revitalizing s broadway commercial corridor · kenneth debacker, rebis galleries sue gustafson,...

South

Broadway Corridor

Transportationand Urban Design Study

June 1999-July 2001R E V I TA L I Z I N G S O U T H B R O A DWAY ’ S C OMM E RC I A L C O R R I D O R

BRW/URS CORPKIMLEY HORN AND ASSOCIATES, INCNWS STUDIOSLELAND CONSULTING GROUPSHIRAMIZU DESIGN

Presented to the City & County of Denver

Broadway Corridor


IINTRODUCTION PG 11HISTORY AND CONTEXT

PROJECT HISTORY

STEERING COMMITTEE

PUBLIC MEETINGS

EEXISTING CCONDITIONS PG 55CONCURRENT PROJECTS

TRANSPORTATION

LAND USE AND ECONOMIC DEVELOPMENT

ARCHITECTURE AND HISTORIC BUILDINGS

IISSUES AND OOBJECTIVES PG 1133ISSUES

DESIGN OBJECTIVES

RRECOMMENDATIONS PG 1155OVERALL DESIGN FRAMEWORK

URBAN DESIGN ZONES

IIMPLEMENTATION PPLAN PG 2255IMPLEMENTATION

PROPERTY OWNER ORGANIZATION

MARKET STUDY

FUNDING SOURCES

AFTERWORD

Contents

Broadway Corridor


STEERING COMMITTEE MEMBERS

Marcus Aden, Aden Suede & LeatherCleaning Co.

John Blessing, Business OwnerMike BrooksDick Feather, West University

Community AssociationAnthony Gengaro, Broadway

PartnershipAl Helmstaedter, EMW Carpets &

FurnitureGary Jackson, Gates Rubber CompanyRichard Kolacny, Kolacny MusicJohn Ludwig, Birdsall & CompanyJoe Onofrio, Onofrio PianoJudy Pasquini, Pasquini’sHank Saipe, Broadway Mini-StoragePeter Schmidt, Aspen Antiques/

Antique Row MerchantsAssociation

Arthur Scibelli, City of EnglewoodLou Sigman, Gump GlassChristopher Thomas, US BankGerta Thompson, ARCSteve Toltz, Dependable CleanersJack Unruh, Overland Neighborhood

AssociationRoxanne White, Urban PeakJim Zavist, RTD BoardKenneth Debacker, Rebis GalleriesSue Gustafson, Grandpa

Snazzy’s/Flossy McGrew’s

CITY AND COUNTY OF DENVER

Wellington E. Webb, Mayor, City andCounty of Denver

COUNCIL MEMBERS

Dennis Gallagher: District 1T.J. “Ted” Hackworth: District 2Ramona Martinez: District 3Joyce Foster: District 4

Acknowledgements

Polly Flobeck: District 5Charlie Brown: District 6Kathleen MacKenzie: District 7Elbra Wedgeworth: District 8Deborah L. Ortega: District 9Ed Thomas: District 10Allegra “Happy” Haynes: District 11Cathy Reynolds: Council-at-LargeSusan Barnes-Gelt: Council-at-Large

CITY STAFF

Jennifer Moulton: Director,Community Planning andDevelopment Agency (CPDA)

Ellen Ittelson: Planning ProgramManager

Janell Flaig: Senior PlannerTom Best: Senior PlannerTyler Gibbs: Director, Urban Design &

GraphicsSteve Turner: Urban DesignCarla McConnell: Urban DesignDennis Royer: Public Works, Special

ProjectsRobert Kochevar: Director,

Transportation Engineering/Traffic Operations

Nelson Ho: TransportationEngineering

Chad Salli: Transportation EngineeringAlana Smart: Council StaffAmber L. Callender: Council Staff

VI

BROADWAY CORRIDOR TRANSPORTATION AND URBAN DESIGN STUDY 1

Broadway Corridor



there have been many many changesthat have put Denver at the top of listsof America's most livable cities. TheBroadway Corridor Urban Design andTransportation Project focuses on cre-ating a vision for South Broadway'srevitalization so that it too can claim aprominent place in the City.

CCONTEXT AND HHISTORYSouth Broadway was originally part of

the Town of South Denver, first incor-porated in 1886. In 1894 it wasannexed to the City of Denver after alively debate largely centered on liquorprohibition and Denver's need toacquire water rights.

