research and analysis - i-70 and denver

PRECEDENThighway alternatives around the world

PRECEDENT

SEOUL, S. KOREA - The Cheonggyecheon

SAN FRANCISCO, CA - Central Freeway

MILWAUKEE, WI - Park East Freeway

PORTLAND, OR - Harbor Drive

BOSTON, MA - The Big Dig

MANHATTAN, NY - West Side Highway

COMPLETEDCASE STUDIES

PRECEDENT

PROPOSEDCASE STUDIES

BUFFALO, NY - Buffalo Skyway

TORONTO, ON- Gardiner Expwy

PHILADELPHIA, PA - Delaware Expwy

NEW ORLEANS, LA - Claiborne Expwy

SEATTLE, WA - Alaskan Way Viaduct

OKLAHOMA CITY, OK - Crosstown Expwy

PRECEDENT

SETTING CONFIGURATION RESULTICONOGRAPHY

INDUSTRIAL

RESIDENTIAL

DOWNTOWN

WATERFRONT

PRECEDENT

SETTING CONFIGURATION RESULTICONOGRAPHY

INDUSTRIAL

RESIDENTIAL

DOWNTOWN

WATERFRONT

ELEVATED

AT GRADE

THROUGH

STUB END

PRECEDENT

SETTING

INDUSTRIAL

RESIDENTIAL

DOWNTOWN

WATERFRONT

ELEVATED

AT GRADE

THROUGH

STUB END OPEN SPACE

TUNNEL

REROUTE

BOULEVARD

CONFIGURATION RESULTICONOGRAPHY

PRECEDENT

DIAGRAMCOMMONALITIES

PRECEDENT

CATALYST

STRUCTURE/AGING

COMMONALITIES

PRECEDENT

COMMONALITIES

ENVIRONMENTAL

CATALYST

STRUCTURE/AGING

PRECEDENT

COMMUNITY(VALUE)

COMMONALITIES

ENVIRONMENTAL

STRUCTURE/AGING

PRECEDENT

TRAFFIC/CONGESTION

COMMONALITIES

COMMUNITY(VALUE)

