over the No Action Alternative is 2,530 hours (2.7%).



ES-33 January 2011

ES.5.2 What Roadway Impacts Would the Project Have?

Roadway congestion levels can have a prominent effect on travel times and the propensity of travelers to utilize transit. The tradeoffs between automobile and transit travel have been examined as part of this multi-modal transportation system. Due to disproportionate rates of the projected daily VHT and VMT between 2007 and 2035, congestion is expected to extend the peak hours and lower overall average speeds. Southern portions of the North Metro corridor generate a greater degree of truck traffic due to industrial land uses and freight container transfers that occur between railroad cars and trucks. Although these roadway conditions are present in the corridor, the majority of roadway impacts from the Preferred Alternative for the North Metro Corridor Project are anticipated to be centered at the station access points and adjacent intersections. It is anticipated that some intersections would be affected by the traffic at the eight stations or the rail crossings and require mitigation. Mitigation will include the addition of signals, turn lanes, minor lane widening at intersection approaches/departures, modifying access at existing intersections, or in some cases, a combination of these elements.

ES.5.3 What Railroad/Roadway Crossing Improvements Would Be Made?

Rail crossing treatments have been proposed for the Preferred Alternative at-grade crossings based on RTD’s Grade Crossing Evaluation Methodology (2006), and to support the requirements for implementing Quiet Zones. As a result, the Preferred Alternative would incorporate 14 at-grade crossing improvement projects in the North Metro corridor study area. These mitigation measures will generally provide lights and dual gates. In some locations, intersections near crossings will need improvements. In addition, two grade-separated crossings have been proposed at 104th Avenue and 120th Avenue, where at-grade crossings exist today.

ES.5.4 What Are the Impacts to Freight Rail Operations?

The Preferred Alternative would allow for shared use of tracks for freight rail and commuter rail operations between slightly north of 70th Avenue and slightly south of 120th Avenue. RTD executed an agreement with the UP Railroad Company in 2009 allowing for this shared freight operation. To serve an existing customer in this section, deliveries to the freight rail customer would occur at night when the commuter rail is not operating. In the section south of 70th Avenue, track would not be shared with freight rail operations; therefore, there would be no impacts on freight rail operations that could not be mitigated.

As part of the North Metro corridor Preferred Alternative, commuter rail vehicles would be maintained at RTD’s proposed CRMF Fox North Site. Access to the CRMF site for North Metro corridor vehicles would be via the shared mainline tracks for the proposed FasTracks Gold Line/Northwest Rail commuter rail lines. There would be no impact to freight rail operations related to CRMF access.

ES.6 PUBLIC COMMENT AND AGENCY COORDINATION

A Public Involvement Program (PIP) and Corridor Coordination Plan (CCP) (as required by the Safe, Accountable, Flexible and Efficient Transportation Equity Act – A Legacy for Users [SAFETEA-LU], 2005) were developed and implemented for the North Metro Corridor Project. These plans blended ongoing engagement strategies with intense outreach organized around key project milestones.



January 2011 ES-34

ES.6.1 How Has the Public Been Involved With This Project?

The public has been involved in the North Metro Corridor FEIS since the beginning of the project in September 2006 (Figure ES-14). Public workshops were held nine times at two locations in the corridor at SAFETEA-LU decision milestones, before the FEIS was released. Two public hearings were held upon the release of the DEIS.

FIGURE ES-14. COORDINATION PROCESS AND PROJECT SCHEDULE


In addition, the PIP included community/issue forums, various stakeholder meetings, and station-specific meetings with numerous community, civic, neighborhood, and municipal committees and organizations. These small-group meetings engaged stakeholders in more community-specific ways than is possible with larger workshops. In order to give everyone ample opportunity to engage in the public process, outreach was also implemented specifically for minority and low-income communities.

ES.6.2 How Have Agencies Been Involved?

The Local Governments Team (LGT) and Agency Working Group (AWG) have been involved in the project from its inception. All project information was presented first to the LGT for review and input, then to the public through public workshops, and then to the combined LGT and AWG at agency milestone meetings. As outlined in the CCP, and agreed to by all participating and cooperating agencies, public involvement was organized as described below.



ES-35 January 2011

ES.6.2.1 Local Governments Team

This is comprised of a “policy group” of one or two elected officials and a “technical group” of staff members chosen by each of the following local/regional government entities:

City of Brighton

Commerce City

CCD

City of Northglenn

City of Thornton

Adams County

DRCOG

ES.6.2.2 Agency Working Group

The AWG is comprised of the lead agency (FTA), LGT members (as participating agencies) and representatives from the following state and federal cooperating and participating agencies, and the railroads:

FTA

RTD (staff and board members)

United States Army Corps of Engineers (USACE)

Colorado Department of Transportation (CDOT)

United States Environmental Protection Agency

United States Fish and Wildlife Service

State Historic Preservation Officer (SHPO)

Colorado Department of Public Health and Environment

Colorado Division of Wildlife

Urban Drainage and Flood Control District

FHWA

FRA

BNSF Railway Company

UP Railroad Company

ES.6.3 How Can the Public Provide Effective Input to FTA and RTD?

Several options are available for contacting FTA and RTD. The North Metro Corridor project team will continue its proactive community engagement efforts through the completion of the FEIS and receipt of the FTA decision document. To provide information on the FEIS, the North Metro Corridor project team will disseminate information via the project website, e-mail blasts, and aggressive outreach to local media and conduct two public hearings.



January 2011 ES-36

Comments related to the FEIS will be accepted until 1 March 2011. Comments can be submitted verbally or in writing. Verbal comments will only be accepted at the two public hearings. Written comments can be submitted via the following methods:

Online at www.RTD-FasTracks.com - - click on North Metro Corridor

E-mail to [email protected]

Mail information requests and comments to: David Beckhouse Federal Transit Administration (FTA), Region 8 c/o North Metro Project Team 999 18th Street, Suite 900 Denver, CO 80202

Submit comments via fax at 303-693-7738

Drop off at either of the two public hearings

Complete a comment form at either of the two public hearings

Comments received on the FEIS by 1 March 2011 will be responded to in the ROD.

ES.7 WHAT ARE THE REMAINING ISSUES TO BE RESOLVED?

As the project progresses into further design phases and the ROD, there are several key issues to be resolved, including:

Continue coordination with local governments, FRA, and the Public Utilities Commission to help facilitate implementation of Quiet Zone(s) in the project study area.

Ensure appropriate Americans with Disabilities design guidelines are used at station sites that meet FRA operational requirements.

Completed Phase II studies for hazardous materials. Additional studies may be required once final engineering design is underway.

Continue coordination with the railroads on operations.

Investigate safety issues regarding evacuation of commuter rail vehicles throughout the entire alignment. Continue coordination with local emergency responders on this subject and other safety issues, including crime prevention.

Continue coordination with CDOT regarding state highway ROW impacts and mitigation.

Continue coordination with CDOT on the I-70 East Project.

Continue coordination with affected property owners to avoid, minimize, or mitigate impacts.

Complete Section 106 Consultation with SHPO on finding of effect for the one remaining archaeological site.

Finalize the Memorandum of Agreement (MOA) between the SHPO, FTA, and RTD regarding adversely affected archeological sites or historic structures (draft MOA has been completed and is included in the FEIS).

Notify the Advisory Council on Historic Preservation (ACHP) of adverse effects for historic properties to provide an opportunity for their participating in the MOA.

Continue coordination with Colorado State Parks and National Park Service on Section 6(f).



ES-37 January 2011

Coordinate with United States Fish and Wildlife Service (USFWS) on consultation requirements per Section 7 Environmental Species Act (ESA) and the requirements for the Platte River Recovery Implementation Plan.

Applied for 404(b)(1) Individual Permit from USACE.

Table ES-10 provides a summary of the impacts and proposed mitigation measures associated with the implementation of the Preferred Alternative.

Fin

al E

nviro

nm

enta

l Im

pact

Sta

tem

ent a

nd

Sec

tion

4(f)

Eva

luat

ion

No

rth

Me

tro

Co

rrid

or

Janu

ary

2011

E

S-3

8

TAB

LE E

S-10

. PR

OPO

SED

MIT

IGA

TIO

N M

EASU

RES

— E

LEM

ENTS

OF

THE

PREF

ERR

ED A

LTER

NA

TIVE

Im

pac

t Im

pac

t T

ype

Mit

igat

ion

Mea

sure

s

So

cial

Imp

acts

an

d E

nvi

ron

men

tal J

ust

ice

Com

mun

ity C

ohe

sion

and

S

afet

y at

Pe

dest

rian

Cro

ssin

gs

Con

stru

ctio

n an

d O

pera

tion

s

RT

D’s

pol

icy

is to

con

stru

ct a

fenc

e al

ong

the

entir

e ra

il lin

e to

det

er tr

espa

sser

s an

d in

cre

ase

safe

ty a

nd

secu

rity.

T

his

will

min

imiz

e th

e sa

fety

issu

es a

ssoc

iate

d w

ith p

edes

tria

ns,

espe

cial

ly c

hild

ren,

cro

ssin

g tr

acks

wh

ere

info

rmal

trai

ls

curr

ently

exi

st.

Mai

ntai

n e

xist

ing

gra

de-s

epar

ated

str

eet a

nd

trai

l cro

ssin

gs.

Pro

pose

d gr

ade

-se

para

ted

stre

et c

ross

ings

at

104

th A

venu

e an

d 1

20th

Ave

nue,

and

at t

he

Roc

ky T

op M

iddl

e S

cho

ol C

onn

ecto

r T

rail

ped

estr

ian

und

erpa

ss w

ill

prov

ide

optio

ns fo

r cr

ossi

ng th

e ra

ilro

ad tr

acks

saf

ely.

S

ee C

hapt

er 4

, T

rans

port

atio

n, f

or m

itiga

tion

spe

cific

to th

e nu

mer

ous

at-g

rade

cro

ssin

gs.

The

se m

easu

res

will

ma

inta

in p

edes

tria

n co

nnec

tions

and

com

mun

ity c

oh

esio

n.

Ove

rflo

w P

arki

ng in

N

eig

hbor

hoo

ds

Ope

ratio

ns a

nd

Des

ign

Coo

rdin

ate

with

loca

l jur

isdi

ctio

ns o

n a

park

ing

man

agem

ent

pro

gram

if in

form

al p

arki

ng d

ema

nd m

ater

ializ

es.

Tem

pora

ry C

ons

truc

tion

Impa

cts

(Inc

lud

ing

Tra

ffic

Con

gest

ion,

Noi

se, A

ir, a

nd

Vis

ual)

Con

stru

ctio

n

C

omm

unic

atio

n w

ith in

divi

dual

s, c

ompa

nies

, an

d co

mm

uniti

es th

roug

h di

vers

e m

edia

will

take

pla

ce to

adv

ertis

e th

e av

aila

bili

ty o

f tra

vel o

ptio

ns a

nd

serv

ices

.

A

n in

tern

et-b

ased

loca

l inf

orm

atio

n n

etw

ork

will

be

crea

ted

that

pro

vid

es p

rom

otio

ns; r

eal-

time

tran

sit i

nfor

mat

ion;

up

dat

es o

n co

nstr

uctio

n, r

oute

clo

sure

s, a

nd a

ltern

ativ

e ro

ute

info

rmat

ion;

and

oth

er tr

ansp

orta

tion

info

rmat

ion

and

se

rvic

es.

W

orki

ng w

ith th

e co

mm

uni

ties,

RT

D w

ill p

repa

re a

Con

stru

ctio

n M

anag

em

ent P

lan

that

spe

cifie

s pu

blic

com

mun

icat

ions

an

d co

nstr

uctio

n m

eans

and

met

hods

to r

ed

uce

or m

itig

ate

the

inco

nven

ienc

es o

f con

stru

ctio

n su

ch a

s n

oise

, dus

t, vi

sual

blig

ht, c

onst

ruct

ion

traf

fic, a

nd p

rese

rvat

ion

of a

cces

s to

hom

es, b

usi

ness

es, a

nd c

omm

unity

faci

litie

s.

R

TD

will

co

ordi

nate

with

impa

cted

nei

ghbo

rhoo

ds p

rior

to a

nd d

urin

g co

nstr

uctio

n ac

tiviti

es.

S

ee C

hap

ter

4, T

rans

port

atio

n.

S

ee S

ectio

n 3.

8, N

oise

and

Vib

ratio

n.

S

ee S

ectio

n 3.

7.1,

Air

Qua

lity.

S

ee S

ectio

n 3.

5, V

isua

l and

Aes

thet

ic Q

ualit

ies.

Sch

ool A

cces

s C

onst

ruct

ion

A S

choo

l Out

reac

h P

lan

for

the

cons

truc

tion

phas

e of

the

proj

ect

will

be

de

velo

ped

that

pro

vid

es a

n ov

ervi

ew

of

wh

at

loca

l sch

ools

can

exp

ect d

urin

g co

nstr

uctio

n, i

nclu

din

g sa

fe b

ehav

ior

in w

ork

zon

es, b

asic

saf

ety

mea

sure

s, a

nd a

te

ntat

ive

sch

edul

e of

con

stru

ctio

n ac

tiviti

es a

nd tr

affic

con

trol

mea

sure

s w

ith b

us, a

utom

obi

le, a

nd p

edes

tria

n de

tour

s.

Acq

uisi

tion

of R

esid

entia

l or

Bus

ines

s P

rop

erty

in S

outh

ern

Sec

tion

Con

stru

ctio

n

A

cqui

sitio

n a

nd r

eloc

atio

n as

sist

ance

, con

sist

ent

with

the

Un

iform

Act

, w

ill b

e pr

ovid

ed.

R

TD

will

pro

vid

e fr

ee, 1

-yea

r tr

ansi

t pas

ses

to a

ll h

ouse

hold

mem

bers

of l

ow

-inc

ome

and

min

ority

res

ide

ntia

l hou

seho

lds

that

are

acq

uire

d an

d re

loca

ted.

A

n in

form

atio

nal

mee

ting

will

be

held

for

busi

ness

es b

eing

rel

ocat

ed.

The

mee

ting

will

pro

vid

e an

intr

oduc

tion

and

ov

ervi

ew

of t

he p

roce

ss a

ssoc

iate

d w

ith th

e U

nifo

rm A

ct, a

s w

ell

as in

form

atio

n o

n av

aila

ble

reso

urce

s.

F

inal

Env

iron

men

tal I

mpa

ct S

tate

men

t an

d S

ectio

n 4(

f) E

valu

atio

n

No

rth

Me

tro

Co

rrid

or

E

S-3

9 Ja

nuar

y 20

11

TAB

LE E

S-10

. PR

OPO

SED

MIT

IGA

TIO

N M

EASU

RES

— E

LEM

ENTS

OF

THE

PREF

ERR

ED A

LTER

NA

TIVE

Im

pac

t Im

pac

t T

ype

Mit

igat

ion

Mea

sure

s

Con

stru

ctio

n-re

late

d Im

pact

s,

Suc

h as

No

ise,

Air

Qua

lity,

etc

. C

onst

ruct

ion

A C

onst

ruct

ion

Man

agem

ent

Pla

n w

ill b

e de

velo

ped

and

coor

dina

ted

with

affe

cted

ne

igh

borh

oods

(re

side

nts

and

busi

ness

es).

T

he p

lan

will

incl

ude

ele

me

nts

spec

ific

to c

omm

unic

atio

n o

n ro

ad c

losu

res,

air

qual

ity, n

oise

, vib

ratio

n,

wat

er q

ual

ity, h

azar

dou

s w

aste

con

trol

, vis

ua

l im

pact

s, n

oxi

ous

we

ed m

an

agem

ent,

arch

eolo

gica

l mo

nito

ring,

saf

ety,

se

curit

y, a

nd tr

affic

con

trol

. S

ee th

e sp

ecifi

c re

sour

ce s

ectio

ns o

f thi

s F

EIS

for

addi

tion

al d

etai

ls o

n m

itiga

tion

mea

sure

s.`

Lan

d U

se a

nd

Zo

nin

g

Lan

d U

se a

nd Z

onin

g

Non

e

N

one.

Eco

no

mic

Co

nsi

der

atio

ns

Impe

ded

Acc

ess

C

onst

ruct

ion

Con

stru

ctio

n m

ana

gem

ent

pla

ns w

ill b

e cr

eate

d an

d w

ork

with

loca

l com

mu

nitie

s w

ill ta

ke p

lace

.

A

ltern

ativ

e ro

utes

and

acc

ess

to p

rope

rtie

s af

fect

ed b

y co

nstr

uctio

n w

ill b

e pr

ovid

ed.

C

lear

sig

ns a

nd

dire

ctio

ns fo

r al

tern

ate

acce

ss p

oint

s w

ill b

e pr

ovid

ed.

C

oord

inat

ion

with

loca

l gro

ups

, nei

ghbo

rhoo

ds,

com

mun

ities

, and

juris

dict

ions

will

take

pla

ce.