In 1913, the Ford Motor Companybuilt a factory just south of where I-25crosses Broadway today. By 1916, thecompany was producing about 50Model T cars daily. The rail line allowedgoods to be shipped in and out easily.Thus began the tradition of industrialuses along the west side of Broadwayfrom I-25 south to Englewood. In1947, the plant was sold to the GatesRubber Company and, though most ofits operations were shut down, Gates isstill there today with limited operations.The company is possibly selling a largeportion of its land for redevelopment.The Gates Rubber Company facilities

currently occupy approximately 70acres adjacent to South Broadway justsouth of the I-25 viaduct.

Today, South Broadway is a majortraffic route connecting DowntownDenver with Denver's southern neigh-bors Englewood, Littleton, andHighlands Ranch. Buildings, business-es, lots, and homes line the 18 blocksfrom I-25 to the Denver-Englewoodborder at Yale Avenue. With its 30 -40,000 vehicle trips per day, SouthBroadway's image is basically that of amajor arterial roadway with businessesalongside.

Except for Antique Row (a collectionof antique shops just south of I-25)most businesses along the corridorsouth of Gates to the City border atYale attract customers to a single desti-nation. Most customers leave the areaafter completing their business. There islittle pedestrian activity or multiple des-tination trips.

Antique Row, at the north end of thisstretch, is the only place along SouthBroadway with pedestrian activitywhere people go to several shops dur-ing one visit. This area draws antiqueshoppers locally, regionally, and nation-ally. The Antique Row MerchantsAssociation promotes its businessescollectively and sponsors special events.

Introduction

For the past two decades, Denver has made significant strides towardcreating a livable, beautiful, functional city. The public and private sec-tors together have accomplished this goal project by project, piece bypiece. The 16th Street Mall, the rebirth of Lower Downtown, the lightrail, the renaissance of Cherry Creek and the Platte River, Five Pointsrevival, Colfax on the Hill, Cherry Creek North….all over the City,

2 BROADWAY CORRIDOR TRANSPORTATION AND URBAN DESIGN STUDY

Introduction

The purpose of the project was to define the present situation along the corridor and create avision for what it could be in the future.

Many individual properties inthe area are well kept.

Some remnant homes exist, generallysmall Denver bungalow style, built inthe first half of the twentieth century.These are located mostly toward thesouthern end of the corridor. Specialtybusinesses, such as an upscale gardenand plant shop, piano and music stores,and furniture stores are scattered alongthe corridor. Restaurants, a bakery, con-venience stores, auto sales, repair andparts stores, repair shops, motels, alarge glass supply business and storagefacilities are also part of the mix ofuses. Over the years, many of theseshops and service places have devel-oped a loyal clientele and have becomestrong businesses.

To the first-time visitor, SouthBroadway leaves a mixed impression.

Some properties are poorly kept, aban-doned, or neglected. Broken sidewalks,weeds, and peeling paint are notuncommon. Clearly this is detrimentalto the overall image and to those whohave made significant investments intheir buildings and properties.

To the east of Broadway are livelythriving neighborhoods, parks, andschools, along with some service busi-nesses and local shops. To the west ofBroadway, south of the industrial sec-tor is the smaller Overland neighbor-hood enclave bounded by Broadwayand Santa Fe. These neighborhoodsconsider Broadway their back door,rather than their neighborhood shop-ping area, largely because there are fewneighborhood destinations along it.


This is a missed opportunity forBroadway businesses. These neighbor-hoods could serve as a customer basethe businesses along Broadway if thecorridor was redeveloped with that pur-pose in mind and the street itself wasmore inviting and pedestrian friendly.

PPROJECT HHISTORY AND PPURPOSEThe South Broadway Corridor Urban

Design and Transportation Study wasinitiated by the City in the spring of1999. The project area includes eight-

een blocks along South Broadway fromInterstate 25 south to the Denver-Englewood border at Yale Street.

The recommendations of this studyare consistent with the DenverComprehensive Plan 2000, theOverland Neighborhood Plan, and theWest Washington Park NeighborhoodPlan. They are also consistent with theconcepts being discussed in the plan-ning processes that will lead to aDenver Land Use and TransportationPlan and an update to the BakerNeighborhood Plan. Additional direc-tion might be provided as further stud-ies are completed for the potentialredevelopment of the Gates site andfor the Southeast Transit Corridor.