STRUCTURE/AGING

ENVIRONMENTAL

PRECEDENT

OUTCOMECOMMONALITIES

MILWAKEE.TORONTO.SEOUL

BOULEVARD

PRECEDENT

OPEN SPACE

MANHATTAN.SAN FRANCISCO.PORTLAND

BOULEVARD

PRECEDENT

OPEN SPACE

BOULEVARD

TUNNEL

BOSTON.BUFFALO.SEATTLE

PRECEDENT

REROUTETUNNEL

OKLAHOMA CITYBOSTON.BUFFALO.SEATTLE

OPEN SPACE

BOULEVARD

PRECEDENT

RESIDENTIAL

TUNNEL

RESIDENTIAL

BOULEVARD

RESIDENTIAL

OPEN SPACE

RESIDENTIAL

REROUTE

BOSTON

TORONTO

SAN FRANCISCO

OKLAHOMA CITY

PRECEDENT

TAKE-AWAYCOMMONALITIES

COMMONALITIES

COMMUNITY ACCESS

A DESIGN DECISION

NOT A TECHNICAL PROBLEM

PRECEDENT

WHO FACILITATED THE PROJECT?BOTTOM-UP

GRASSROOTS

INTRODUCTIONOUR INTENTIONS

HISTORYINTRODUCTION

BIASNOT CARS AND HIGHWAYS

HISTORYINTRODUCTION

BIASHIGHWAYS IN CITIES

HISTORYINTRODUCTION

OUR FOCUSINFRASTRUCTURE NOT HIGHWAYS

HISTORYINTRODUCTION

OUR FOCUSMULTI-MODALITY NOT CARS

HISTORYINTRODUCTION

OUR FOCUSREAL FREEDOM NOT THE OPEN ROAD

INTRODUCTIONNATIONAL HISTORY

HISTORYINTRODUCTION

INFRASTRUCTURE AND GROWTHOUR ECONOMIC STRATEGY

HISTORYINTRODUCTION

LOCAL AND PRIVATE ROADSTHE HEYDAY: 1795 - 1825

PhiladelphiaLancaster

HISTORYINTRODUCTION

THE FIRST NATIONAL HIGHWAYTHE CUMBERLAND ROAD - 1811

Cumberland

Wheeling

Vandalia

HISTORYINTRODUCTION

THE ERA OF CANALSAN INVESTMENT OF STATES - 1825

Albany

New York

Buffalo

HISTORYINTRODUCTION

THE ERA OF RAILROADSPACIFIC RAILROAD ACTS OF 1862 AND 1864

Council Bluffs

Promontory Summit

DenverOakland

HISTORYINTRODUCTION

CITY HEALTH AND INDUSTRYGOOD ROADS MOVEMENT, BICYCLES, AND THE BIRTH OF PLANNING

HISTORYINTRODUCTION

THE ERA OF THE CARTHE EXPLOSION OF THE MODEL T CA. 1908

HISTORYINTRODUCTION

FEDERAL AID ROAD ACTTHE FEDERAL GOVERNMENT STEPS UP - 1913 -1916

San Francisco Denver

New York

HISTORYINTRODUCTION

MASS PRODUCTIONMANUFACTURING OF HOUSES AND CARS EXPLODES WWII

HISTORYINTRODUCTION

FEDERAL AID HIGHWAY ACTNATIONAL INTERSTATE AND DEFENSE HIGHWAY ACT - 1956

Denver

HISTORYINTRODUCTION

SUBURBAN FLIGHTTHE RISE OF INNER CITY HIGHWAYS

HISTORYINTRODUCTION

GRASS ROOTS REVOLTSSUCCESSFUL BUT A LITTLE TOO LATE

HISTORYINTRODUCTION

WHAT BRINGS US FORWARD?A FEW OPTIONS

TEA-21: 1998

SAFETEA-LU: 2005

SURFACE TRANSPORTATION AND UNIFORM RELOCATION ASSISTANCE ACT: 1987

ISTEA: 1991

DIMINISHING FUEL TAX FUNDS

SITE ANALYSISERAS OF INFRASTRUCTURE

ERAS OF INFRASTRUCTURE STATE OF THE CITY TODAY TOWARDS THE FUTURE

��Denver was a vast prairie

��Native American settlements scattered throughout

INFRASTRUCTURE SHAPES CITYPRAIRIE

��Denver develops into a mining town

��Gold found at South Platte and Cherry Creek.

EARLY SETTLEMENT

INFRASTRUCTURE SHAPES CITY

RAILROAD ERA

UNION STATIONCH

INFRASTRUCTURE SHAPES CITY��prospectors, mining and

livestock as the main employment sectors

�� neighborhood growth, and industry.

��politicians knew that a rail link in Denver would make the emerging city “a point which cannot be dodged”

STREETCAR AND TROLLEY ERA

UNION STATION

CITY PARK

INFRASTRUCTURE SHAPES CITY��streetcars expanded,

social classes more segregated

��decentralization

��private mass transit, public infrastructure

��primarily middle to lower middle class citizens

��a neighborhood not desirable without trolley

��Globeville and Elyria had no stop

��operated from 1871 to 1950.

��Highways tear apart urban fabric with less mobility

��The mobility pattern has �� fabric in positive and negative ways.

HIGHWAYS

UNION STATION

CITY PARK

INFRASTRUCTURE SHAPES CITY

�� in colorado in 1913

��tax of 1 cent per gallon in 1919 to fund the building of roads

��the city’s social classes continue to expand and divide, physically and politically

��1921 sees the creation of the state highway department by the state general assembly

HIGHWAY ERAEARLY TO MID 20TH CENTURY

��around the turn of the century, city planners make a conscious choice of the car over mass transit

��Believing that the innovative engineering solutions are the best solutions to growth

��city planners and engineers consider roads as the most democratic approach to urban transportation

��in reality roads separate the classes

��1907 mayor Robert Speer hires Landscape Arch. George Kessler to design a park and parkway master plan

��the plan is overlaid onto the existing street grid system

��1930s see increased decentralization, with formerly prosperous neighborhood now having high levels of poverty, unemployment and building deterioration

��city planners reject plans for mass transit solutions, due to the stronger political power of the roadway advocates

�� focused on local issues, while state and federal engineers focus on highway planning

��1948 construction of the �� highway began

��approved freeway routes follow the geographic path of least political resistance

��

��local, state and federal politicians viewed the freeway system as the answer to growth and prosperity, which becomes evident in community planning and city growth goals

��in 1958 local opposition to the preferred route causes a delay in the City Council vote on the “South” route

��the interstate freeway system is approved by the Bureau of Public Roads (BPR) in 1958, the selected routes are based on “sound” engineering practices and backed with the support of local and state politicians who were lobbying heavily for the freeways to run through their cities and states

HIGHWAY ERAMID 20TH TO EARLY 21ST CENTURY

��similar arguments made by politicians in the railroad era are still being used to garner support for freeways

��urban interstate freeway planning is largely left to state and federal experts throughout much of the history of freeway construction

��with disregard to social and cultural impacts to individual neighborhoods and the city as a whole

HIGHWAY + TRANSIT ERAMID 20TH TO EARLY 21ST CENTURY

��freeway improvement projects are still the primary means of alleviating congestion in the metropolitan areas

�� and engineering professionals and regional governing bodies are seeing the advantage to multi-modal corridors