N

ight

co

nstr

uctio

n to

acc

ele

rate

con

stru

ctio

n in

crit

ical

are

as w

ill b

e co

ndu

cted

.

T

empo

rary

acc

ess

durin

g n

orm

al b

usin

ess

hou

rs w

ill b

e pr

ovi

ded,

wh

ere

pos

sibl

e.

Pro

pert

y A

cqu

isiti

ons

Con

stru

ctio

n an

d O

pera

tion

s

Des

ign

mod

ifica

tion

will

be

used

to r

educ

e th

e nu

mb

er o

f pro

pert

y ac

qui

sitio

ns w

her

e pr

act

icab

le.

T

he a

cqui

sitio

n o

f rea

l pro

per

ty in

tere

sts

will

com

ply

fully

with

the

Uni

form

Act

and

the

Fift

h A

men

dmen

t of t

he U

S

Con

stitu

tion.

T

he U

nifo

rm A

ct a

pplie

s to

all

acq

uisi

tions

of r

eal p

rope

rty

or d

ispl

acem

ents

of p

eop

le r

esul

ting

from

fe

dera

l or

fede

rally

-ass

iste

d pr

ogra

ms

or p

roje

cts.

A

ll im

pact

ed o

wn

ers

will

be

pro

vid

ed n

otifi

catio

n of

RT

D’s

inte

nt to

acq

uir

e an

inte

rest

in th

eir

prop

erty

, in

clu

ding

a

wri

tten

offe

r le

tter

of j

ust c

ompe

nsat

ion

spec

ifica

lly d

escr

ibin

g th

ose

prop

ert

y in

tere

sts.

Far

mla

nd

s

Far

mla

nds

N

one

Non

e.

Lan

d A

cqu

isit

ion

, Dis

pla

cem

ents

, an

d R

elo

cati

on

of

Exi

stin

g U

ses

Acq

uisi

tion

of P

rope

rtie

s C

onst

ruct

ion

and

Ope

ratio

ns

A

cq

uis

itio

n.

The

acq

uisi

tion

of r

eal p

rop

erty

inte

rest

s w

ill c

ompl

y fu

lly w

ith th

e U

nifo

rm A

ct a

nd th

e F

ifth

Am

endm

ent o

f th

e U

S C

onst

itutio

n.

The

Uni

form

Act

app

lies

to a

ll ac

quis

ition

s of

rea

l pro

pert

y or

dis

pla

cem

ents

of p

eo

ple

resu

ltin

g fr

om fe

dera

l or

fede

rally

-ass

iste

d pr

ogr

ams

or p

roje

cts.

A

ll im

pact

ed o

wn

ers

will

be

pro

vid

ed n

otifi

catio

n of

RT

D’s

inte

nt to

acq

uir

e an

inte

rest

in th

eir

prop

erty

, in

clu

ding

a

wri

tten

offe

r le

tter

of j

ust c

ompe

nsat

ion

spec

ifica

lly d

escr

ibin

g th

ose

prop

ert

y in

tere

sts.

Fin

al E

nviro

nm

enta

l Im

pact

Sta

tem

ent a

nd

Sec

tion

4(f)

Eva

luat

ion

No

rth

Me

tro

Co

rrid

or

Janu

ary

2011

E

S-4

0

TAB

LE E

S-10

. PR

OPO

SED

MIT

IGA

TIO

N M

EASU

RES

— E

LEM

ENTS

OF

THE

PREF

ERR

ED A

LTER

NA

TIVE

Im

pac

t Im

pac

t T

ype

Mit

igat

ion

Mea

sure

s

Rel

ocat

ions

C

onst

ruct

ion

and

Ope

ratio

ns

R

elo

cati

on

An

alys

is.

RT

D w

ill p

repa

re a

rel

ocat

ion

anal

ysis

to e

nabl

e re

loca

tion

activ

ities

to b

e pl

ann

ed in

suc

h a

man

ner

that

the

prob

lem

s as

soci

ate

d w

ith th

e di

spla

cem

ent

of b

usin

esse

s ar

e re

cogn

ized

and

sol

utio

ns a

re d

evel

ope

d to

min

imiz

e th

e a

dver

se im

pact

s of

dis

plac

emen

t. T

he r

eloc

atio

n st

udy

will

est

imat

e th

e n

umbe

r, t

ype,

and

siz

e of

bu

sine

ss a

nd n

on-p

rofit

org

ani

zatio

ns to

be

disp

lace

d, a

nd th

e ap

pro

xim

ate

num

ber

of e

mp

loye

es th

at m

ay b

e af

fect

ed;

and

will

co

nsid

er a

ny

spec

ial a

dvis

ory

serv

ices

that

ma

y b

e n

eces

sary

fro

m R

TD

and

oth

er c

oop

erat

ing

age

ncie

s.

R

elo

cati

on

As

sist

ance

Ad

viso

ry S

ervi

ce.

Rel

ocat

ion

assi

stan

ce w

ill in

clud

e d

eter

min

ing

the

relo

catio

n ne

eds

an

d pr

efer

enc

es o

f ea

ch b

usin

ess

to b

e di

spla

ced

and

exp

lain

ing

the

relo

catio

n pa

yme

nts

and

othe

r as

sist

anc

e fo

r w

hic

h th

e bu

sine

ss o

wn

er

is e

ligib

le; p

rovi

din

g cu

rre

nt a

nd c

ont

inui

ng

info

rmat

ion

on t

he a

vaila

bilit

y, p

urch

ase

pric

es, a

nd r

enta

l co

sts

of c

ompa

rabl

e re

plac

emen

t com

mer

cial

pro

pert

ies;

an

d pr

ovid

ing

info

rmat

ion

on

oth

er p

rogr

ams

adm

inis

tere

d b

y th

e S

mal

l Bus

ines

s A

dmin

istr

atio

n a

nd o

ther

fede

ral,

stat

e, a

nd lo

cal p

rogr

ams

offe

ring

ass

ista

nce

to th

e di

spla

ced

busi

ness

es.

Rel

ocat

ion

assi

stan

ce w

ill a

lso

be p

rovi

ded

to r

esid

entia

l pro

pert

y o

wn

ers.

R

elo

cati

on

. T

he U

nifo

rm A

ct w

ill p

rovi

de

num

erou

s b

enef

its to

thes

e in

div

idu

als

to a

ssis

t th

em b

oth

fina

ncia

lly a

nd

with

ad

viso

ry s

ervi

ces

rela

ted

to r

elo

catio

n.

P

aym

ents

. T

he r

eloc

atio

n pa

yme

nts

prov

ide

d to

dis

plac

ed

pers

ons

will

be

det

erm

ined

by

fede

ral e

ligib

ility

gu

ide

lines

.

In

form

atio

nal

Mee

tin

g.

An

info

rmat

iona

l mee

ting

will

be

hel

d fo

r bu

sin

esse

s be

ing

relo

cate

d.

The

mee

ting

will

pro

vid

e an

intr

odu

ctio

n a

nd o

verv

iew

of t

he p

roce

ss a

ssoc

iate

d w

ith th

e U

nifo

rm A

ct, a

s w

ell a

s co

nso

lidat

ed in

form

atio

n o

n re

sour

ces

avai

labl

e, in

clu

ding

ass

ista

nce

from

loca

l, st

ate,

and

fed

era

l ag

enci

es a

nd

priv

ate

age

ncie

s in

the

com

mun

ity.

The

mee

ting

will

not

pro

vide

det

ails

re

late

d to

indi

vidu

al e

ligib

ility

.

NW

SS

Com

ple

x C

onst

ruct

ion

and

Ope

ratio

ns

R

TD

will

co

ntin

ue to

coo

rdin

ate

with

NW

SS

to a

ddre

ss im

pac

ts to

the

ope

ratio

ns a

t the

hor

se b

arn.

O

ne p

oten

tial

solu

tion,

as

disc

usse

d w

ith N

WS

S, i

s to

mod

ify th

e e

xist

ing

hors

e b

arn

at th

e N

WS

S c

ompl

ex

to m

itig

ate

for

the

impa

cts

to th

e ac

cess

and

op

erat

ions

ass

ocia

ted

with

the

loa

ding

at

the

rear

of t

he b

uild

ing.

The

mod

ifica

tions

will

not

red

uce

the

exis

ting

cap

acity

of t

he b

uild

ing.

Tax

i Dev

elo

pmen

t C

onst

ruct

ion

and

Ope

ratio

ns

R

TD

will

co

ntin

ue d

iscu

ssio

ns w

ith T

axi t

o a

ddr

ess

the

loss

of 7

5 sp

aces

that

are

par

t of t

he p

lann

ed d

evel

opm

ent.

Brig

hto

n B

oule

vard

C

onst

ruct

ion

A n

ew

8-f

oot p

arki

ng

lan

e w

oul

d b

e st

ripe

d on

the

eas

t sid

e of

Brig

hto

n B

oule

vard

, nor

th o

f the

Brig

hton

Bou

leva

rd a

nd

Yor

k S

tree

t int

erse

ctio

n (s

outh

of C

olum

bin

e S

tree

t), t

o m

itiga

te fo

r lo

ss o

f pa

rkin

g on

the

wes

t sid

e of

Brig

hto

n B

oule

vard

.

Met

ro W

aste

wat

er P

rope

rty

Con

stru

ctio

n an

d O

pera

tion

s

RT

D w

ill c

ont

inue

to w

ork

with

Met

ro W

aste

wat

er to

miti

gate

impa

cts

to th

eir

plan

ned

impr

ovem

ent

s.

Den

ver

Wat

er-M

iller

Res

ervo

ir

Pro

pert

y C

onst

ruct

ion

and

Ope

ratio

ns

R

TD

will

miti

gate

for

the

capa

city

lost

due

to th

e al

ignm

ent

. In

add

itio

n, R

TD

will

miti

gate

for

acc

ess

imp

act

s to

the

pum

p/in

take

sys

tem

and

will

rel

ocat

e th

e ca

reta

ker’s

hou

se (

the

loca

tion

is c

urre

ntly

unk

no

wn)

.

F

inal

Env

iron

men

tal I

mpa

ct S

tate

men

t an

d S

ectio

n 4(

f) E

valu

atio

n

No

rth

Me

tro

Co

rrid

or

E

S-4

1 Ja

nuar

y 20

11

TAB

LE E

S-10

. PR

OPO

SED

MIT

IGA

TIO

N M

EASU

RES

— E

LEM

ENTS

OF

THE

PREF

ERR

ED A

LTER

NA

TIVE

Im

pac

t Im

pac

t T

ype

Mit

igat

ion

Mea

sure

s

72n

d A

venu

e G

rave

l Com

pan

y O

wn

ed b

y F

rei A

lber

t an

d S

ons,

In

c.

Ope

ratio

ns

F

or th

e P

refe

rred

Alte

rnat

ive

in 2

020,

the

exi

stin

g ac

cess

to th

e gr

avel

ope

ratio

ns b

etw

ee

n O

’Bria

n C

anal

an

d th

e ex

istin

g tr

ack

will

be

relo

cate

d sl

ight

ly to

the

nor

th, s

o th

at th

ere

is a

se

para

te a

cces

s fr

om

the

prop

ose

d pa

rk-n

-Rid

e.

F

or th

e P

refe

rred

Alte

rnat

ive,

wh

en

the

plat

form

nee

ds to

be

exp

ande

d to

allo

w fo

r e

ight

veh

icle

s (a

ssum

ed to

be

in

203

5), t

he r

ail l

ine

grad

e-cr

ossi

ng fo

r th

e gr

ave

l op

erat

ions

will

be

relo

cate

d an

oth

er 4

00

to 5

00 fe

et to

the

nort

h to

allo

w

for

the

expa

nded

pla

tform

.

104th

Ave

nue

Sta

tion

C

onst

ruct

ion

and

Ope

ratio

ns

In

ord

er to

min

imiz

e co

nflic

ts a

nd m

axi

miz

e th

e ar

ea

for

buse

s, p

laza

, and

load

ing

dock

s, a

ll tr

affic

ope

ratio

ns, i

nclu

ding

th

e sh

oppi

ng c

ente

r se

rvic

e ve

hicl

es a

nd

empl

oye

es, a

nd

bus

es b

ehi

nd th

e sh

oppi

ng c

ente

r at

104

th A

venu

e, is

pr

opos

ed a

s o

ne-w

ay

from

the

nort

hw

est

to th

e so

uth

east

(fr

om 1

04th

Ave

nue

tow

ard

s C

olor

ado

Bou

leva

rd).

The

re w

ill

be a

med

ian

sepa

ratin

g bu

s tr

affic

from

cen

ter

empl

oye

es a

nd a

ll ot

her

cen

ter

serv

ices

that

occ

ur b

ehi

nd th

e b

uild

ing

(i.e.

, del

iver

y tr

ucks

).

Pat

rons

of t

he p

ark-

n-R

ide

wis

hing

to a

cces

s w

est

boun

d 10

4th A

venu

e w

oul

d ne

ed

to e

ither

turn

ou

t of t

he p

ark-

n-R

ide,

nor

th o

nto

Col

orad

o B

oule

vard

, and

then

we

st o

n 10

4th A

venu

e or

wo

rk th

eir

wa

y th

roug

h th

e pa

rk-n

-Rid

e un

dern

eath

the

trac

k an

d p

latfo

rm s

truc

ture

. V

ehic

les

will

not

be

able

to c

ut th

rou

gh th

e sh

opp

ing

cent

er a

s ce

nter

an

d pa

rk-n

-Rid

e tr

affic

are

seg

reg

ated

.

T

he th

ree

park

ing

spac

es th

at w

ill b

e im

pac

ted

at th

e G

reas

e M

onke

y w

ill b

e re

supp

lied

in a

diff

eren

t lo

catio

n o

n th

e pa

rce

l onc

e co

nstr

uctio

n is

co

mpl

ete.

T

empo

rary

Co

nstr

uctio

n E

asem

ents

C

onst

ruct

ion

Tem

pora

ry c

on

stru

ctio

n ea

sem

ents

will

be

nee

ded

to b

uild

the

Nor

th M

etro

Cor

ridor

Pro

ject

. T

he e

xten

t of

thes

e ea

sem

ents

is n

ot k

now

n at

this

tim

e an

d ap

pro

pria

te m

itiga

tion

me

asur

es w

ill b

e de

term

ined

dur

ing

pro

ject

des

ign.

Arc

hae

olo

gic

al,

His

tori

c, a

nd

Pal

eon

tolo

gic

al R

eso

urc

es

AR

CH

AE

OL

OG

ICA

L A

ND

HIS

TO

RIC

Adv

erse

Effe

cts

to T

wo

Arc

hae

olo

gica

l Res

ourc

es:

Q

uim

by

Ra

ilro

ad S

top

(5A

M21

11)

E

astla

ke R

ailr

oad

Sto

p (5

AM

2114

)

Con

stru

ctio

n

A

dher

e to

miti

gat

ion

me

asur

es

as s

tipul

ate

d in

the

MO

A.

Pot

entia

l Im

pact

s to

Unk

now

n A

rcha

eol

ogi

cal R

esou

rces

C

onst

ruct

ion

Con

trac

tor

trai

nin

g pr

ogra

m w

ill b

e un

dert

ake

n to

pro

mot

e r

esou

rce

aw

are

ness

and

avo

id im

pact

s.

A p

rofe

ssio

nal

arch

aeo

log

ist w

ill m

oni

tor

cons

truc

tion

activ

ities

; and

if r

esou

rces

are

dis

cove

red,

wo

rk w

ill c

ease

in th

e vi

cini

ty a

nd

SH

PO

will

be

not

ified

. P

roce

dur

es fo

r po

st-r

evi

ew

dis

cove

rie

s id

entif

ied

in th

e M

OA

will

be

follo

we

d.

Adv

erse

Effe

cts

to o

ne h

isto

ric

reso

urce

:

H

isto

ric F

arm

stea

d (5

AM

2158

)

Per

man

ent

A

dher

e to

miti

gat

ion

me

asur

es

as s

tipul

ate

d in

the

MO

A.

Fin

al E

nviro

nm

enta

l Im

pact

Sta

tem

ent a

nd

Sec

tion

4(f)

Eva

luat

ion

No

rth

Me

tro

Co

rrid

or

Janu

ary

2011

E

S-4

2

TAB

LE E

S-10

. PR

OPO

SED

MIT

IGA

TIO

N M

EASU

RES

— E

LEM

ENTS

OF

THE

PREF

ERR

ED A

LTER

NA

TIVE

Im

pac

t Im

pac

t T

ype

Mit

igat

ion

Mea

sure

s

PA

LE

ON

TO

LO

GIC

AL

Dire

ct Im

pact

s fr

om G

roun

d D

istu

rbin

g A

ctiv

ities

C

onst

ruct

ion

Sta

ndar

d m

itig

atio

n m

eas

ure

s, w

hich

follo

w t

he g

uide

lines

of t

he S

ocie

ty o

f Ver

tebr

ate

Pal

eon

tolo

gy

an

d m

eet t

he

stan

dard

s of

fede

ral a

genc

ies

and

the

Sta

te o

f C

olor

ado

, w

ill b

e im

plem

ente

d to

avo

id o

r m

inim

ize

impa

cts

to

pale

onto

logi

cal r

esou

rces

. If

pale

onto

logi

cal r

esou

rces

are

unc

over

ed in

the

CD

OT

RO

W d

urin

g pr

oje

ct c

onst

ruct

ion

in

area

s n

ot b

ein

g ac

tivel

y m

oni

tore

d, th

e C

DO

T P

aleo

nto

logi

st w

ill b

e n

otifi

ed.