The purpose of the project was todefine the present situation along thecorridor and create a vision for what itcould be in the future. This effortfocused mainly on transportation issuesand urban design of the street and pub-lic right-of-way: lights, trees, benches,and other street furnishings. Historicbuildings were noted as a potentialresource in enhancing the corridor. Asecond project component was eco-nomic development and the evaluationof land use, zoning, and businesspotential.

The recommendations of this studywill be presented to the Planning Boardand the City Council for adoption as asupplement to the ComprehensivePlan.

SSTEERING CCOMMITTEEA Steering Committee made up of

property owners, neighborhood leaders,and business owners met monthly tocraft the vision for the future. Theygave guidance to the consultant teamand helped shape a physical concept for

Introduction

Steering Committee members were appointed bythe City and represented interests along the lengthof corridor and surrounding neighborhoods.

Unique shops are foundalong all of Broadway.


the development of a street design tobe built over time.

Steering Committee members wereappointed by the City and representedinterests along the length of corridorand surrounding neighborhoods.Committee discussions were not onlyabout physical improvements, but alsothe need to form a property and busi-ness organization along the entire corri-dor. The organization would not onlymaintain street improvements, but alsopossibly promote the area and be apoint of contact for the City. Thisorganization could be a BusinessImprovement District (BID) or aGeneral Improvement District (GID).The Committee understood the need toact collectively to achieve greater bene-fit for the whole corridor.

PPUBLIC MMEETINGSDuring the seven months of this

project, there were two public meetings.Subsequently, a third public meetingwas held to review an option to totallyreconstruct the street from buildingfront to building front.

The first meeting, attended by over50 people, was a community discussionabout the project possibilities.Participants reviewed some early proj-ect ideas and discussed how South

Broadway might developover time.

The second publicmeeting, held in lateOctober 1999, was areview of street elementconcepts, districts alongthe eighteen-block corri-dor, and organizationalideas. Approximately 40

people attended the meeting to reviewthe design concepts. There was a slideshow presentation and discussion ofthe ideas contained in this document.Participants came from all along thecorridor and adjacent neighborhoods.The public reached a consensus thatthe corridor concept presented shouldbe brought forward to implementation.There was also a discussion about theneed for a private-sector organizationto oversee the implementation, be apoint of contact for the City, and per-haps promote and market the corridor.

At the final public meeting held inJanuary of 2001, an option was dis-cussed to keep the same basic design,but totally replace the sidewalk andstreet sections from building front tobuilding front. The sidewalks andstreets would be constructed of con-crete, be a significant improvement tothe existing condition, and tie intoimprovements made by Englewood tothe south and Denver north of I-25.The City's Traffic Engineer suggestedthat while this was a more expensiveproject, it was a much better solutionwith long-term application.

The pros and cons of this optionwere thoroughly discussed including:construction costs and schedules, possi-ble disruption to businesses, a betterfinal product with consistent sidewalkand roadway widths, a more lastingdesign.

The meeting attendees (approximately50 people) unanimously agreed that theoption to completely reconstruct thestreets and sidewalks was a betteroption.

Introduction

The public reached aconsensus that the cor-ridor concept should bebrought forward toimplementation.

Local residents and businessowners attended three publicmeetings.


Broadway Corridor



CCONCURRENT PPROJECTSAs with any urban design project, the

South Broadway Corridor Project wasconducted as other related projectswere going forward.

INTERSTATE 25 VIADUCT

The largest concurrent project is thereconstruction of the Interstate 25viaduct over Broadway at the northernend of the site. This project willstraighten the curve on the viaduct,bring the highway to current safetystandards, and realign the on- and off-ramps between I-25, Broadway, andLincoln Street. Construction of thisimprovement may not begin for severalyears.

LIGHT RAIL

The light rail station at Broadwayconnects to the Southwest corridor thatopened in July of 2000. A new stationat Santa Fe and Evans, four blocksfrom the busiest intersection within thisstudy, Evans and South Broadway, islikely to be a catalyst to redevelopmentof the area west of Broadway in theOverland Park Neighborhood.

Additionally, a new Southeast corri-dor will also be constructed and con-nect to the Broadway Station. Thiswould open, at the earliest, in 2006.These light rail extensions not onlyprovide better access to Broadway, butalso have implications for new develop-

ment associated with the transit sta-tions.