��citizens have learned to question the answers given

LIGHT RAIL ERAMID 20TH TO EARLY 21ST CENTURY

HOW WE HAVE WORKED20TH CENTURY

Neighborhood groups Interested Citizens

FederalDepartments

StateDepartments

RegionalGoverning Body

LocalGovernments

SITE ANALYSISSTATE OF THE CITY

ECONOMY

SOCIO-ECONOMIC CONDITIONSALL DATA: US CENSUS

DATA SOURCE: US CENSUS BUREAU

POPULATIONSTUDY AREA CAN NOT PROFIT FROM MIGRATION TO THE AREA

HOUSINGSTAGNATION IN STUDY AREA; OWNERSHIP HAS DECREASED BUT IS STILL HIGHER THAN AVERAGE

DATA SOURCE: US CENSUS BUREAU

POPULATIONMASSIVE INFLUX OF HISPANIC POPULATION INTO THE STUDY AREA IN THE 80S AND 90S

UNEMPLOYMENTAFTER I-70 UNEMPLOYMENT INCREASED

ECONOMIC CONDITIONSTHE INCOME LEVEL IN THE STUDY AREA REMAINED LOW

ECONOMIC CONDITIONSPOVERTY IN THE STUDY AREA INCREASED SIGNIFICANTLY

ECONOMIC CONDITIONSPROPERTY VALUES STAGNATED/DECLINED AFTER I-70 AND REMAIN LOWER THAN REGION

ECONOMIC CONDITIONSLAND VALUE VS. POPULATION DENSITY

I-70I-70

POP. Density 2010

Landvalue 2010

Industry Zone

I-25I-25

Rail line

STRUCTURE

LYNCH ANALYSISDISTRICTS, NODES, LANDMARKS, PATHS

PHYSICAL STATELAND USE AND BLOCK SIZE

Land UseCommercial Corridor

Downtown

Employment

Entertainment, Cultural, Exhibition

Golf Course

Industrial

Mixed Use

Neighborhood Center

Open Space Limited

Pedestrian Shopping Corridor

Regional Center

Rights-of-Way

Single Family Duplex

Single Family Residential

Town Center

Urban Residential

Water Body

Campus

Transit Oriented Development

PHYSICAL STATEFIGURE-GROUND BEFORE AND AFTER

Denver’s bicycle, pedestrian, vehicular, natural and recreation space systems lack strong integration, and do not contribute to a robust transportation network.

PHYSICAL STATESITE SYSTEMS INVENTORY

highways

rivers

rail lines

bicycle paths

pedestrian paths

composite

PHYSICAL STATESTRUCTURE ANALYSIS

The structure of the interstate, varying between raised, at-grade and sunken conditions, creates an edge that segments neighborhoods and creates disconnection.