A

reas

of n

o pa

leon

tolo

gica

l sen

sitiv

ity

with

in th

e A

PE

do

not r

equi

re m

itiga

tion.

Vis

ual

an

d A

est

het

ic Q

ual

itie

s

Sta

ging

Mat

eria

ls fo

r C

onst

ruct

ion

C

onst

ruct

ion

(Tem

pora

ry)

C

onst

ruct

ion

stag

ing

are

as w

ill b

e sc

ree

ned

or fe

nced

to m

inim

ize

vie

ws

of c

onst

ruct

ion

mat

eria

ls.

S

tagi

ng

are

as a

nd s

urro

und

ings

will

be

rep

lace

d an

d re

hab

ilita

ted

with

veg

etat

ion

as s

oon

as

poss

ible

aft

er c

onst

ruct

ion

. G

rass

es, f

orbs

, shr

ubs,

or

tree

s w

ill b

e re

plac

ed w

ith s

imila

r ve

geta

tion.

Lig

htin

g

Ope

ratio

ns

(Per

man

ent)

Lig

hts

used

will

be

low

-gla

re a

nd d

irec

ted

do

wn

wa

rd to

min

imiz

e lig

ht s

pill

and

gla

re to

re

side

nts

and

adj

acen

t roa

ds.

LED

an

d “d

ark

sky”

ligh

ting

prac

tices

are

rec

omm

ende

d.

Noi

se W

alls

(R

esid

entia

l) an

d S

tatio

n Lo

catio

ns A

djac

ent t

o P

rope

rty

Ow

ners

Ope

ratio

ns

(Per

man

ent)

Loca

l mun

icip

alit

ies

will

be

cons

ulte

d on

the

desi

gn o

f w

alls

and

str

uctu

res.

Fen

cin

g

Ope

ratio

ns

(Per

man

ent)

Sou

ther

n S

ectio

n: p

ost a

nd

cabl

e on

the

two

Sou

th P

latte

Riv

er a

nd

Sou

th P

latte

Riv

er T

rail

cros

sing

s a

nd h

igh

tens

ile

rura

l fen

ce a

t Ste

ele

Str

eet P

ark

are

a.

Rep

laci

ng/A

ddi

ng B

ridge

/Aer

ial

Str

uctu

res

Ope

ratio

ns

(Per

man

ent)

Loca

l mun

icip

alit

ies

will

be

cons

ulte

d fo

r de

sign

, col

or, a

nd

mat

eria

l crit

eria

for

desi

gn

guid

elin

es.

F

inal

Env

iron

men

tal I

mpa

ct S

tate

men

t an

d S

ectio

n 4(

f) E

valu

atio

n

No

rth

Me

tro

Co

rrid

or

E

S-4

3 Ja

nuar

y 20

11

TAB

LE E

S-10

. PR

OPO

SED

MIT

IGA

TIO

N M

EASU

RES

— E

LEM

ENTS

OF

THE

PREF

ERR

ED A

LTER

NA

TIVE

Im

pac

t Im

pac

t T

ype

Mit

igat

ion

Mea

sure

s

Par

klan

ds

and

Rec

reat

ion

Are

as

At-

grad

e S

ide

wa

lk, T

rail,

and

B

ike

Ro

ute

Cro

ssin

gs a

t Str

eets

C

onst

ruct

ion

and

Ope

ratio

ns

S

ee C

hap

ter

4, T

rans

port

atio

n,

for

miti

gatio

n m

easu

res.

Dire

ct Im

pact

s to

At-

grad

e T

rail

Cro

ssin

gs o

f the

Alig

nmen

t (N

ot

at S

tree

ts)

Ope

ratio

ns

A

t the

reg

iona

l tra

il ac

cess

fro

m F

erna

ld T

railh

ead,

a tr

ail u

nde

rpas

s w

ill b

e p

rovi

ded

. T

he tr

ail w

ill b

e re

alig

ned

and

ac

com

mo

date

d un

der

nea

th th

e pr

opo

sed

alig

nmen

t an

d th

e e

xist

ing

alig

nm

ent v

ia a

n u

nde

rpas

s ap

pro

xim

atel

y 3

00 fe

et

nort

h of

the

exi

stin

g cr

ossi

ng lo

catio

n. T

he tr

ail w

ill r

eco

nne

ct w

ith th

e e

xist

ing

trai

l alig

nmen

t on

the

we

st s

ide

of

O’B

rian

Can

al.

Thi

s w

ill a

llow

tra

il us

ers

to c

ross

the

alig

nmen

t w

itho

ut d

ela

ys.

S

ign

al D

itch

Tra

il w

ill b

e re

alig

ned

to r

oute

use

rs a

cros

s th

e al

ignm

ent

alo

ng

128th

Ave

nue

. T

he e

xist

ing

ped

estr

ian

faci

lity

alon

g 1

28th

Ave

nue

will

be

upgr

ade

d to

a 1

0-fo

ot m

ulti

-use

pat

h b

etw

ee

n th

e U

P R

ailro

ad T

rail

on th

e ea

st s

ide

of

the

alig

nme

nt a

nd th

e S

ign

al D

itch

Tra

il w

est

of th

e al

ignm

ent.

A

t Roc

ky T

op M

iddl

e S

cho

ol C

onne

ctor

Tra

il, a

trai

l und

erp

ass

will

be

pro

vide

d at

the

exi

stin

g cr

ossi

ng lo

catio

n to

m

aint

ain

the

conn

ectiv

ity b

etw

een

nei

ghb

orh

oods

, the

sch

ool

, and

the

ball

field

s.

T

he s

egm

ent o

f E

astla

ke R

eser

voir

#1

Sid

ew

alk

/Loc

al T

rail

acro

ss th

e al

ignm

ent

wo

uld

be r

ealig

ned

to im

prov

e sa

fety

. T

his

trai

l cur

rent

ly c

ross

es th

e al

ignm

ent

adj

acen

t to

the

sout

h si

de o

f 124

th A

venu

e, w

hich

cro

sses

the

alig

nmen

t at a

n ap

pro

xim

ate

ly 3

0 de

gre

e an

gle

. T

he r

ealig

nm

ent o

f the

trai

l wo

uld

deta

ch t

he tr

ail f

rom

the

road

wa

y at

this

loca

tion

and

rout

e it

acro

ss t

he a

lignm

ent

at a

ppro

xim

ate

ly a

90

degr

ee

ang

le (

perp

end

icul

ar).

Dire

ct Im

pact

s to

Tra

ils a

nd

Ped

estr

ian

Fac

ilitie

s D

ue to

S

tatio

ns, R

oad

wa

y or

Dra

ina

ge

Impr

ovem

ent

s

Con

stru

ctio

n an

d O

pera

tion

s

The

Col

orad

o A

gric

ultu

ral T

rail

wou

ld b

e re

cons

truc

ted

and

inco

rpor

ate

d in

to th

e de

sign

of t

he 8

8th A

venu

e st

atio

n fo

llow

ing

a si

mila

r al

ignm

ent t

o th

e cu

rren

t tra

il.

T

he c

onne

ctio

n be

twe

en th

e C

olor

ado

Agr

icul

tura

l Tra

il an

d th

e 88

th A

ven

ue s

ide

wa

lk w

ill b

e re

cons

truc

ted

to m

aint

ain

th

e cu

rren

t fun

ctio

n of

this

rec

reat

iona

l fac

ility

so

that

no

lon

g-te

rm im

pact

s w

ill o

ccur

.

T

he 1

12th

Ave

nue

Det

ache

d M

ulti-

use

Pat

h/S

outh

Sid

ew

alk

will

be

reco

nstr

ucte

d to

mai

ntai

n th

e cu

rren

t fu

nctio

n of

this

re

crea

tiona

l fac

ility

so

that

no

long

-ter

m im

pac

ts w

ill o

ccur

.

T

he E

astla

ke R

eser

voir

#1 S

ide

wa

lk/L

ocal

Tra

il w

ill b

e re

cons

truc

ted

to m

aint

ain

the

curr

ent

func

tion

of

this

rec

reat

iona

l fa

cilit

y so

that

no

long

-ter

m im

pact

s w

ill o

ccur

.

T

he H

aven

Tra

il ne

ar th

e 14

4th A

venu

e S

tatio

n w

ill b

e re

cons

truc

ted

to m

aint

ain

the

curr

ent f

unct

ion

of th

is r

ecre

atio

nal

fa

cilit

y so

that

no

long

-ter

m im

pact

s w

ill o

ccur

.

Fin

al E

nviro

nm

enta

l Im

pact

Sta

tem

ent a

nd

Sec

tion

4(f)

Eva

luat

ion

No

rth

Me

tro

Co

rrid

or

Janu

ary

2011

E

S-4

4

TAB

LE E

S-10

. PR

OPO

SED

MIT

IGA

TIO

N M

EASU

RES

— E

LEM

ENTS

OF

THE

PREF

ERR

ED A

LTER

NA

TIVE

Im

pac

t Im

pac

t T

ype

Mit

igat

ion

Mea

sure

s

Tem

pora

ry Im

pac

ts to

Tra

il C

ross

ings

of t

he A

lignm

ent

(Not

at

Str

eets

)

Con

stru

ctio

n

C

losu

re o

f tra

ils d

urin

g co

nstr

uctio

n w

ill b

e a

void

ed to

the

gre

ates

t ext

ent p

ossi

ble.

B

efo

re b

egin

nin

g co

nstr

uctio

n,

ade

quat

e tr

ail d

etou

rs, i

nclu

ding

adv

ance

d n

otic

e an

d si

gni

ng w

ill b

e pr

ovid

ed.

Det

our

sig

nage

will

com

ply

with

the

Am

eric

ans

with

Dis

abili

ties

Act

of 1

990

and

Par

t 6F

of t

he M

anu

al o

n U

nifo

rm T

raffi

c C

ontr

ol D

evic

es (

FH

WA

200

7).

Use

of t

rail

deto

urs

will

be

limite

d to

onl

y th

ose

peri

ods

of c

ons

truc

tion

activ

ity th

at a

re n

eces

sary

for

saf

ety

. S

peci

fic

deta

ils a

bou

t clo

sure

s, in

clud

ing

dura

tion

and

deto

ur r

out

es,

will

be

det

erm

ine

d du

ring

fin

al d

esig

n.

W

alki

ng s

truc

ture

s co

uld

be

empl

oye

d fo

r so

me

trai

l cro

ssin

gs in

ord

er to

pre

vent

or

limit

the

nee

d fo

r cl

osur

es.

In

add

ition

, the

co

ntra

ctor

will

be

requ

ired

to p

ublic

ly a

nno

unce

an

y tr

ail c

losu

res

and

will

be

expe

cte

d to

pro

vid

e cl

earl

y m

arke

d d

etou

rs.

If

nece

ssar

y, th

e co

ntra

ctor

co

uld

prov

ide

trai

l pro

tect

ion

in th

e fo

rm o

f a fl

agge

r fo

r at

-gra

de c

ross

ings

in o

rder

to a

void

or

min

imiz

e cl

osu

res.

C

onst

ruct

ion

equ

ipm

ent s

tag

ing

will

not

occ

ur o

n tr

ails

.

Tem

pora

ry Im

pac

ts to

Tra

ils

Due

to S

tatio

n C

onst

ruct

ion

C

onst

ruct

ion

Clo

sure

of t

rails

dur

ing

cons

truc

tion

will

be

avo

ided

to th

e g

reat

est e

xten

t pos

sibl

e.

Bef

ore

beg

inn

ing

cons

truc

tion,

ad

equ

ate

trai

l det

ours

, inc

ludi

ng a

dvan

ced

not

ice

and

sig

ning

will

be

prov

ided

. D

eto

ur s

igna

ge w

ill c

ompl

y w

ith th

e A

mer

ica

ns w

ith D

isab

ilitie

s A

ct o

f 199

0 a

nd P

art 6

F o

f the

Man

ual

on

Uni

form

Tra

ffic

Con

trol

Dev

ices

(F

HW

A 2

007)

. U

se o

f tra

il de

tour

s w

ill b

e lim

ited

to o

nly

thos

e pe

riod

s of

co

nstr

uctio

n ac

tivity

that

are

nec

essa

ry f

or s

afe

ty.

Spe

cific

de

tails

ab

out c

losu

res,

incl

udin

g du

ratio

n an

d de

tour

ro

utes

, w

ill b

e d

eter

min

ed

duri

ng fi

nal

des

ign.

T

he n

ew

sec

tion

of th

e C

olor

ado

Agr

icul

tura

l Tra

il w

ould

be

cons

truc

ted

prio

r to

dem

oliti

on

of th

e ex

istin

g al

ignm

ent

. T

rail

acce

ss w

ould

be

mai

ntai

ned

dur

ing

con

stru

ctio

n ei

ther

via

the

exi

stin

g or

ne

w tr

ail a

lignm

ent.

Dire

ct Im

pact

s to

Par

ks:

Con

stru

ctio

n an

d O

pera

tion

s

G

lobe

ville

La

ndi

ng

Par

k:

0.66

acr

e, r

emov

al o

f tre

es,

and

fris

bee

gol

f ho

les.

Mon

etar

y co

mpe

nsat

ion

for

tree

s re

mov

ed.

F

undi

ng fo

r m

ast

er p

lan

of fr

isbe

e g

olf c

ours

e.

T

he p

ortio

n of

the

dist

urbe

d ar

ea t

hat i

s as

soci

ated

with

tem

pora

ry im

pact

s w

ill b

e re

stor

ed

to a

con

diti

on th

at is

at l

east

as

goo

d as

tha

t w

hich

exi

ste

d p

rior

to th

e pr

oje

ct.

G

rand

vie

w P

ond

s O

pen

Spa

ce a

nd P

rairi

e D

og

Hab

itat:

0.17

acr

e du

e to

ro

adw

ay

impr

ove

men

ts a

nd

drai

nag

e im

pro

vem

ents

The

are

a im

pact

ed fo

r dr

ain

age

impr

ovem

ent

s w

ill b

e re

grad

ed

so a

s no

t to

impa

ct r

ecre

atio

nal/o

pen

spac

e us

e.

F

ox R

un

Ope

n S

pace

and

T

rail

Net

wor

k: 0

.38

acre

du

e to

dra

inag

e im

prov

emen

ts.

Reg

rade

so

as n

ot to

impa

ct r

ecre

atio

nal/o

pen

spa

ce u

se.

F

inal

Env

iron

men

tal I

mpa

ct S

tate

men

t an

d S

ectio

n 4(

f) E

valu

atio

n

No

rth

Me

tro

Co

rrid

or

E

S-4

5 Ja

nuar

y 20

11

TAB

LE E

S-10

. PR

OPO

SED

MIT

IGA

TIO

N M

EASU

RES

— E

LEM

ENTS

OF

THE

PREF

ERR

ED A

LTER

NA

TIVE

Im

pac

t Im

pac

t T

ype

Mit

igat

ion

Mea

sure

s

E

astla

ke R

ailr

oad

Pro

per

ty:

0.85

acr

e d

ue t

o dr

aina

ge

and

stat

ion

imp

rove

me

nts.

Reg

rade

so

as n

ot to

impa

ct r

ecre

atio

nal/o

pen

spa

ce u

se.

T

he p

ortio

n of

the

dist

urbe

d ar

ea t

hat i

s as

soci

ated

with

tem

pora

ry im

pact

s w

ill b

e re

stor

ed

to a

con

diti

on th

at is

at l

east

as

goo

d as

tha

t w

hich

exi

ste

d p

rior

to th

e pr

oje

ct.

La

rry

Wa

lker

Bal

l Fie

lds:

0.

02 a

cre

to p

ark

ing

due

to

new

trai

l und

erpa

ss.

Reg

rade

so

as n

ot to

impa

ct p

arki

ng

supp

ly.

C

herr

ywoo

d P

ark

III:

0.4

acre

du

e to

ne

w tr

ail

und

erpa

ss.

No

miti

gatio

n.

F

allb

rook

Far

ms

Det

entio

n/

Pla

ygro

und:

0.4

acr

e du

e to

ne

w tr

ail u

nder

pass

.

Avo

id im

pact

to p

layg

rou

nd.

Dire

ct/In

dire

ct Im

pact

s to

Gra

de-

sepa

rate

d T

rails

C

onst

ruct

ion

and

Ope

ratio

ns

S

outh

Pla

tte R

iver

Tra

il (f

irst c

ross

ing)

: ne

w b

ridg

e pi

er in

gre

en

wa

y.