DRAINAGE AND ROADWAY

IMPROVEMENTS

Roadway resurfacing and drainageimprovements are scheduled for thearea between Louisiana and IowaStreets. Denver's WastewaterManagement will perform drainageimprovements.

The exact construction timing is notknown because of the identification offunding for these projects. DenverRegional Council of Governments(DRCOG), the agency that controlsState and Federal funding contribu-tions, will review these projects alongwith other regional projects and set pri-orities for funding. Therefore, thefunding timing is not predictable.

The Evans-Broadway intersection,one of the busiest in the area, is sched-uled for major improvements involvingadditional lanes and realignment of theright-of-way. This intersectionimprovement is not scheduled as anear-term project, but was consideredin the development of the long-termvision for the corridor.

TTRANSPORTATIONROADWAY

South Broadway has a 100-foot right-of-way, which consists of the publicproperty, including sidewalks and road-

Existing Conditions

As with any urban design project, the South Broadway Corridor Projectwas conducted as other related projects were going forward. Theseinclude reconstruction of the I-25 viaduct, extension of the light rail sys-tem, and drainage and roadway improvements.


way from private property line on theeast to the private property line on thewest. The right-of-way includes a road-way (approximately 70 feet) for all lanesand parking, as well as two sidewalks(approximately 15 feet) on either side.The wide outside lane allows parallelparking. While there is some variation,these dimensions are generally stan-dard.

At signalized intersections and select-ed non-signalized intersections, thereare left turn lanes. Where there are noleft turn lanes, the outside lane at theintersection is 28 feet wide.

There are 30,000 to 40,000 vehiclestraveling along South Broadway daily.

South Broadway is a major arterial thatserves as a commute route fromDowntown Denver to the communitiesof Englewood, Littleton, andHighlands Ranch to the south. Thebroad expanse of asphalt and the num-ber of moving traffic lanes act as a sig-nificant divider between the east andwest sides of the street. The busiestintersections are at Mississippi andSouth Broadway, with southbound carsheading west to Santa Fe for theevening commute home, and the inter-section of Evans and South Broadway,where two major arterials cross.

The Iowa/Broadway intersection isnoteworthy because neighbors to theeast report that it is their major access

point from Broadway into that neigh-borhood. It is the only access to SouthSanta Fe Drive and destinations west ofthe South Platte River.

PEDESTRIAN ACTIVITY

Pedestrians often find it difficult tocross South Broadway because of alack of balance between pedestrian andvehicular uses. While it is clear that thestreet must serve its arterial function,the street can better accommodatepedestrians, transit riders, and bicyclists.The lack of a comfortable pedestrianenvironment discourages pedestrianactivity with the result that most cus-tomers drive to a single business desti-nation and then leave the area. This notonly is a loss for adjacent businesses,but also deprives the area of an activestreet life. The single destination pat-tern is exacerbated by the lack ofmixed land uses that encourage pedes-trian activity.

PARKING

Parking for the businesses is some-times incorporated onto the buildingsite. Public parking is provided alongeach side of the street. Still, there is aconcern about parking near theAntique Row area. Businesses arelooking for more parking nearby, andthe neighbors to the east are concernedabout overflow parking in their neigh-borhoods.

TRANSIT

South Broadway carries a number ofRTD bus routes: 0, 0 Limited, 11, 14,19, and 21. The bus stops along thecorridor generally consist of simply a

Existing Conditions

The lack of a comfortable pedestrian environmentmeans that most customers drive to a single destination, and then leave.


sign and a designated area along thestreet. There are few bus shelters orbenches.

The light rail station at Evans andSanta Fe, which opened in July 2000,has become a destination for pedestri-ans, bicyclists and those taking connect-ing buses to the light rail station. Thestation includes 99 parking spaces. Thestation site is located in a mainly indus-trial area with the Evans Avenueviaduct just north of the platform.

BICYCLES

South Broadway is a major arterialand, while bicyclists use the roadway, itis not a designated bicycle route. TheCity of Denver bicycle route D18crosses Broadway at Iowa and D20 atIliff. Route D9 runs parallel toBroadway north/south along Logan toIowa and then continues on Shermanto the Englewood limits.

The South Broadway corridor haslimited bicycle parking, mostly providedby private properties. The light rail sta-tions at Evans and Broadway providesome bicycle parking. The City has a

bicycle parking program that pays forthe installation of bicycle racks andcould be employed on Broadway.