PHYSICAL NETWORKNETWORK STANDARDS

PRINCIPAL ARTERIALEVERY 3 MILES

PRINCIPAL ARTERIAL I-70

MINOR ARTERIALEVERY 1 MILE

MINOR ARTERIALQUEBEC ST

COLLECTOR STREETE 29TH AVE

COLLECTOR STREETEVERY 1/2 MILE

LOCAL STREETEVERY 1/4 TO 1/2 MILE

LOCAL STREETPENNSYLVANIA ST

san francisco, ca population: 245,660 economic production: $ 91.5 billion/yr

denver, co population: 57,829 economic production: $ 15.4 billion/yr

paris, france population: 785,000 economic production: $ 198 billion/yr

manhattan, ny population: 997,725 economic production: $ 40 billion/yr

COMPARATIVE ANALYSISI-70 FOOTPRINT COMPARISONS

COMPARATIVE ANALYSISSTREET WIDTH SCALE COMPARISON

Google EarthADT: 120,000

Area 14.3 sq milesLength 9.5 milesWidth 405 ft

I-70 = 3 times Park Ave

ADT: 160,000 ADT: 186,000 ADT: 85,000

I-70 = 2 times Champs Elysees I-70 = Sunset Blvd

Google EarthGoogle Earth Google Earth

COMPARATIVE ANALYSISSTREET WIDTH SCALE COMPARISON

REGIONAL MOBILITY

EMPLOYMENT CLUSTERWHERE PEOPLE WORK

Jobs per block

10K - 4 K

4k - 1K

1K - 100

Existing LightrailProposed Lightrail

60% TRIPS TO WORK15% FOR RECREATION

47% DRIVE ALONEUNDER 5% WALK OR DRIVE TO TRANSIT

FREIGHT RAIL - 2007FREIGHT RAIL LEVEL OF SERVICE

FREIGHT RAIL - 2035FREIGHT RAIL LEVEL OF SERVICE

legend

Below Capacity

Near CapacityAt CapacityAbove Capacity

Truck route

TRANSIT

EXISTING TRANSITRAIL LINES, RAIL STATIONS, BOARDING NUMBERS, BUS ROUTES, PARK-N-RIDE

FUTURE TRANSITFASTRACKS LINES, PROJECTED STATION BOARDINGS

West Line

Gold Line

NorthWest Line

East Line

I-225 LINE

Central Corridor Extension

East Line

North Metro Line

TRANSITANTICIPATED AFFECT ON ROADWAYS

Central RailExtension

East Line Gold Line North Metro Line Northwest Line West Line I-225 Line

East Line Corridor Gold Line Corridor North Metro LineCorridor

Northwest LineCorridor

West Line Corridor I-225 Line Corridor

Auto Transit

CONVENIENCEProjected travel time by mode

CONGESTION% reduction in regional VMT

TOD OPPORTUNITIESFUTURE TRANSIT NETWORK

West Line

Gold Line

NorthWest Line

East Line

I225 LINE

Central Corridor Extension

East Line

North Metro Line

VEHICULAR PERFORMANCE

STREET HIERARCHYHOW PEOPLE COMMUTE

DISCONNECTIVITYDEAD END STEETS

ALTERNATIVE LOCAL ROUTESPEOPLE MOVEMENTS WITHIN ADJACENT NEIGHBORHOODS

TRAFFIC - 2011EXISTING AVERAGE DAILY TRAFFIC

SOURCE: COLORADO DEPARTMENT OF TRANSPORTATION

CONGESTION - 2011VOLUME - CAPACITY RATIO

CRASH RATES - 2008SAFETY ON I-70

STATE AVERAGE IS 1.85

2.84 CRASH RATE*number of accidents per million vehicle miles traveled.

TRAFFIC - 2030PROJECTED AVERAGE DAILY TRAFFIC

CONGESTION - 2030PROJECTED VOLUME - CAPACITY RATIO

COMMUNITY WIDE REGULATIONCOMPREHENSIVE PLANS AND ZONING ORDINANCES

Area of Change

North West Rail

38th $ Black Station Area PlanRiver North Area Plan

South Platte Corridor Plan

Elyria Swansea Neighborhood Plan

41st & Fox Station Area Plan

National Western Stock Show Station Area Plan

Gold Line

FASTRACK

North Metro Corridor

East Corridor

I-70 EAST Impact Study

Globeville Neighborhood Plan

Focus Section

FASTRACKS

38th and Blake Station Area Plan

��Blueprint Denver - 2002

COMMUNITY WIDE REGULATION

areas of changeareas of stability

multi-modal streetstransit oriented design

mixed use development

�� Fastracks - 2004�� 38th & Blake Station

- in progress�� 41st & Fox Station

- in progress�� NWSS Station

- in progress

RTD AND FASTRACKSMASSTRANSIT

Area of Change

Gold Line

Northwest Line

FASTRACK

North Metro Corridor

East Corridor

FASTRACKS

��DEIS still under development

INTERSTATE HIGHWAY PLANI-70 EAST

Area of Change

38th $ Black Station Area Plan

I-70 EAST Impact Study

Focus Section

ZONING MAPFORM BASED ZONING

LANDUSE MAPACTUAL USES

IMPROVEMENTS

SOURCE: BLUEPRINT DENVER, 2035 METRO VISION REGIONAL TRANSPORTATION PLAN, I-10 EAST DRAFT EIS

ROADWAYS

IMPROVEMENTS

I-70 EAST ALTERNATIVES

IMPROVEMENTS

BIKE ROUTES

IMPROVEMENTS

TRANSIT

SITE ANALYSISCONCLUSION

CONCLUSION

INVESTMENTS / COSTSSPENDINGS ON MOBLILITY INFRASTRUCTURE

INCLUDING $ 1,030,000,000 FEDERAL FUNDS

13 STATIONS CREATING ACCESS AND VALUE

$ 2,100,000,000 EAGLE P3 PROJECT

$ 2,000,000,000 I-70 CONSTRUCTION

$ 23,000,000 I-70 ANNUAL MAINTENANCE

$ 14,000,000 PROPERTY ACQUISITION

LOSS OF UP TO 150 HOUSES AND 70 BUSINESSESADDING 2 LANES

SOURCES EIS I-70 EAST, RTD FACTS & FIGURES

CONCLUSION

WHERE ARE WE GOING?21ST CENTURY AND BEYOND

CommunityIdeas & Solutions

LocalGovernment

RegionalGoverning Body

StateDepartments

Federal Departments

research and analysis - i-70 and denver

cheonggyecheonsan francisco

ny buffalo skywaytoronto

ny west

la claiborne expwyseattle

industrygood roads movement

ca central freewaymilwaukee

gardiner expwyphiladelphia

model t

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