See

the

Sec

tion

6(f)

Eva

luat

ion

in C

hap

ter

7, F

inal

Sec

tion

4(f)

and

6(f

) E

valu

atio

n, fo

r m

itiga

tion

mea

sure

s as

soci

ated

w

ith im

pac

ts to

the

gree

nw

ay

at th

e fir

st c

ross

ing

of th

e S

ou

th P

latte

Riv

er T

rail

nort

heas

t of P

ark

Ave

nue.

S

outh

Pla

tte R

iver

Tra

il (s

econ

d cr

ossi

ng):

Red

uce

d vi

sibi

lity

due

to n

ew

bri

dge.

At t

he lo

catio

n of

the

new

bri

dge

str

uctu

re (

nor

thea

st o

f 38th

Str

eet n

ear

Glo

bevi

lle L

and

ing

Par

k), m

irror

s, s

igna

ge,

and

un

der

pass

lig

htin

g w

ill b

e pr

ovid

ed

to e

nhan

ce v

isib

ility

for

trai

l use

rs.

G

rang

e H

all C

reek

Tra

il:

seco

nd

trac

k ad

ded

over

tr

ail u

nde

rpas

s.

The

exi

stin

g pe

dest

rian

unde

rpas

s w

ill b

e ex

tend

ed b

y 20

feet

to

acco

mm

odat

e th

e ex

tra

wid

th o

f the

rai

l tra

cks.

Dire

ct I

mpa

cts

to F

allb

rook

F

arm

s T

rail

Du

e to

Ne

w T

rail

Und

erpa

ss

Con

stru

ctio

n

R

eloc

ate

the

exi

stin

g co

nnec

tion

to th

e R

ocky

Top

Mid

dle

Sch

ool C

onne

ctor

Tra

il to

mai

ntai

n ac

cess

bet

we

en

thes

e tw

o tr

ails

.

Fin

al E

nviro

nm

enta

l Im

pact

Sta

tem

ent a

nd

Sec

tion

4(f)

Eva

luat

ion

No

rth

Me

tro

Co

rrid

or

Janu

ary

2011

E

S-4

6

TAB

LE E

S-10

. PR

OPO

SED

MIT

IGA

TIO

N M

EASU

RES

— E

LEM

ENTS

OF

THE

PREF

ERR

ED A

LTER

NA

TIVE

Im

pac

t Im

pac

t T

ype

Mit

igat

ion

Mea

sure

s

Air

Qu

alit

y

Air

Qua

lity

Imp

acts

Dur

ing

Con

stru

ctio

n a

nd O

pera

tions

O

pera

tions

No

miti

gat

ion

requ

ired;

ho

wev

er, g

ener

al a

ir qu

alit

y m

itiga

tion

stra

tegi

es fo

r th

e F

asT

rack

s P

rogr

am w

ill b

e im

plem

ente

d.

The

se m

ay

incl

ude:

E

ncou

ragi

ng p

eop

le to

use

alte

rnat

ive

met

hods

of t

rave

ling

from

nea

rby

neig

hbor

hood

s to

the

tran

sit s

tatio

ns,

incl

udi

ng b

us, p

edes

tria

n ac

cess

, and

bic

ycle

.

Id

ling

redu

ctio

n te

chno

log

ies

to r

educ

e id

ling

times

for

dies

el e

ngin

es (

app

licab

le to

truc

ks a

nd b

uses

).

RT

D c

ould

gi

ve p

rior

ity to

con

trac

tors

tha

t us

e th

ese

tech

nolo

gie

s o

n n

ew

eq

uipm

ent

or th

at r

etro

fit o

lder

equ

ipm

ent

.

P

urch

asin

g ne

w R

TD

veh

icle

s an

d re

trof

ittin

g th

e e

xist

ing

vehi

cle

fleet

with

em

issi

ons

equi

pmen

t.

M

odify

ing

buse

s w

ith m

ore

effic

ient

ele

ctro

nic

engi

ne c

ont

rols

and

fuel

inje

ctio

ns.

P

urch

asin

g ne

w b

uses

equ

ippe

d w

ith p

artic

ulat

e fil

ters

and

exh

aust

re-

circ

ulat

ors.

U

sing

low

-sul

fur

dies

el f

uel o

r bi

o-di

esel

(B

20

) in

bus

es.

R

TD

cur

rent

ly u

ses

a 3-

min

ute

bus

idle

lim

it th

at r

equi

res

driv

ers

to s

hut d

ow

n th

eir

eng

ine

s af

ter

idlin

g fo

r m

ore

than

3

min

utes

.

R

TD

cur

rent

ly h

as m

aint

enan

ce p

roce

dure

s to

red

uce

emis

sion

s.

The

se in

clu

de p

erio

dic

emis

sio

n op

acity

test

ing,

sc

hed

ule

d fr

ont-

end

alig

nmen

ts to

impr

ove

fuel

effi

cien

cy, a

nd o

ptim

izin

g tr

ansm

issi

on

shift

ing

poi

nts.

R

TD

is c

urre

ntly

co

nduc

ting

a de

mo

nstr

atio

n pr

ogra

m u

sin

g h

ybrid

die

sel-e

lect

ric b

uses

for

serv

ice

rout

es.

O

ptim

izin

g si

gnal

tim

ing

at in

ters

ectio

ns le

ad

ing

to s

tatio

ns to

min

imiz

e id

ling

time.

F

inal

Env

iron

men

tal I

mpa

ct S

tate

men

t an

d S

ectio

n 4(

f) E

valu

atio

n

No

rth

Me

tro

Co

rrid

or

E

S-4

7 Ja

nuar

y 20

11

TAB

LE E

S-10

. PR

OPO

SED

MIT

IGA

TIO

N M

EASU

RES

— E

LEM

ENTS

OF

THE

PREF

ERR

ED A

LTER

NA

TIVE

Im

pac

t Im

pac

t T

ype

Mit

igat

ion

Mea

sure

s

Air

Qua

lity

Impa

cts

Dur

ing

Co

nstr

uct

ion

and

Ope

ratio

ns

Tem

pora

ry

Con

stru

ctio

n

R

TD

will

incl

ud

e la

ngu

age

in th

e co

nstr

uctio

n s

peci

ficat

ions

tha

t w

ill r

equ

ire

all

cons

truc

tion

equ

ipm

ent

to b

e eq

uip

ped

in

acco

rdan

ce w

ith U

SE

PA

req

uire

men

ts.

S

ite-s

peci

fic m

itiga

tion

mea

sure

s w

ill b

e in

clu

ded

in a

con

stru

ctio

n m

ana

gem

ent p

lan.

C

onst

ruct

ion-

rela

ted

fugi

tive

emis

sio

ns w

ill b

e m

inim

ize

d b

y im

ple

me

ntin

g d

ust c

ontr

ol p

ract

ices

that

ma

y in

clu

de:

W

ater

or

wet

ting

age

nts

to m

anag

e du

st.

W

ind

barr

iers

and

win

d sc

ree

ns

to m

inim

ize

the

spre

adin

g o

f du

st in

are

as w

her

e la

rge

am

ount

s of

mat

eria

ls a

re

stor

ed.

A

wh

eel w

ash

stat

ion

and/

or la

rge-

diam

eter

cob

ble

apr

on a

t eg

ress

/ingr

ess

area

s to

min

imiz

e di

rt b

ein

g tr

acke

d on

to

pub

lic s

tree

ts.

V

acuu

m-p

ow

ere

d st

reet

sw

eepe

rs to

con

trol

dirt

trac

ked

onto

str

eets

.

C

over

ing

all d

ump

tru

cks

leav

ing

the

site

.

C

over

ing

or w

etti

ng te

mpo

rary

exc

avat

ed m

ater

ials

.

U

sing

a b

indi

ng

age

nt fo

r lo

ng-

term

exc

avat

ed m

ater

ials

.

M

onito

ring

for

PM

10 to

allo

w f

or th

e re

al-t

ime

mod

ifica

tion

or im

plem

ent

atio

n of

var

ious

du

st c

ontr

ol m

easu

res.

P

rohi

bitin

g un

nec

essa

ry id

ling

of c

onst

ruct

ion

equ

ipm

ent.

Lo

catin

g d

iese

l eng

ines

and

mot

ors

as fa

r aw

ay

as p

ossi

ble

from

res

ide

ntia

l are

as.

Lo

catin

g st

agin

g ar

eas

as fa

r a

wa

y as

pos

sibl

e fr

om r

esid

ent

ial a

reas

.

D

urin

g w

inte

r co

nstr

uctio

n, in

stal

ling

engi

ne p

re-h

eat

er d

evic

es to

elim

inat

e un

nec

essa

ry id

ling.

P

rohi

bitin

g ta

mpe

ring

with

equ

ipm

ent

to in

cre

ase

hors

epow

er

or to

def

eat t

he e

ffect

iven

ess

of e

mis

sion

co

ntro

l de

vice

s.

R

equi

ring

co

nstr

uctio

n ve

hic

le e

ngin

es to

be

prop

erly

tun

ed a

nd m

ain

tain

ed.

U

sing

con

stru

ctio

n ve

hic

les

and

eq

uipm

ent

with

the

min

imum

pra

ctic

al e

ngi

ne

size

for

the

inte

nde

d jo

bs.

W

ork

will

be

sche

dul

ed

outs

ide

of n

orm

al h

our

s fo

r se

nsiti

ve r

ecep

tors

or

the

faci

litie

s w

ill b

e ad

just

ed (

shou

ld o

nly

be

nece

ssar

y in

ext

rem

e ci

rcum

stan

ces,

suc

h a

s co

nstr

uctio

n im

med

iate

ly a

dja

cent

to a

he

alth

car

e fa

cilit

y, c

hurc

h, o

utd

oor

pla

ygro

und

, or

scho

ol).

En

erg

y

Use

of E

nerg

y R

eso

urce

s D

urin

g C

ons

tru

ctio

n an

d O

pera

tions

Con

stru

ctio

n an

d O

pera

tion

s D

esig

n ef

fort

s to

red

uce

ener

gy

cons

umpt

ion

and

over

all V

MT

will

be

imp

lem

ente

d as

follo

ws:

M

ultip

le a

cces

s po

ints

will

be

crea

ted

for

par

king

lots

, w

her

e po

ssib

le.

“K

iss-

n-R

ide”

dro

p-of

fs w

ill b

e de

sign

ed

to m

axim

ize

effic

ienc

y an

d to

min

imiz

e th

e nu

mb

er o

f veh

icle

s id

ling.

S

tatio

ns w

ill b

e p

ositi

one

d to

be

mor

e ea

sily

acc

essi

ble

by

ped

estr

ians

and

bic

yclis

ts.

P

ark-

n-R

ide

impr

ovem

ents

will

be

desi

gne

d to

dec

reas

e e

ner

gy

cons

umpt

ion,

con

sist

ent

with

RT

D’s

sus

tain

abi

lity

polic

y.

Fin

al E

nviro

nm

enta

l Im

pact

Sta

tem

ent a

nd

Sec

tion

4(f)

Eva

luat

ion

No

rth

Me

tro

Co

rrid

or

Janu

ary

2011

E

S-4

8

TAB

LE E

S-10

. PR

OPO

SED

MIT

IGA

TIO

N M

EASU

RES

— E

LEM

ENTS

OF

THE

PREF

ERR

ED A

LTER

NA

TIVE

Im

pac

t Im

pac

t T

ype

Mit

igat

ion

Mea

sure

s

No

ise

and

Vib

rati

on

Noi

se R

elat

ed t

o T

empo

rary

C

onst

ruct

ion

Act

iviti

es

Con

stru

ctio

n

A

pplic

able

loca

l noi

se r

egu

latio

ns w

ill b

e fo

llow

ed.

N

ight

time

cons

truc

tion

in r

esid

entia

l nei

ghbo

rhoo

ds w

ill b

e a

void

ed,

wh

en p

ossi

ble.

S

tatio

nary

co

nst

ruct

ion

equi

pm

ent

will

be

loca

ted

as fa

r as

pos

sib

le fr

om n

oise

-sen

sitiv

e s

ites.

N

oise

bar

rier

s, s

uch

as te

mpo

rary

wa

lls o

r pi

les

of e

xcav

ate

d m

ater

ial,

will

be

cons

truc

ted

bet

wee

n no

isy

activ

ities

an

d no

ise-

sens

itive

rec

eive

rs.

C

onst

ruct

ion-

rela

ted

truc

k tr

affic

alo

ng r

oad

wa

ys w

ill b

e re

-rou

ted

to c

aus

e th

e le

ast d

istu

rba

nce

to r

esid

ents

.

A

com

mun

icat

ions

pla

n fo

r co

nstr

uctio

n ac

tiviti

es w

ill b

e d

evel

ope

d.

Noi

se fr

om T

rain

Ope

ratio

ns

Ope

ratio

ns a

nd

Des

ign

RT

D w

ill w

ork

with

the

mun

icip

aliti

es to

est

abl

ish

Qu

iet Z

ones

.

16

,50

0 fe

et o

f 8-

to 1

2-fo

ot-h

igh

nois

e b

arrie

rs w

ill b

e co

nstr

ucte

d as

follo

ws:

1,

200-

foot

bar

rier

sou

th o

f 10

4th A

venu

e on

the

we

st s

ide

(12

-fee

t hig

h)

1,

300-

foot

bar

rier

nor

th o

f 10

4th A

venu

e o

n th

e ea

st s

ide

(8-f

eet h

igh)

3,

700-

foot

bar

rier

sou

th o

f Yor

k S

tree

t on

the

east

sid

e (1

2-fe

et h

igh)

3,

900-

foot

bar

rier

sou

th o

f Yor

k S

tree

t on

the

we

st s

ide

(10-

feet

hig

h)

30

0-fo

ot b

arri

er

sout

h of

136

th A

venu

e o

n th

e w

est s

ide

of Y

ork

Str

eet (

10-f

eet h

igh)

2,

400-

foot

bar

rier

nor

th o

f 13

6th A

venu

e o

n th

e ea

st s

ide

(12

-fee

t hig

h)

1,

900-

foot

bar

rier

nor

th o

f 13

6th A

venu

e o

n th

e w

est

sid

e (8

-fee

t hig

h)

1,

800-

foot

bar

rier

sou

th o

f E-4

70 o

n th

e w

est s

ide

(12-

feet

hig

h)

A

s a

resu

lt of

mor

e ad

vanc

ed

eng

inee

ring

com

plet

ed fo

llow

ing

the

DE

IS, n

oise

ana

lysi

s in

dica

ted

that

impa

cts

are

redu

ced

and

ther

efor

e n

oise

wa

ll m

itiga

tion

requ

irem

ent

s ha

ve d

ecre

ased

. S

ince

exa

ct v

ehic

le s

peci

fica

tions

an

d tr

ack

desi

gn w

ill n

ot b

e kn

ow

n u

ntil

Fin

al D

esig

n, R

TD

will

est

abl

ish

a N

ois

e M

itiga

tion

Fun

d in

the

am

ount

of $

10 m

illio

n.

Thi

s m

one

y w

ill b

e he

ld u

ntil

Fin

al D

esig

n is

com

plet

ed; t

here

afte

r, a

ne

w n

oise

ana

lysi

s w

ill b

e co

nduc

ted

to d

eter

min

e an

y ch

ang

es to

miti

gatio

n re

qui

rem

ent

s w

hich

will

su

bse

qu

ently

be

pai

d fo

r th

roug

h th

e u

se o

f the

se fu

nds

as

nece

ssar

y.

Vib

ratio

n fr

om T

empo

rary

C

onst

ruct

ion

Act

iviti

es

Con

stru

ctio

n

N

ight

time

cons

truc

tion

in r

esid

entia

l nei

ghbo

rhoo

ds w

ill b

e a

void

ed,

wh

ere

poss

ible

.

A

ltern

ativ

e co

nst

ruct

ion

met

hod

s w

ill b

e us

ed

to m

inim

ize

the

use

of im

pa

ct a

nd v

ibra

tory

equ

ipm

ent (

e.g

., pi

le d

river

s an

d co

mpa

ctor

s).

C

onst

ruct

ion-

rela

ted

truc

k tr

affic

will

be

re-r

out

ed to

roa

dw

ays

that

will

cau

se th

e le

ast d

istu

rban

ce to

res

ide

nts.

F

inal

Env

iron

men

tal I

mpa

ct S

tate

men

t an

d S

ectio

n 4(

f) E

valu

atio

n

No

rth

Me

tro

Co

rrid

or

E

S-4

9 Ja

nuar

y 20

11

TAB

LE E

S-10

. PR

OPO

SED

MIT

IGA

TIO

N M

EASU

RES

— E

LEM

ENTS

OF

THE

PREF

ERR

ED A

LTER

NA

TIVE

Im

pac

t Im

pac

t T

ype

Mit

igat

ion

Mea

sure

s

Bio

log

ical

Res

ou

rces

Loss

of V

eget

atio

n

Con

stru

ctio

n

G

radi

ng

pla

ns w

ill m

inim

ize

rem

oval

of r

ipar

ian

vege

tatio

n.