LLAND UUSE AND EECONOMICDDEVELOPMENTLAND USE

The land uses along the entire corri-dor are mainly business uses with someoffice buildings. A few homes, espe-cially to the south of Evans, still haveresidential uses, although housing is avery small component of the overallcorridor land use mix. There are alsotwo motels along the corridor.

The Gates Rubber Company site, atthe north end of the corridor, domi-nates the land use between the I-25viaduct and Arizona Avenue. In early2001, Gates was in the process of sell-ing 49 acres on the west side ofBroadway for redevelopment as amixed use site. The specific develop-ment plan is not complete as of thiswriting.

Between Arizona and Iowa, for aboutfour to five blocks, there is a groupingof shops collectively known as Antique

Existing Conditions

The layering of shops,apartments, and officesis proving to be a suc-cessful means of keep-ing the evening streetsalive, with people athand to enjoy them.

-John Simonds

Some businesses are located inolder homes.


Row. In this same area, there are desti-nation businesses such as a glass retail-er/fabricator and warehouse, a bank,and an Italian restaurant.

To the south of Iowa, the businessesare generally destination oriented.These include music stores, furniturestores, auto-related businesses, truckrental, and a scattering of restaurantsand bars.

Most of the buildings that housethese businesses are one to three storiestall with 96% of the properties builtbefore 1980. The majority of the olderstructures are not historically signifi-cant. The building areas are generallyof less square footage than allowed byzoning and much of the land andbuildings are underutilized.

OWNERSHIP

Most of the buildings and propertiesalong the corridor are locally owned. Infact, 92% are locally owned and anoth-er 3% have owners in the Denver-Metro area. There are no significantassemblages of publicly-held land orbuildings. With only a few exceptions,the land along South Broadway remainslargely in individual lots or small parcels(unassembled), making redevelopmentdifficult.

ZONING

The land along South Broadway iszoned B-4 and allows business andcommercial uses. The uses range fromoffice to restaurant, to car lots, to lightindustrial. The area to the north

Existing Conditions

The land along SouthBroadway remains largely in individual lotsor small parcels (unassembled), makingredevelopment difficult.

Rear

Property LineFront Property Line

Street Residential PropertyAlley

1st Story

2nd Story

3rd Story

4th Story

2:1 Floor Area Ratiowith a 4-Story Building

45

Rear

Property LineFront Property Line

10 feet

Street

135 feet

125 feet Residential PropertyAlley25 feet

Buildable Area

Potential Building Areawithin Bulk Plane

Bulk plane requirements create an envelope within whichthe building should fit.

The Floor Area Ratio (FAR) determines the allowablesquare footage in a building based on the lot size. In aB-4 zone, a 2:1 FAR is allowed.


(where the Gates Rubber Company islocated) is zoned industrial, and that islikely to change.

The blocks facing Broadway on eitherside often contain housing on the halfblock between the alley behindBroadway and the adjacent streets ofLincoln to the east and Acoma to thewest. The neighborhoods one-halfblock away from South Broadway tothe east are zoned R-2, which allowsmore than one residence on a zone lot.The proximity to housing restricts thebuilding height and bulk that is allowedand limits the amount of square feetthat can be built.

HOUSING

There are currently no significantareas of housing along SouthBroadway, although one block to eitherside there are stable neighborhoods.This is partly due to the nature of thestreet as a major arterial. The consult-ant team identified the lack of assem-bled land and the current zoning as twoissues that discourage housing frombeing built on Broadway.

The recent opening of the Evanslight rail station on the Southwest LRTcorridor may provide an opportunityfor multi-use projects near the intersec-tion of Evans and Broadway. Thesecould include apartments and housingalong with retail and commercial uses.A further market study will be neededto determine the feasibility of such a

project. However, from an urbandesign point of view, a mixed-usedevelopment with housing could greatlycontribute to improving the characterof that area.

Economic strengths and weaknessesalong the Corridor include:

STRENGTHS

· Most of the businesses are locallyowned which bodes well for futurefinancing programs supported bythose owners. Lack of absentee own-ers also suggests that it might be easi-er to form a property owner associa-tion.

· The surrounding neighborhoods arestable and provide a strong customerbase for future neighborhood-basedbusinesses such as restaurants, drugstores, and specialty shops.

· Antique Row is a valuable anchorwithin the corridor.