D

urin

g co

nstr

uct

ion,

veh

icle

ope

ratio

n w

ill b

e li

mite

d to

des

igna

ted

cons

tru

ctio

n ar

eas

, an

d th

e lim

its o

f the

con

stru

ctio

n

area

will

be

fen

ced

wh

ere

the

y ar

e ad

jace

nt to

sen

sitiv

e ha

bita

ts, i

nclu

din

g rip

aria

n ar

eas,

wet

land

s, a

nd

upla

nd tr

ees

an

d sh

rubs

.

S

ilt fe

ncin

g, e

rosi

on

logs

, tem

pora

ry b

erm

s, a

nd o

ther

BM

Ps

will

be

used

to

prev

ent

deg

rada

tion

of h

abi

tats

adj

ace

nt to

co

nstr

uctio

n.

T

empo

rary

dis

turb

anc

e w

ill b

e s

eede

d w

ith a

n ap

prop

riate

mix

ture

of n

ativ

e gr

asse

s a

nd f

orbs

. S

hrub

s w

ill b

e pl

ante

d w

her

e ap

prop

riat

e, s

uch

as in

will

ow

-dom

inat

ed r

ipar

ian

are

as o

r ot

her

hab

itats

that

nat

ural

ly in

clu

de s

hrub

s.

D

istu

rbed

rip

aria

n ha

bita

t w

ill b

e pl

ante

d w

ith n

ativ

e tr

ees

and

shr

ubs

an

d be

see

ded

and

re-

grad

ed a

s so

on a

s pr

actic

abl

e a

nd b

iolo

gica

lly a

ppr

opri

ate.

N

ativ

e gr

asse

s, fo

rbs,

and

shr

ubs

will

als

o be

se

ede

d in

rip

aria

n ar

eas.

M

BT

A m

itiga

tion

mea

sure

s w

ill b

e fo

llow

ed

to a

void

vio

latio

ns

from

veg

etat

ion

rem

oval

.

A

ll im

pact

ed tr

ees

in R

TD

RO

W w

ith a

dia

met

er a

t bre

ast h

eig

ht g

reat

er th

an 1

inch

will

be

repl

aced

at a

1:1

rat

io.

Loss

of P

rairi

e D

og C

olo

nies

C

onst

ruct

ion

R

TD

gui

danc

e on

pra

irie

dog

miti

gatio

n w

ill b

e im

plem

ente

d.

Thi

s m

itiga

tion

incl

udes

:

C

orrid

or p

roje

cts

will

be

des

igne

d a

nd c

ons

truc

ted

to a

void

and

min

imiz

e im

pact

s to

pra

irie

do

g co

loni

es g

reat

er th

an

2 ac

res

in a

rea

as

long

as

doin

g so

do

es n

ot in

crea

se im

pact

s to

oth

er r

esou

rces

and

is n

ot c

ost p

rohi

biti

ve.

If

a co

lon

y is

less

than

2 a

cres

, bu

t has

the

pot

entia

l to

exp

and

into

are

as t

hat a

re c

urre

ntly

inac

tive

(i.e.

, not

co

nstr

aine

d), t

he a

vaila

ble

and

acce

ssib

le h

abita

t w

ill b

e th

e de

term

inin

g fa

ctor

of s

ize

of th

e ar

ea to

be

cons

ider

ed.

R

eloc

atio

n of

pra

irie

dog

s w

ill b

e co

ordi

nat

ed w

ith C

DO

W a

nd th

e lo

cal j

uris

dict

ion,

and

con

duc

ted

in c

om

plia

nce

with

th

e C

DO

W P

erm

it to

Cap

ture

and

Rel

ocat

e P

rairi

e D

ogs.

If

a re

loca

tion

site

can

not

be

loca

ted

for

prai

rie

dog

tow

ns

grea

ter

than

2 a

cres

, the

pra

irie

dogs

will

be

capt

ured

and

do

nat

ed to

rap

tor

reha

bilit

atio

n fa

cilit

ies

or tu

rned

ove

r to

the

US

FW

S fo

r th

e B

lack

-fo

ote

d fe

rret

rei

ntro

duct

ion

pro

gra

m.

A

t no

time

will

RT

D a

utho

rize

eart

hmov

ing

act

iviti

es th

at r

esu

lt in

bur

ying

live

pra

irie

dog

s.

If ne

ede

d, h

um

ane

tech

niqu

es w

ill b

e us

ed

for

killi

ng th

e pr

airi

e d

ogs.

C

DO

T p

rairi

e d

og p

olic

y is

ver

y si

mila

r an

d w

ill b

e im

plem

ente

d on

CD

OT

RO

W.

Fin

al E

nviro

nm

enta

l Im

pact

Sta

tem

ent a

nd

Sec

tion

4(f)

Eva

luat

ion

No

rth

Me

tro

Co

rrid

or

Janu

ary

2011

E

S-5

0

TAB

LE E

S-10

. PR

OPO

SED

MIT

IGA

TIO

N M

EASU

RES

— E

LEM

ENTS

OF

THE

PREF

ERR

ED A

LTER

NA

TIVE

Im

pac

t Im

pac

t T

ype

Mit

igat

ion

Mea

sure

s

Mig

rato

ry B

ird

Tre

aty

Act

(M

BT

A)

Con

stru

ctio

n

In

com

plia

nce

with

the

MB

TA

, con

stru

ctio

n a

ctiv

ities

in g

rass

lan

d, w

etla

nd,

stre

am, a

nd w

ood

lan

d ha

bita

ts, a

nd th

ose

that

occ

ur o

n b

ridg

es th

at w

ill o

ther

wis

e re

sult

in th

e ta

ke o

f mig

rato

ry b

irds,

egg

s, y

oun

g, a

nd/o

r ac

tive

nes

ts w

ill b

e av

oide

d.

T

he p

rovi

sion

s of

MB

TA

are

app

licab

le y

ear

-rou

nd;

mos

t mig

rato

ry b

ird

nest

ing

activ

ity in

eas

tern

Col

ora

do o

ccur

s du

ring

the

per

iod

of 1

Apr

il to

31

Aug

ust.

How

eve

r, s

ome

mig

rato

ry b

irds

are

kno

wn

to n

est

out

side

of t

he

prim

ary

nest

ing

seas

on.

Rap

tors

can

be

exp

ecte

d to

nes

t in

woo

dla

nd fr

om 1

Feb

ruar

y th

rou

gh 1

5 Ju

ly.

A

qua

lifie

d bi

olo

gist

will

con

duct

sur

veys

dur

ing

the

nes

ting

seas

on

prio

r to

con

stru

ctio

n to

det

erm

ine

the

pres

enc

e or

ab

senc

e of

nes

ting

mig

rato

ry b

irds.

T

hese

sur

veys

will

incl

ude

CD

OT

str

uctu

res.

W

here

pos

sibl

e, n

estin

g m

ay

be

prev

ent

ed u

ntil

cons

truc

tion

is c

ompl

ete.

T

he r

esul

ts o

f fie

ld s

urve

ys fo

r n

estin

g b

irds,

alo

ng w

ith in

form

atio

n re

gard

ing

th

e qu

alif

icat

ions

of t

he b

iolo

gis

t(s)

per

form

ing

the

surv

eys

, will

be

mai

ntai

ned

on

file

for

pote

ntia

l rev

iew

by

the

US

FW

S,

until

suc

h tim

e as

con

stru

ctio

n o

n th

e pr

opo

sed

pro

ject

has

bee

n co

mpl

ete

d.

A

qua

lifie

d bi

olo

gist

will

con

duct

rap

tor

nest

ing

surv

eys

dur

ing

an a

ppr

opr

iate

sea

son

(ge

ner

ally

1 M

ay

thro

ugh

1 Ju

ne)

to

det

erm

ine

the

pres

enc

e of

act

ive

rapt

or n

ests

. If

an a

ctiv

e ne

st is

loca

ted,

sea

son

buff

ers

will

be

esta

blis

hed

and

coor

din

ate

d w

ith C

DO

W to

pre

vent

dis

turb

ance

of n

estin

g bi

rds

dur

ing

cons

truc

tion.

T

he U

SF

WS

Col

orad

o F

ield

Offi

ce w

ill b

e co

ntac

ted

imm

edi

atel

y fo

r fu

rthe

r gu

idan

ce if

a f

ield

sur

vey

iden

tifie

s th

e ex

iste

nce

of o

ne

or m

ore

activ

e bi

rd n

ests

that

can

not b

e a

void

ed b

y th

e p

lann

ed c

onst

ruct

ion

activ

ities

. A

dher

enc

e to

th

ese

guid

elin

es

will

he

lp a

void

the

unne

cess

ary

take

of

mig

rato

ry b

irds

an

d th

e po

ssib

le n

eed

for

law

enf

orce

me

nt

actio

n.

T

he C

DO

T I-

270

brid

ge o

ver

the

O'B

rian

Ca

nal w

ill b

e su

rve

yed

for

swa

llow

s pr

ior

to c

onst

ruct

ion.

If

cons

truc

tion

is to

oc

cur

duri

ng th

e ne

stin

g se

ason

for

swal

low

s be

twee

n 1

Apr

il a

nd 3

1 A

ugus

t, al

l nes

ts w

ill b

e re

mov

ed p

rior

to 1

Apr

il an

d th

en

ever

y 3

days

unt

il co

nstr

uctio

n b

egin

s.

(Bird

s th

at b

uild

nes

ts d

urin

g co

nstr

uctio

n d

o so

of t

heir

ow

n ac

cord

an

d th

ose

nest

s w

ill n

ot n

eed

to b

e kn

ocke

d do

wn.

) If

con

stru

ctio

n b

egin

s ou

tsid

e of

the

nest

ing

seas

on, n

ests

will

not

be

kno

cked

do

wn.

F

inal

Env

iron

men

tal I

mpa

ct S

tate

men

t an

d S

ectio

n 4(

f) E

valu

atio

n

No

rth

Me

tro

Co

rrid

or

E

S-5

1 Ja

nuar

y 20

11

TAB

LE E

S-10

. PR

OPO

SED

MIT

IGA

TIO

N M

EASU

RES

— E

LEM

ENTS

OF

THE

PREF

ERR

ED A

LTER

NA

TIVE

Im

pac

t Im

pac

t T

ype

Mit

igat

ion

Mea

sure

s

Spr

ead

of N

oxi

ous

Wee

ds

Con

stru

ctio

n

An

inte

grat

ed N

oxi

ous

Wee

d M

ana

gem

ent

Pla

n w

ill b

e de

velo

ped.

T

his

plan

will

be

impl

emen

ted

duri

ng

cons

truc

tion

and

will

incl

ude

ide

ntifi

catio

n of

no

xiou

s w

eed

s in

the

area

, w

ee

d m

ana

gem

ent

goal

s a

nd o

bje

ctiv

es, a

nd p

reve

ntiv

e a

nd c

ont

rol

met

hods

. P

reve

ntiv

e m

eas

ures

incl

ude

the

follo

win

g:

C

ontr

acto

rs’ v

ehi

cles

will

be

insp

ecte

d b

efor

e th

ey

are

use

d fo

r co

nstr

uctio

n to

ens

ure

the

y ar

e fr

ee

of s

oil a

nd

debr

is

capa

ble

of tr

ansp

ortin

g no

xiou

s w

eed

se

eds

or r

oots

.

N

oxi

ous

we

eds

obse

rve

d in

and

ne

ar th

e co

nstr

uctio

n ar

ea a

t the

sta

rt o

f con

stru

ctio

n w

ill b

e tr

eate

d w

ith h

erb

icid

es o

r ph

ysic

ally

rem

oved

to p

reve

nt s

eeds

blo

win

g in

to d

istu

rbe

d ar

eas

dur

ing

cons

truc

tion.

N

oxi

ous

we

eds

iden

tifie

d d

urin

g co

nstr

uctio

n w

ill b

e id

entif

ied

and

trea

ted.

P

oten

tial a

reas

of t

opso

il sa

lvag

e w

ill b

e as

sess

ed fo

r pr

esen

ce a

nd a

bun

danc

e of

no

xio

us w

ee

ds p

rior

to s

alva

ge.

T

opso

il fr

om h

eavi

ly in

fest

ed a

reas

will

be

trea

ted

by

spra

ying

, tak

ing

the

tops

oil

off-

site

, or

by

bury

ing

the

tops

oil

dur

ing

cons

truc

tion.

A

reas

of t

empo

rary

dis

turb

ance

will

be

recl

aim

ed in

pha

ses

thro

ugho

ut th

e pr

ojec

t con

stru

ctio

n an

d se

ed

ed u

sing

a

perm

ane

nt n

ativ

e se

ed m

ixtu

re.

If ar

eas

are

com

plet

e an

d pe

rma

nent

se

edi

ng

can

not o

ccur

due

to th

e tim

e of

yea

r,

mul

ch a

nd m

ulch

tack

ifier

will

be

use

d fo

r te

mpo

rary

ero

sio

n co

ntro

l unt

il se

edin

g ca

n oc

cur.

O

nly

cert

ified

we

ed-

free

mul

ch a

nd b

ale

s w

ill b

e us

ed in

the

proj

ect s

tud

y ar

ea.

W

eed

cont

rol w

ill u

se th

e pr

inci

ples

of i

nte

gra

ted

pest

ma

nag

emen

t to

trea

t tar

get

we

ed

spec

ies

effic

ient

ly a

nd

effe

ctiv

ely

by

usi

ng a

com

bin

atio

n of

tw

o or

mor

e m

anag

em

ent t

echn

iqu

es (

bio

log

ical

, ch

emic

al, m

echa

nic

al, a

nd/o

r cu

ltura

l).

Wee

d-co

ntro

l met

hod

s w

ill b

e se

lect

ed b

ase

d on

the

man

age

me

nt g

oal f

or th

e sp

ecie

s, th

e na

ture

of t

he

exis

ting

envi

ronm

ent,

and

me

thod

s re

com

men

ded

by

Col

orad

o w

ee

d e

xpe

rts.

The

pre

senc

e of

impo

rta

nt w

ildlif

e ha

bita

t or

T&

E s

peci

es w

ill b

e co

nsid

ere

d w

hen

ch

oosi

ng c

ont

rol m

eth

ods.

Impa

cts

to A

quat

ic H

abita

ts

Con

stru

ctio

n

B

MP

s w

ill b

e u

sed

to c

ontr

ol e

rosi

on a

nd

sedi

me

ntat

ion

durin

g co

nstr

uctio

n an

d to

pro

tect

wat

er q

ualit

y in

str

eam

s.

BM

Ps

ma

y in

clud

e b

erm

s, b

rush

bar

rier

s, c

heck

dam

s, e

rosi

on c

ontr

ol b

lan

kets

, filt

er s

trip

s, s

andb

ag

barr

iers

, sed

imen

t ba

sins

, she

et m

ulch

ing,

silt

fenc

es, s

tra

w-b

ale

bar

riers

, su

rfac

e ro

ughe

ning

, and

/or

dive

rsio

n ch

ann

els.

A

spi

ll pr

eve

ntio

n an

d e

mer

genc

y re

spon

se p

lan

will

be

prep

ared

and

use

d d

urin

g co

nstr

uctio

n, fo

r st

orag

e a

nd th

e ha

ndl

ing

and

use

of c

hem

ical

s, fu

els,

and

sim

ilar

pro

duc

ts.

S

ee S

ectio

n 3.

10.2

, Wat

er R

eso

urce

s a

nd W

ater

Qua

lity.

Impa

cts

to S

peci

al S

tatu

s S

peci

es –

Bur

row

ing

Ow

ls

Con

stru

ctio

n

CD

OW

rec

omm

end

atio

ns fo

r su

rve

ys a

nd p

rote

ctio

n of

ne

stin

g bu

rro

win

g o

wls

(st

ate-

liste

d th

reat

ene

d) w

ill b

e fo

llow

ed

:

S

urve

ys w

ill b

e c

ondu

cte

d pr

ior

to c

onst

ruct

ion

to d

eter

min

e pr

ese

nce

of b

urro

win

g o

wls

in p

rairi

e do

g to

wns

and

the

loca

tions

of o

ccup

ied

nes

ts.

Sur

veys

will

be

con

duct

ed

for

any

cons

truc

tion

activ

ities

in s

uita

ble

hab

itat f

rom

15

Mar

ch

to 3

1 O

ctob

er.

C

onst

ruct

ion

will

be

avoi

ded

with

in 1

50 fe

et o

f bur

row

s us

ed

by

burr

ow

ing

ow

ls fr

om 1

5 M

arch

to 3

1 O

ctob

er.

Dep

letio

n of

the

Pla

tte R

iver

S

yste

m

Con

stru

ctio

n an

d O

pera

tion

s C

ontin

ued

coor

dina

tion

with

US

FW

S o

n S

ectio

n 7

ES

A c

onsu

ltatio

n an

d th

e re

quire

men

ts fo

r th

e P

latte

Riv

er R

ecov

ery

Impl

emen

tatio

n P

lan.

Fin

al E

nviro

nm

enta

l Im

pact

Sta

tem

ent a

nd

Sec

tion

4(f)

Eva

luat

ion

No

rth

Me

tro

Co

rrid

or

Janu

ary

2011

E

S-5

2

TAB

LE E

S-10

. PR

OPO

SED

MIT

IGA

TIO

N M

EASU

RES

— E

LEM

ENTS

OF

THE

PREF

ERR

ED A

LTER

NA

TIVE

Im

pac

t Im

pac

t T

ype

Mit

igat

ion

Mea

sure

s

Min

eral

Res

ou

rces

, Geo

log

y, a

nd

So

ils

Ero

sio

n an

d/or

Agg

rada

tion

C

onst

ruct

ion;

A

lso

Ope

ratio

ns

If N

ot P

rope

rly

Miti

gate

d D

urin

g C

onst

ruct

ion

T

he fo

llow

ing

mea

sure

s w

ill b

e im

ple

me

nte

d to

miti

gate

for

pote

ntia

l ero

sion

and

/or

agg

rada

tion

wh

ere

app

lica

ble

and

prac

ticab

le: d

rain

age

syst

ems

to d

irect

sur

face

wat

er a

nd r

unof

f, sl

ope

desi

gn, c

over

ed s

lope

s du

ring

cons

truc

tion,

en

gin

eer

ed

fill,

and

prom

pt a

nd

appr

opri

ate

reve

get

atio

n.

Loss

of O

ppor

tuni

ty to

Ext

ract

M

iner

al R

esou

rces

C

onst

ruct

ion

and

Ope

ratio

ns

Le

gal

ana

lysi

s w

ill b

e co

ndu

cted

of t

he p

roje

ct’s

impa

cts

on m

iner

al r

ight

s an

d e

xist

ing

ext

ract

ive

activ

ity fo

r sa

nd/g

rave

l an

d o

il/g

as.

P

roje

ct c

omp

one

nts

will

be

site

d w

ithin

the

railr

oad

RO

W o

r w

her

e qu

arry

ing

has

been

co

mpl

ete

d to

the

exte

nt

prac

tica

ble.

Inte

rfer

ence

with

Ope

ratio

n of

E

xist

ing

Min

eral

Ext

ract

ion

Ope

ratio

ns

Con

stru

ctio

n an

d O

pera

tion

s

RT

D w

ill c

oor

dina

te w

ith o

wn

ers

to m

inim

ize

proj

ect i

mpa

cts

on e

xist

ing

ext

ract

ion

ope

ratio

ns (

i.e.,

sand

/gra

vel a

nd

oil/g

as).

A

cur

b cu

t off

the

imp

acte

d ac

cess

roa

d of

a p

rod

ucin

g w

ell

at th

e S

H 7

/16

2nd A

venu

e S

tatio

n to

the

bus

loop

of t

he

stat

ion

are

a w

ill b

e pr

ovid

ed

to a

llow

con

tinu

ed a

cces

s to

the

we

ll.

Wat

er R

eso

urc

es a

nd

Wat

er Q

ual

ity

Gro

und

wa

ter

De

wat

erin

g

Con

stru

ctio

n

D

isch

arge

will

be

into

nea

rby

stor

m s

ew

er

in a

ccor

dan

ce w

ith th

e di

sch

arg

e pe

rmit.

C

onta

min

ate

d de

wat

erin

g w

ater

will

be

trea

ted

and

dis

char

ged

in a

ccor

dan

ce w

ith d

isch

arge

per

mit

obta

ined

thro

ugh

CD

PH

E a

nd C

DN

R.

W

ater

sup

ply

redu

ced

from

the

pum

pin

g of

de

wat

erin

g w

ells

will

be

augm

ente

d u

nder

Col

orad

o la

w.

Gro

und

wa

ter

Qua

lity

Con

stru

ctio

n an

d O

pera

tion

s

All

port

ions

of t

he P

refe

rre

d A

ltern

ativ

e, in

clu

din

g th

e co

nstr

uctio

n p

hase

, will

incl

ude

BM

Ps

that

will

act

to im

prov

e w

ater

qu

alit

y fr

om c

urr

ent c

ond

ition

s. T

hese

BM

Ps

are

requ

ired

by

RT

D, t

he lo

cal j

uris

dict

ion,

and

the

Sta

te o

f Col

orad

o.

Pos

sibl

e R

emo

val o

f Wat

er

Sup

ply

or

Mon

itorin

g In

fras

truc

ture

in th

e P

roje

ct

Foo

tprin

t

Con

stru

ctio

n

A

ctiv

e w

ells

that

are

rem

ove

d fo

r th

e P

refe

rred

Alte

rnat

ive

will

be

rep

lace

d as

par

t of t

he P

refe

rred

Alte

rnat

ive.

O

pera

tiona

l mon

itori

ng a

nd s

upp

ly w

ells

tha

t ar

e in

dire

ctly

impa

cted

will

eith

er b

e re

pla

ced

in th

e sa

me

or s

imila

r lo

catio

ns, d

epe

ndin

g o

n th

e si

te c

ond

itio

ns, o

r w

ill b

e m

onito

red

for

chan

ges

to w

ater

qua

lity

and

sup

ply

dur

ing

cons

truc

tion

and

oper

atio

n.

N

on-o

pera

tion

al m

onito

ring

and

sup

ply

we

lls w

ill b

e ab

and

one

d in

acc

orda

nce

with

sta

te r

equ

irem

ent

s.

T

he w

ater

sup

ply

rese

rvoi

r im

pact

is a

red

uctio

n of

5.6

acr

e-fe

et in

sto

rag

e ca

paci

ty fo

r th

e M

iller

res

ervo

ir.

Thi

s im

pact

is

less

than

0.2

7% o

f the

20

80 a

cre-

feet

of

stor

age

in M

iller

res

ervo

ir, a

nd 0

.000

8% o

f the

nea

rly

700

,00

0 ac

re fe

et o

f to

tal s

tora

ge fo

r D

enve

r W

ater

. T

his

loss

of s

tora

ge is

exp

ecte

d to

be

miti

gat

ed th

rou

gh p

aym

ent t

o D

enve

r W

ater

at a

ne

got

iate

d pr

ice

per

acre

-fo

ot a

nd/o

r fin

al e

ngi

nee

ring

to p

ote

ntia

lly r

educ

e th

e lo

ss o

f sto

rage

.

F

inal

Env

iron

men

tal I

mpa

ct S

tate

men

t an

d S

ectio

n 4(

f) E

valu

atio

n

No

rth

Me

tro

Co

rrid

or

E

S-5

3 Ja

nuar

y 20

11

TAB

LE E

S-10

. PR

OPO

SED

MIT

IGA

TIO

N M

EASU

RES

— E

LEM

ENTS

OF

THE

PREF

ERR

ED A

LTER

NA

TIVE

Im

pac

t Im

pac

t T

ype

Mit

igat

ion

Mea

sure

s

Sur

face

Wat

er Q

ualit

y of

S

trea

ms

and

Lak

es, a

nd P

ublic

W

ater

Sup

ply

Fac

ilitie

s

Con

stru

ctio

n an

d O

pera

tion

s

Whe

re d

irec

t im

pact

s w

ill o

ccur

with

in th

e no

rmal

hig

h w

ate

r m

ark

of a

wat

erbo

dy,

cof

fer

pilin

gs o

r ot

her

sep

arat

ion

tech

niqu

es w

ill b

e co

nstr

ucte

d a

nd m

aint

aine

d to

isol

ate

the

exca

vatio

n fr

om

the

rest

of t

he w

ate

rbod

y.

W

ater

qua

lity

mon

itori

ng b

efor

e, d

urin

g, a

nd

afte

r co

nstr

uct

ion

is r

ecom

men

ded

for

pere

nnia

l wat

erb

odi

es th

at a

re

dire

ctly

imp

acte

d.

T

he s

torm

wat

er

miti

gatio

n re

qui

red

will

be

suffi

cien

t to

miti

gat

e su

rfac

e w

ater

bodi

es in

the

indi

rect

impa

ct a

rea,

and

for

dire

ct im

pact

s to

inte

rmitt

ent

or s

ome

eph

emer

al w

ater

bodi

es.

A

ll of

the

mea

sure

s lis

ted

for

Sto

rmw

ater

Qu

ality

an

d S

pills

will

be

follo

we

d.

T

he te

mpo

rary

loss

of s

tora

ge in

Mill

er R

eser

voir

duri

ng c

on

stru

ctio

n ca

n b

e m

itiga

ted

thro

ugh

the

use

of

coffe

r da

ms

or

by

dra

win

g d

ow

n th

e re

serv

oir

and

cons

truc

ting

wh

en th

ere

is lo

w d

eman

d fo

r th

e st

orag

e (

i.e.

win

ter)

. T

he p

ote

ntia

l im

pact

s to

the

qua

lity

of th

e w

ater

dur

ing

con

stru

ctio

n w

ill b

e m

itiga

ted

thro

ugh

the

use

of

coffe

r da

ms

to p

rote

ct th

e w

ater

sup

ply

and

/or

thro

ugh

use

of s

peci

al e

quip

men

t and

pro

cedu

res

for

wo

rkin

g in

wat

er.

Pot

entia

l im

pact

s to

wat

er

qua

lity

duri

ng o

pera

tion

in M

iller

Res

ervo

ir ar

e e

xpec

ted

to m

itiga

ted

thro

ugh

ret

entio

n p

ond

inst

alla

tion

and

rout

ing

of

stor

mw

ater

to th

em to

con

tain

sto

rm fl

ow

s fr

om

the

trac

k ar

ea.

D

urin

g pr

oje

ct c

onst

ruct

ion

in C

DO

T R

OW

are

as, c

ompl

y w

ith th

e C

DO

T W

ater

Qua

lity

Con

sent

Dec

ree,

wh

ich

wa

s is

sue

d to

CD

OT

by

CD

PH

E (

effe

ctiv

e Ja

nua

ry 2

009

).

Sto

rmw

ater

Qu

ality

C

onst

ruct

ion

and

Ope

ratio

ns

T

empo

rary

co

nst

ruct

ion

BM

Ps,

suc

h as

see

d, m

ulch

, em

ban

kmen

t pro

tect

ors

, gra

de te

chn

iqu

es, i

nlet

pro

tect

ion,

silt

fe

nces

, an

d ve

hicl

e tr

acki

ng p

reve

ntio

n w

ill b

e us

ed a

nd m

ain

tain

ed fo

r co

nstr

uctio

n ac

tiviti

es a

s re

qui

red

by

the

law

s an

d re

gula

tion

s fo

r th

e lo

catio

n.

P

erm

anen

t BM

Ps,

suc

h as

ext

end

ed d

eten

tion

basi

ns, g

rass

buf

fers

, and

gra

ss s

wa

les

for

the

stat

ions

, pa

rtic

ular

ly

104th

Ave

nue

Sta

tion,

will

be

cons

truc

ted

an

d m

aint

ain

ed

as

requ

ired

by

the

law

s an

d re

gula

tions

for

the

loca

tion.

S

torm

wat

er r

uno

ff is

hig

hly

re

gula

ted

dur

ing

cons

truc

tion

and

oper

atio

n.

By

des

igni

ng

the

BM

P a

ccor

din

g to

RT

D a

nd

loca

l crit

eria

, and

with

the

acq

uisi

tion

of a

ppr

opri

ate

perm

its fr

om th

e lo

cal j

uris

dict

ions

, no

add

ition

al m

itiga

tion

is

requ

ired.

P

roje

ct-s

pec

ific

wat

er q

ualit

y p

lans

will

be

deve

lope

d.

P

roje

ct-s

pec

ific

stor

mw

ater

man

age

me

nt p

lans

will

be

deve

lope

d.

Spi

lls

Con

stru

ctio

n an

d O

pera

tion

s

Spi

ll P

reve

ntio

n, C

ontr

ol, a

nd

Cou

nter

mea

sure

Pla

n w

ill b

e fo

llow

ed.

S

pill

cont

rols

will

be

impl

emen

ted.

Fin

al E

nviro

nm

enta

l Im

pact

Sta

tem

ent a

nd

Sec

tion

4(f)

Eva

luat

ion

No

rth

Me

tro

Co

rrid

or

Janu

ary

2011

E

S-5

4

TAB

LE E

S-10

. PR

OPO

SED

MIT

IGA

TIO

N M

EASU

RES

— E

LEM

ENTS

OF

THE

PREF

ERR

ED A

LTER

NA

TIVE

Im

pac

t Im

pac

t T

ype

Mit

igat

ion

Mea

sure

s

Wet

lan

ds

and

Oth

er W

ater

s

Loss

of W

etla

nds

Due

to th

e P

lace

men

t of D

red

ged

or F

ill

Mat

eria

l

Con

stru

ctio

n

A

dher

e to

the

miti

gatio

n re

qui

rem

ents

as

spec

ifie

d in

the

404

CW

A p

erm

it, (

likel

y to

be

an

ind

ivid

ual p

erm

it).

M

itiga

tion

for

wet

lan

d im

pact

s w

ill in

itia

lly b

e so

ught

on-

site

. In

the

even

t tha

t sui

tab

le o

n-si

te m

itiga

tion

is in

feas

ible

, cr

edits

will

be

purc

has

ed fr

om

a w

etla

nd

bank

.

F

or a

ny

we

tlan

ds o

n C

DO

T R

OW

, w

het

her

juris

dict

ion

al o

r no

n-ju

risdi

ctio

nal

, a W

etla

nd F

indi

ng R

epor

t sha

ll be

pr

epar

ed fo

r C

DO

T r

evie

w a

nd

appr

oval

. A

ll im

pact

ed w

etla

nds

on

CD

OT

RO

W s

hall

be m

itiga

ted.

W

etla

nd a

reas

des

igna

ted

as a

reas

of t

emp

ora

ry d

istu

rban

ce t

o be

use

d fo

r co

nstr

uctio

n ac

cess

will

be

cove

red

with

ge

ote

xtile

, str

aw,

and

soi

l, or

con

stru

ctio

n m

attin

g pr

ior

to u

se.

T

he lo

catio

n a

nd d

esig

n of

an

y te

mpo

rary

cro

ssin

g of

an

y w

ater

feat

ures

will

be

appr

ove

d b

y th

e U

SA

CE

.

Unn

eces

sary

and

Un

pla

nned

W

etla

nd Im

pact

s C

onst

ruct

ion

Prio

r to

con

stru

ctio

n, o

ran

ge t

empo

rary

fenc

e an

d se

dim

ent-

cont

rol m

easu

res

will

be

pla

ced

to p

rote

ct e

xist

ing

wet

lan

ds

that

are

out

sid

e th

e pl

ann

ed a

rea

of d

istu

rban

ce.

T

he lo

catio

n a

nd d

esig

n of

sto

rmw

ater

pon

ds

will

be

coor

din

ated

with

the

US

AC

E.

Sed

imen

tatio

n an

d E

rosi

on

of

Wet

land

s a

nd O

ther

Wat

er

Fea

ture

s

Con

stru

ctio

n

B

MP

s w

ill b

e im

plem

ent

ed d

urin

g al

l pha

ses

of c

onst

ruct

ion

to r

educ

e im

pact

s fr

om s

edim

enta

tion

and

eros

ion,

in

clu

ding

the

use

of b

erm

s, b

rush

bar

rier

s, c

heck

dam

s, e

rosi

on

cont

rol b

lank

ets,

filte

r st

rips,

san

dba

g b

arrie

rs, s

edim

ent

ba

sins

, si

lt fe

nces

, st

raw

-bal

e b

arrie

rs,

surf

ace

rou

ghe

nin

g, a

nd/o

r di

vers

ion

cha

nnel

s.

W

hen

prac

tica

ble,

con

stru

ctio

n in

wat

erw

ays

will

occ

ur d

urin

g lo

w-f

low

or

dry

per

iods

.

F

low

ing

wat

er w

ill b

e di

vert

ed a

roun

d ac

tive

cons

truc

tion

area

s.

N

o fil

l mat

eria

l will

be

stor

ed in

we

tland

s or

oth

er w

ate

r fe

atur

es.

N

o un

perm

itte

d di

sch

arge

s w

ill b

e al

low

ed.

Con

tam

inat

ion

of W

etla

nds

an

d O

ther

Wat

er F

eatu

res

C

onst

ruct

ion

and

Ope

ratio

ns

T

here

will

be

no

equ

ipm

ent

sta

ging

, mat

eria

ls s

tora

ge, c

hem

ical

use

(e.

g., s

oil s

tabi

lizer

s, d

ust i

nhib

itors

, an

d fe

rtili

zers

),

or e

quip

me

nt r

efue

ling

with

in 5

0 fe

et o

f w

etla

nds

or o

ther

wat

er fe

atur

es.

A

ny

new

or

mo

difie

d br

idge

s w

ill b

e de

sign

ed

to m

inim

ize

dire

ct d

isch

arge

of s

torm

wat

er r

unof

f int

o w

etla

nds.

Flo

od

pla

ins,

Dra

inag

e, a

nd

Hyd

rolo

gy

Flo

odpl

ain

Imp

acts

D

esig

n

F

lood

pla

in m

ana

gem

ent

will

be

coor

din

ated

with

loca

l jur

isdi

ctio

ns a

nd

the

UD

FC

D.

Con

stru

ctio

n A

ctiv

ities

with

in

Flo

odpl

ain

C

onst

ruct

ion

Con

stru

ctio

n a

ctiv

ities

will

ad

here

to lo

cal j

uris

dict

ion

and

UD

FC

D r

equi

rem

ents

.

Haz

ard

ou

s M

ater

ials

Pot

entia

l Im

pact

to R

emed

iatio

n S

yste

m a

t Sun

cor

Ene

rgy

(U.S

.A.)

Inc

.

Con

stru

ctio

n (T

empo

rary

)

Impa

cts

to th

e sl

urry

wa

ll an

d gr

ound

wat

er b

arrie

r sy

stem

at

Sun

cor

Ene

rgy

(U.S

.A.)

Inc

. will

be

avo

ide

d.

F

inal

Env

iron

men

tal I

mpa

ct S

tate

men

t an

d S

ectio

n 4(

f) E

valu

atio

n

No

rth

Me

tro

Co

rrid

or

E

S-5

5 Ja

nuar

y 20

11

TAB

LE E

S-10

. PR

OPO

SED

MIT

IGA

TIO

N M

EASU

RES

— E

LEM

ENTS

OF

THE

PREF

ERR

ED A

LTER

NA

TIVE

Im

pac

t Im

pac

t T

ype

Mit

igat

ion

Mea

sure

s

Con

tam

inat

ed

Soi

l and

/or

Gro

und

wa

ter

at

Haz

ardo

us

Mat

eria

l Site

s w

ithin

or

Adj

acen

t to

Are

as fo

r A

cqui

sitio

n or

E

xcav

atio

n

Con

stru

ctio

n (T

empo

rary

)

A

Pha

se I

ES

A fo

r si

tes

acqu

ired

, and

a P

hase

II E

SA

for

site

s th

at m

ay

ha

ve c

onta

min

atio

n or

are

impa

cted

(as

do

cum

ente

d in

the

Pha

se I

ES

A)

will

be

com

plet

ed.

A

site

inve

stig

atio

n pl

an fo

r sa

mpl

ing

and

anal

ysis

will

be

dev

elop

ed

wh

ere

exc

avat

ion

or p

rope

rty

acq

uisi

tion

occu

rs.

A

mat

eria

ls h

and

ling

pla

n w

ill b

e de

velo

ped

to a

ddre

ss c

onta

min

ated

soi

l and

gro

und

wat

er.

E

ngin

eeri

ng

cont

rols

will

be

det

erm

ined

to m

inim

ize

quan

tity

of c

onta

min

ated

mat

eria

ls.

R

esp

onsi

ble

par

ties

will

be

det

erm

ined

for

the

desi

gn,

bui

ldin

g, a

nd o

pera

tion

of r

eme

diat

ion

syst

ems.

C

ost r

ecov

ery

of h

azar

dou

s m

ater

ial s

ites

wh

ere

rem

ova

l act

ions

an

d lo

ng-t

erm

mai

nte

nanc

e is

req

uire

d w

ill b

e de

term

ined

.

A

hea

vy-m

eta

l-ba

sed

pain

t su

rve

y w

ill b

e pr

epa

red

for

brid

ges

and

bui

ldin

gs

in th

e pr

ojec

t im

pact

are

a.

A

n as

best

os s

urve

y w

ill b

e pr

epar

ed in

the

eve

nt o

f bui

ldin

g a

nd s

truc

ture

acq

uis

itio

n or

dem

oliti

on, o

r if

asbe

stos

is

kno

wn

to b

e pr

esen

t.

S

oil c

har

acte

rizat

ion

and

ma

nag

emen

t pla

ns

will

be

prep

ared

acc

ordi

ng

to N

atio

nal F

ire A

cade

my

and

HM

WM

D if

co

nstr

uctio

n de

bris

is e

ncou

nter

ed d

urin

g ac

tiviti

es a

nd is

su

spec

ted

to c

ont

ain

asbe

stos

.

Wat

er Q

ualit

y P

rote

ctio

n

Con

stru

ctio

n (T

empo

rary

)

Con

stru

ctio

n B

MP

s w

ill b

e im

plem

ente

d in

acc

orda

nce

with

a S

torm

wat

er P

ollu

tion

Pre

vent

ion

Pla

n.

BM

Ps

ma

y in

clu

de

seco

ndar

y co

ntai

nmen

t are

as fo

r re

fuel

ing

cons

truc

tion

equi

pmen

t, be

rms

or p

onds

to c

ontr

ol r

unof

f, an

d a

mon

itori

ng

prog

ram

to te

st s

torm

wat

er fo

r co

ntam

inan

ts p

rior

to d

isch

arge

from

the

cons

truc

tion

site

.

Pro

tect

ion

of C

onst

ruct

ion

Wor

kers

C

onst

ruct

ion

(Tem

pora

ry)

C

onst

ruct

ion

prac

tices

in c

ompl

ianc

e w

ith O

SH

A r

equi

rem

ents

will

be

used

for

cons

truc

tion

wor

kers

who

ma

y be

ex

pose

d to

haz

ardo

us m

ater

ials

. H

ealth

an

d sa

fety

, em

erge

ncy

resp

ons

e, a

nd a

ir m

onito

ring

(if

nece

ssar

y) p

lans

will

be

pr

epar

ed, a

nd p

rovi

sion

s fo

r p

erso

nal

pro

tect

ive

equi

pmen

t w

ill b

e pr

ovid

ed.

Saf

ety

and

Sec

uri

ty

Pot

entia

l Im

pact

to E

mer

genc

y R

esp

onse

Tim

es D

urin

g C

onst

ruct

ion

Con

stru

ctio

n

T

raffi

c co

ntro

l pla

ns fo

r co

nstr

uctio

n w

ill b

e de

velo

ped

by

the

cont

ract

or.

Sec

urity

Haz

ards

at

Con

stru

ctio

n S

ite

Con

stru

ctio

n

C

onst

ruct

ion

area

s w

ill b

e se

cure

d.

Saf

ety

and

Sec

urity

of P

atro

ns

Ope

ratio

ns

T

he R

TD

des

ign

guid

elin

es a

nd

Saf

ety

and

Sec

urity

Man

ual w

ill b

e ad

here

d to

.

C

oord

inat

ion

with

the

Fire

an

d L

ife S

afet

y C

om

mitt

ee to

pre

pare

em

erge

ncy

plan

s w

ill c

on

tinue

.

F

enci

ng

or b

arri

ers

alon

g th

e al

ignm

ent

and

sta

tion

are

as w

ill b

e in

stal

led

to h

elp

prev

ent t

resp

assi

ng o

n th

e tr

ackw

ay.

Uti

litie

s

Adj

ustm

ent

or

Rel

ocat

ion

of

Irrig

atio

n D

itch

es

Con

stru

ctio

n

C

onst

ruct

ion

will

be

sche

dul

ed

duri

ng p

erio

ds

of n

on-u

se o

r lo

w-u

se (

Nov

em

ber

to M

arch

).

D

esig

n w

ill b

e m

odifi

ed to

avo

id/m

inim

ize

conf

lict.

Fin

al E

nviro

nm

enta

l Im

pact

Sta

tem

ent a

nd

Sec

tion

4(f)

Eva

luat

ion

No

rth

Me

tro

Co

rrid

or

Janu

ary

2011

E

S-5

6

TAB

LE E

S-10

. PR

OPO

SED

MIT

IGA

TIO

N M

EASU

RES

— E

LEM

ENTS

OF

THE

PREF

ERR

ED A

LTER

NA

TIVE

Im

pac

t Im

pac

t T

ype

Mit

igat

ion

Mea

sure

s

Rel

ocat

ion

of E

lect

ric

Tra

nsm

issi

on T

ow

ers

Con

stru

ctio

n

C

onst

ruct

ion

will

be

sche

dul

ed

durin

g p

erio

ds

of lo

w u

se (

Oct

ober

to A

pril)

.

D

esig

n w

ill b

e m

odifi

ed to

avo

id/m

inim

ize

conf

lict.

P

rote

ct in

pla

ce.

Adj

ustm

ent

or

Rel

ocat

ion

of

Hig

h-P

ress

ure

Gas

Lin

e(s)

C

onst

ruct

ion

Con

stru

ctio

n w

ill b

e sc

hed

ule

d du

ring

per

iod

s of

low

use

(M

ay

to S

ept

emb

er).

D

esig

n w

ill b

e m

odifi

ed to

avo

id/m

inim

ize

conf

lict.

Adj

ustm

ent

or

Rel

ocat

ion

of

Bur

ied

Fib

er O

ptic

C

onst

ruct

ion

Ear

ly c

oord

inat

ion

with

util

ity o

wn

ers

will

be

com

plet

ed.

D

esig

n w

ill b

e m

odifi

ed to

avo

id/m

inim

ize

conf

lict.

P

rote

ct in

pla

ce.

V

aria

nce

to m

inim

um d

epth

req

uire

me

nt w

ill b

e ob

tain

ed.

Adj

ustm

ent

or

Rel

ocat

ion

of

Wat

er L

ines

, San

itary

Se

we

rs

Con

stru

ctio

n

D

esig

n w

ill b

e m

odifi

ed to

avo

id c

onfli

ct.

D

isru

ptio

n of

ser

vice

for

low

-use

per

iod

(Oct

ober

to A

pril)

will

be

sche

dul

ed.

D

isru

ptio

n of

ser

vice

with

wet

tie-

in w

ill b

e m

inim

ized

.

Rel

ocat

ion

of S

torm

Se

we

rs

Con

stru

ctio

n

D

esig

n w

ill b

e m

odifi

ed to

avo

id/m

inim

ize

conf

lict.

Ne

w R

oad

wa

y, R

etai

nin

g W

alls

, or

Add

ition

al/R

educ

ed C

over

on

Bur

ied

Util

ities

Con

stru

ctio

n

A

n en

case

me

nt

or p

rote

ctiv

e co

ver

will

be

add

ed

over

util

ities

(pr

otec

t in

pla

ce).

Rel

ocat

ion

of O

verh

ead

Tel

epho

ne

and

Ele

ctric

D

istr

ibut

ion

Lin

es

Con

stru

ctio

n

E

arly

coo

rdin

atio

n w

ith u

tility

ow

ner

s w

ill b

e co

mpl

eted

.

Sec

tio

n 4

(f)

AR

CH

AE

OL

OG

ICA

L A

ND

HIS

TO

RIC

RE

SO

UR

CE

S

S

ee m

itig

atio

n lis

ted

und

er C

hap

ter

7, A

rcha

eolo

gica

l and

His

toric

.

PA

RK

LA

ND

S A

ND

RE

CR

EA

TIO

NA

L R

ES

OU

RC

ES

S

ee m

itig

atio

n lis

ted

und

er C

hap

ter

7, P

arkl

and

s an

d R

ecre

atio

n A

reas

.

Sec

tio

n 6

(f)

S

outh

Pla

tte R

iver

Tra

il (F

irst C

ross

ing)

: No

Sec

tion

6(f)

Con

vers

ion

Due

to N

ew

B

ridg

e P

ier

in G

reen

wa

y

Con

stru

ctio

n an

d O

pera

tion

s

No

miti

gat

ion

requ

ired

und

er S

ectio

n 6(

f).

Tra

nsi

t S

ervi

ce

and

Op

erat

ion

s

N

o ad

vers

e im

pact

s.

F

inal

Env

iron

men

tal I

mpa

ct S

tate

men

t an

d S

ectio

n 4(

f) E

valu

atio

n

No

rth

Me

tro

Co

rrid

or

E

S-5

7 Ja

nuar

y 20

11

TAB

LE E

S-10

. PR

OPO

SED

MIT

IGA

TIO

N M

EASU

RES

— E

LEM

ENTS

OF

THE

PREF

ERR

ED A

LTER

NA

TIVE

Im

pac

t Im

pac

t T

ype

Mit

igat

ion

Mea

sure

s

Sta

tio

n A

rea

Ro

adw

ay a

nd

Inte

rsec

tio

n

Sta

tio

n

Mit

igat

ion

The

Pre

ferr

ed S

tatio

n O

ptio

ns

Wou

ld R

equ

ire S

igna

lizat

ion

and

the

Add

itio

n of

Tur

n La

ne

s at

Som

e A

djac

ent S

tatio

n A

rea

Inte

rsec

tions

to

Add

ress

Tra

ffic

Impa

cts

Con

stru

ctio

n an

d O

pera

tion

s N

atio

nal W

este

rn S

tock

S

how

(D

enve

r)

N

o st

atio

n-re

late

d m

itig

atio

n m

easu

res

req

uire

d.

72n

d A

venu

e

(Com

mer

ce C

ity)

72

nd A

venu

e/C

olor

ado

Bou

leva

rd (

Sta

tion

Acc

ess)

: -

Sig

nal

ize

the

inte

rsec

tion

(202

0 op

eni

ng d

ay)

.

U

S 6

-85/

74th

Ave

nue:

-

Res

trip

e bo

th e

astb

ound

lane

s in

to le

ft-tu

rn la

nes

and

cons

truc

t a fr

ee r

ight

-tur

n la

ne

on

the

sout

h si

de o

f 74th

Ave

nue

(203

5 or

soo

ner,

whe

n cr

itica

l mov

eme

nt b

ecom

es L

OS

F).

88th

Ave

nue

(T

horn

ton)

88th

Ave

nue/

Dev

onsh

ire B

oule

vard

-

Rec

ons

truc

t the

nor

thb

ound

app

roac

h w

ith o

ne n

orth

boun

d rig

ht-

and

two

nort

hbou

nd

left-

turn

lan

es.

Sta

rt th

e ta

per

into

the

adde

d tu

rn la

nes

just

nor

th o

f Dev

on

shire

Cou

rt.

Impr

ovem

ent

s w

oul

d be

with

in th

e e

xist

ing

righ

t-of

-wa

y (2

020

op

enin

g d

ay)

.

W

elb

y R

oad

/Sta

tion

Acc

ess:

-

Rec

ons

truc

t w

ith a

nor

thb

oun

d le

ft-tu

rn la

ne

and

sign

aliz

e th

e in

ters

ectio

n (2

035

or

soon

er,

wh

en

criti

cal m

ovem

ent

bec

omes

LO

S F

).

104th

Ave

nue

(T

horn

ton)

104th

Ave

nue

/Fox

Run

Par

kwa

y:

- C

onst

ruct

a s

eco

nd n

orth

bou

nd le

ft-tu

rn la

ne.

Shi

ft so

uthb

oun

d rig

ht-t

urn

lan

e to

the

wes

t so

that

the

thro

ugh

lan

es a

lign

(20

20 o

peni

ng

da

y)

C

olor

ado

Bou

leva

rd/1

04th

Ave

nue:

-

Con

stru

ct a

no

rthb

ound

rig

ht-t

urn

lane

(2

020

ope

nin

g da

y).

C

olor

ado

Bou

leva

rd/S

ervi

ce R

oad

(Eas

t Sta

tion

Acc

ess)

: -

Rec

ons

truc

t the

cur

rent

rig

ht-i

n/rig

ht-o

ut in

ters

ectio

n to

pro

vide

a s

igna

lize

d fu

ll m

ovem

ent

thre

e-le

g in

ters

ectio

n w

ith a

n ea

stbo

und

left-

turn

lan

e an

d a

nort

hbo

und

left-

turn

lan

e (2

020

ope

nin

g d

ay)

.

C

olor

ado

Bou

leva

rd/S

out

h S

tatio

n A

cces

s:

- C

onst

ruct

a n

ew

uns

igna

lize

d th

ree-

quar

ter

mov

eme

nt in

ters

ectio

n, w

ith n

orth

boun

d le

ft-in

turn

s al

low

ed

(202

0 op

eni

ng

day)

.

112th

Ave

nue

(N

orth

glen

n)

11

2th A

ven

ue/Y

ork

Str

eet:

- R

eco

nstr

uct t

he e

astb

oun

d le

ft-tu

rn la

ne to

pro

vid

e m

ore

stor

age

len

gth

and

con

stru

ct a

so

uthb

ound

rig

ht-t

urn

lan

e (2

035

or

soo

ner,

wh

en

criti

cal m

ovem

ent

bec

om

es L

OS

F).

Fin

al E

nviro

nm

enta

l Im

pact

Sta

tem

ent a

nd

Sec

tion

4(f)

Eva

luat

ion

No

rth

Me

tro

Co

rrid

or

Janu

ary

2011

E

S-5

8

TAB

LE E

S-10

. PR

OPO

SED

MIT

IGA

TIO

N M

EASU

RES

— E

LEM

ENTS

OF

THE

PREF

ERR

ED A

LTER

NA

TIVE

Im

pac

t Im

pac

t T

ype

Mit

igat

ion

Mea

sure

s

The

Pre

ferr

ed S

tatio

n O

ptio

ns

Wou

ld R

equ

ire S

igna

lizat

ion

and

the

Add

itio

n of

Tur

n La

ne

s at

Som

e A

djac

ent S

tatio

n A

rea

Inte

rsec

tions

to

Add

ress

Tra

ffic

Impa

cts

(con

tinue

d)

Con

stru

ctio

n an

d O

pera

tion

s (c

ontin

ued)

124th

Ave

nue

/Eas

tlake

(T

horn

ton)

Rel

ocat

ed n

orth

leg

of C

lau

de C

ourt

: -

Rel

ocat

e a

ppro

xim

atel

y 1,

000

fee

t of C

lau

de C

ourt

as

part

of

the

stat

ion

desi

gn.

Con

stru

ct a

tw

o-la

ne r

oad

that

ties

into

the

exi

stin

g C

lau

de C

ourt

on

the

nor

th s

ide

of th

e

stat

ion

are

a (2

020

ope

nin

g d

ay)

.

12

4th A

ven

ue/C

lau

de C

ourt

(re

loca

ted

nor

th le

g):

- C

onst

ruct

an

uns

igna

lized

thre

e-le

g in

ters

ectio

n w

ith s

top

cont

rol f

or th

e so

uthb

ound

ap

proa

ch, e

astb

ound

and

so

uth

bou

nd le

ft-tu

rn la

nes

an

d a

we

stbo

und

righ

t-tu

rn la

ne

(202

0 op

enin

g da

y).

12

4th A

ven

ue/C

lau

de C

ourt

(ex

istin

g so

uth

leg)

: -

Pro

vid

e an

uns

ign

aliz

ed in

ters

ectio

n w

ith s

top

cont

rol f

or th

e no

rthb

ound

app

roac

h (2

020

ope

nin

g da

y).

It is

ass

umed

that

the

inte

rse

ctio

n w

oul

d be

sig

nal

ized

by

oth

ers

by

203

5,

as p

art o

f the

City

of T

horn

ton

prop

ose

d re

cons

truc

tion

of 1

24th

Ave

nue

.

144th

Ave

nue

(T

horn

ton)

14

4th A

ven

ue/S

tatio

n A

cces

s R

oad:

-

Con

stru

ct a

ne

w u

nsig

naliz

ed

inte

rsec

tion,

with

nor

thb

ound

sto

p co

ntro

l an

d a

wes

tbo

und

left-

turn

lan

e (2

020

ope

nin

g d

ay)

. -

Sig

nal

ize

the

inte

rsec

tion

(203

5 or

soo

ner

, w

hen

criti

cal m

ove

men

t bec

omes

LO

S F

).

SH

7/1

62n

d A

venu

e (T

horn

ton)

160th

Ave

nue

(S

H 7

)/C

olor

ado

Bou

leva

rd (

exi

stin

g n

orth

leg)

- R

eco

nstr

uct t

he e

astb

oun

d le

ft-tu

rn la

ne to

pro

vid

e m

ore

stor

age

len

gth

and

con

stru

ct a

so

uthb

ound

rig

ht-t

urn

lan

e (2

020

op

enin

g d

ay)

.

16

0th A

ven

ue (

SH

7)/

Eas

t Sta

tion

Acc

ess

Ro

ad

- C

onst

ruct

a n

ew

sig

nal

ized

inte

rsec

tion

with

an

east

bou

nd le

ft-tu

rn la

ne a

nd

a w

estb

oun

d rig

ht-t

urn

lane

. C

onst

ruct

a t

wo-

lane

sou

thbo

und

app

roac

h, w

ith th

e fo

llow

ing

conf

igur

atio

n: le

ft-tu

rn la

ne a

nd

shar

ed

left-

/rig

ht-t

urn

lane

. C

onst

ruct

an

eas

tbou

nd

rece

ivin

g la

ne

for

the

dou

ble

sout

hbou

nd le

ft-tu

rn m

ovem

ent

(20

20 o

peni

ng

da

y).

- R

eco

nstr

uct t

he s

outh

bou

nd le

ft-tu

rn la

ne to

pro

vide

mor

e st

orag

e le

ngt

h (2

035

or

soon

er,

wh

en

que

ue le

ngth

s ex

cee

d th

e av

aila

ble

sto

rage

). R

econ

stru

ct th

e ea

stbo

und

left-

turn

lan

e to

pro

vid

e m

ore

stor

age

len

gth

(203

5 or

soo

ner,

to b

e do

ne in

con

junc

tion

with

the

SH

7 w

ide

ning

pro

ject

).

16

0th A

ven

ue (

SH

7)/

Col

orad

o B

oule

vard

(re

loca

ted

sout

h le

g)

- R

estr

ipe

the

No

Act

ion

two-

lane

nor

thbo

und

appr

oach

to th

e fo

llow

ing

con

figur

atio

n:

left-

turn

lan

e a

nd s

hare

d le

ft-/r

ight

-tur

n la

ne.

Con

stru

ct a

wes

tbou

nd r

ecei

ving

lane

for

the

dou

ble

nort

hbo

und

left-

turn

mov

eme

nt (

2020

ope

nin

g d

ay)

.

F

inal

Env

iron

men

tal I

mpa

ct S

tate

men

t an

d S

ectio

n 4(

f) E

valu

atio

n

No

rth

Me

tro

Co

rrid

or

E

S-5

9 Ja

nuar

y 20

11

TAB

LE E

S-10

. PR

OPO

SED

MIT

IGA

TIO

N M

EASU

RES

— E

LEM

ENTS

OF

THE

PREF

ERR

ED A

LTER

NA

TIVE

Im

pac

t Im

pac

t T

ype

Mit

igat

ion

Mea

sure

s

The

Pre

ferr

ed S

tatio

n O

ptio

ns

Wou

ld R

equ

ire S

igna

lizat

ion

and

the

Add

itio

n of

Tur

n La

ne

s at

Som

e A

djac

ent S

tatio

n A

rea

Inte

rsec

tions

to

Add

ress

Tra

ffic

Impa

cts

(con

tinue

d)

Con

stru

ctio

n an

d O

pera

tion

s (c

ontin

ued)

SH

7/1

62n

d A

venu

e (T

horn

ton)

(co

ntin

ued

)

160th

Ave

nue

(S

H 7

)/C

olor

ado

Bou

leva

rd (

relo

cate

d)

- O

n th

e ea

st s

ide

of th

e in

ters

ect

ion,

con

stru

ct a

sec

ond

thro

ugh-

traf

fic la

ne in

the

east

boun

d an

d w

estb

ound

for

abou

t 500

feet

(20

35 o

r so

oner

, to

be d

one

in c

onju

nctio

n w

ith th

e S

H 7

wid

eni

ng p

roje

ct).

At-

gra

de

Cro

ssi

ng

Ro

adw

ay a

nd

Inte

rsec

tio

n

Ro

adw

ay C

ross

ing

s M

itig

atio

n

The

Pre

ferr

ed A

lignm

ent W

ould

R

equi

re th

e M

odifi

catio

n of

E

xist

ing

Tur

n La

nes

and

A

dditi

on o

f Ne

w T

urn

Lan

es

asso

ciat

ed w

ith A

t-gr

ade

Cro

ssin

gs to

Add

ress

Tra

ffic

Impa

cts

Con

stru

ctio

n an

d O

pera

tion

s 11

2th A

ven

ue

11

2th A

ven

ue a

nd Ir

ma

Driv

e:

- R

estr

ipe

the

wes

tbou

nd, s

outh

boun

d, a

nd n

orth

boun

d le

ft-tu

rn la

nes

to p

rovi

de

mor

e st

orag

e le

ngt

h (2

020

open

ing

day)

. O

pera

te w

ith e

astb

ound

/wes

tbou

nd le

ft-tu

rn

mov

eme

nts

prot

ecte

d b

y gr

een

arr

ow

s du

ring

the

AM

pe

ak

perio

d.

Ope

rate

with

left-

turn

m

ovem

ent

s pr

otec

ted

by

gre

en a

rro

ws

in a

ll fo

ur d

irect

ions

dur

ing

the

PM

pea

k p

erio

d.

11

2th A

ven

ue a

nd Y

ork

Str

eet:

- N

o m

itig

atio

n m

easu

res

requ

ired

(se

e st

atio

n m

itiga

tion)

.

136th

Ave

nue

and

Yor

k S

tree

t

136th

Ave

nue

and

Yor

k S

tree

t: -

Con

stru

ct d

oub

le s

outh

boun

d le

ft-tu

rn la

nes

(202

0 op

enin

g da

y).

Co

nst

ruct

ion

Imp

acts

Tra

ffic,

bic

ycle

, an

d pe

dest

ria

n im

pact

s du

ring

con

stru

ctio

n

Con

stru

ctio

n

T

raffi

c m

anag

em

ent p

lans

will

be

deve

lope

d in

coo

rdin

atio

n w

ith lo

cal a

gen

cies

.

Rai

l F

reig

ht

Mo

vem

ents

BN

SF

Rai

lwa

y 23

rd S

tree

t R

aily

ard

Tra

cks

Impa

cted

P

re-

Con

stru

ctio

n

T

he B

NS

F R

ailw

ay

trac

ks w

ill b

e re

loca

ted

with

in th

e ra

ilyar

d.

Ped

estr

ian

an

d B

icyc

le F

acili

ties

At-

grad

e S

ide

wa

lk, T

rail,

and

B

ike

Lane

or

Rou

te C

ross

ings

at

Str

eets

Ope

ratio

ns

S

tree

t cro

ssin

g a

rms

will

be

prov

ided

. T

he im

plem

ent

atio

n o

f a Q

uiet

Zon

e m

ay

alte

r th

e ty

pe o

f miti

gat

ion

mea

sure

s ne

cess

ary.

P

rovi

de

addi

tiona

l saf

ety

mea

sure

s fo

r cr

ossi

ngs

that

are

de

tach

ed fr

om th

e ro

ad a

nd a

re p

art o

f a r

egio

nal

trai

l or

wh

ere

stud

ent

s ar

e lik

ely

to c

ross

(88

th A

ven

ue, 1

12th

Ave

nue

, 124

th A

ven

ue, 1

28th

Ave

nue

, Yor

k S

tree

t, an

d 13

6th A

ven

ue).

The

se m

easu

res

ma

y in

clud

e fe

ncin

g of

sid

ew

alk

s at

cro

ssin

gs, s

win

g ga

tes,

and

act

ive

ped

estr

ian-

scal

e w

arn

ing

sign

s.

Tra

il C

ross

ings

C

onst

ruct

ion

and

Ope

ratio

ns

S

ee S

ectio

n 3.

6, P

arkl

ands

and

Rec

reat

ion

Are

as, f

or m

itig

atio

n sp

ecifi

c to

rec

reat

ion

al tr

ail c

ross

ings

.

Fin

al E

nviro

nm

enta

l Im

pact

Sta

tem

ent a

nd

Sec

tion

4(f)

Eva

luat

ion

No

rth

Me

tro

Co

rrid

or

Janu

ary

2011

E

S-6

0

TAB

LE E

S-10

. PR

OPO

SED

MIT

IGA

TIO

N M

EASU

RES

— E

LEM

ENTS

OF

THE

PREF

ERR

ED A

LTER

NA

TIVE

Im

pac

t Im

pac

t T

ype

Mit

igat

ion

Mea

sure

s

Tem

pora

ry S

ide

wal

k an

d B

ike

La

ne

or R

out

e C

losu

res

Con

stru

ctio

n

S

ide

wa

lk c

losu

res

for

cons

tru

ctio

n w

ill b

e ke

pt to

a m

inim

um

and

tem

pora

ry d

etou

rs w

ill b

e pr

ovid

ed.

S

peci

fic d

etai

ls

abo

ut c

losu

res

incl

udi

ng d

urat

ion

and

deto

ur r

oute

s w

ill b

e d

eter

min

ed d

urin

g fin

al d

esig

n.

T

he c

ontr

acto

r w

ill b

e re

qui

red

to p

ublic

ly a

nn

ounc

e an

y cl

osur

es a

nd

will

be

exp

ecte

d to

pro

vide

cle

arly

mar

ked

deto

urs.

Reg

ion

al a

nd

Lo

cal

Tra

nsp

ort

atio

n P

lan

s

NW

SS

sta

tion

layo

ut c

onfli

cts

with

tw

o op

tion

s fo

r an

I-70

Eas

t D

EIS

alte

rnat

ive

Pre

-co

nstr

uctio

n

C

ontin

ue c

oord

inat

ion

with

CD

OT

as

an I-

70 E

ast E

IS p

refe

rred

alte

rnat

ive

is id

ent

ified

an

d m

odify

NW

SS

sta

tion

layo

ut

if ne

eded

.

Sou

rce:

Nor

th M

etro

Co

rrid

or P

roje

ct T

eam

, 201

0.

Not

es:

Con

stru

ctio

n im

pact

s ar

e te

mpo

rary

. O

pera

tions

impa

cts

are

mor

e p

erm

anen

t an

d re

sult

from

the

com

plet

ed, o

pera

ting

proj

ect.

1 A

lthou

gh th

is r

eso

urce

was

rec

orde

d w

ith th

e na

me

“UP

Rai

lroad

Den

t B

ranc

h,”

the

rail

line

is c

omm

only

ref

err

ed to

as

the

UP

Bo

ulde

r B

ranc

h.

AP

E

=

Are

a of

Pot

entia

l Eff

ects

B

MP

=

be

st m

anag

eme

nt p

ract

ice

CC

D

=

City

and

Cou

nty

of D

enve

r C

DN

R

=

Col

orad

o D

epar

tmen

t of N

atu

ral R

esou

rces

C

DO

T

=

Col

orad

o D

epar

tmen

t of T

rans

port

atio

n C

DO

W

=

Col

orad

o D

ivis

ion

of W

ildlif

e C

DP

HE

=

C

olor

ado

Dep

artm

ent o

f Pub

lic H

ealth

and

E

nviro

nmen

t C

WA

=

C

lean

Wat

er A

ct

DE

IS

=

Dra

ft E

nviro

nme

ntal

Impa

ct S

tate

men

t E

MU

=

el

ectr

ic m

ultip

le u

nit

ES

A

=

Env

ironm

enta

l Site

Ass

essm

ent

FE

IS

=

Fin

al E

nviro

nmen

tal I

mpa

ct S

tate

men

t

HM

WM

D

=

Haz

ardo

us M

ate

rial

s an

d W

aste

Man

agem

ent

Div

isio

n

I-

=

Inte

rsta

te #

LE

D

=

light

-em

ittin

g di

ode

LO

S

=

Leve

l of S

ervi

ce

MB

TA

=

M

igra

tory

Bird

Tre

aty

Act

M

OA

=

M

emor

andu

m o

f A

gree

men

t N

WS

S

=

Nat

iona

l Wes

tern

Sto

ck S

how

O

SH

A

=

Occ

upat

iona

l Saf

ety

and

Hea

lth A

dmin

istr

atio

n P

M10

=

pa

rtic

ulat

e m

atte

r le

ss th

an 1

0 m

icro

ns in

di

amet

er

RO

W

=

right

-of-

wa

y R

TD

=

R

egio

nal T

rans

por

tatio

n D

istr

ict

SH

=

Sta

te H

igh

wa

y

SH

PO

=

Sta

te H

isto

ric P

rese

rvat

ion

Off

icer

S

unco

r =

Sun

cor

Ene

rgy

(U.S

.A.)

Inc.

T

&E

=

thr

eate

ned

and

end

ange

red

U

DF

CD

=

Urb

an D

rain

age

and

Flo

od C

ont

rol D

istr

ict

Uni

form

Act

=

Uni

form

Rel

ocat

ion

Ass

ista

nce

and

Rea

l Pro

pert

y A

cqui

sitio

n P

olic

ies

Act

of 1

970,

as

amen

ded

U

P

= U

nion

Pac

ific

US

=

Uni

ted

Sta

tes

US

#

= U

nite

d S

tate

s H

igh

wa

y N

umbe

r U

SA

CE

=

Uni

ted

Sta

tes

Arm

y C

orp

s of

Eng

inee

rs

US

EP

A

= U

nite

d S

tate

s E

nvi

ronm

enta

l Pro

tect

ion

Age

ncy

US

FW

S

= U

nite

d S

tate

s F

ish

and

Wild

life

Ser

vice

V

MT

=

veh

icle

mile

s tr

avel

ed

Documents

North Metro Corridor · The North Metro Corridor Project proposes approximately 18 miles of commuter rail transit from downtown Denver, Colorado, north to State Highway (SH) 7. North