· Traffic counts are high enough tosupport local, regional, and nationalchain operations.

· There are a significant number ofunderdeveloped properties whereredevelopment can occur.

WEAKNESSES

· The physical environment is not con-sistently pedestrian-friendly.

· There is limited precedence for cre-atively financed projects in the corri-dor.

· A single merchants or property own-ers association for the corridor isabsent.

· Housing is limited along Broadwayand existing housing is low-density.

· There are limited publicly held prop-erties that could be used to leverageinvestment.

· With the exception of Antique Row,there are few anchors within the cor-ridor making it difficult to leverageactivity.

· Limited neighborhood-serving retail,such as drug stores, conveniencestores, restaurants, and coffee shops,keeps the surrounding neighborhoodsfrom seeing Broadway as their shop-ping district.

Existing Conditions

South Broadwaycaters more to theregional market thanthe local market.Antique Row drawsbeyond the regionalmarket to the national.

Antique Row draws customersfrom across the country.


ECONOMIC CORRIDOR CHARACTERISTICS

Seven percent of the property in thecorridor is located at the Gates site.Currently, the portions of the propertywest of Broadway are slated for rede-velopment as a mixed-use area. Thisredevelopment should have a strongand positive influence on the areas tothe south and open up opportunitiesfor redevelopment that do not currentlyexist.

A high percentage of owners havesmall parcels and underutilized proper-ties. This makes assemblage difficultand thus development of a significantproject is impeded. Many of the prop-erties are passed down to family mem-bers, with the result that some ownerswho are not necessarily interested inchange. However, some multi-genera-tional ownerships work exceedingly wellmaintaining long-term business estab-lishments with a loyal clientele.

Property ownership is stable relativeto other Denver areas. During the1990s, property ownership changesranged from one to three percent peryear. This means that significant rein-vestment in the corridor has been mini-mal. The fact that 96% of the build-ings in the corridor were built before1980 reiterates that fact.

SALES TAX GENERATION

One measure of the economic suc-cess of businesses along Broadway isthe sales tax revenue. The City recordsshow a disappointing return for the

number of businesses and amount ofproperty and land along SouthBroadway. In 1998, 71% of the busi-nesses contributed under $1,000 to theCity's sales tax. Considering theamount of land along this corridor,there is a clear loss of revenue to theCity because of low volume business.This indicates an opportunity to makeimprovements that would change thistrend.

A reason for this low sales tax genera-tion is that a number of conditionsexist that decrease business volumes.Single destination trips, the inconsistentcharacter of the buildings and business-es in terms of up-keep, the particularmix of businesses that don't encouragespontaneous spending, the lack ofneighborhood-oriented businesses, andfew eating and drinking establishmentsare some of those reasons.

MARKET DRAW

South Broadway caters more to theregional market than the local market.Antique Row draws beyond the region-al market to the national. The missedopportunity seems to be in the localdraw. South Broadway continues to bethe back door for surrounding neigh-borhoods and thus loses the economicbenefit of its immediate location.

There are a number of specialtyshops, such as music stores, that aresingle destination draws. Because thereis no supportive retail nearby (like anice cream or coffee shop) to captureadditional business, spillover sales arelimited and pedestrian activity is mini-mal. This lack of mixed use reducesbusiness volumes along the corridor.

A good example of the importanceof diversifying the mix along SouthBroadway can be seen in the renais-sance that has taken place on SouthBroadway north of I-25. Over the past15 to 20 years, this area has reinventeditself as a neighborhood place and atthe same time maintains a strongregional draw. Physical improvements,a strong business organization, and newstrong businesses are part of the ingre-dients of success.

Existing Conditions

Considering theamount of land alongthis corridor, there isa clear loss of rev-enue to the Citybecause of low vol-ume business. Thisindicates an opportu-nity to makeimprovements thatwould change thistrend.

Seven percent of the propertyin the corridor is located at theGates site.


Existing Conditions

The restored historicbuildings contribute tothe character ofBroadway, particularly atAntique Row.

A sample inventory of historic buildings,highlighting the blocks betweenMississippi Avenue and Iowa Avenue.Additional buildings with historic charac-ter are located along the entire SouthBroadway Corridor.

To increase the South Broadway mar-ket, the consultants believe that newdevelopment and redevelopment musttake place. This will likely be led by theprivate sector. However, the City couldsupport these efforts in terms ofrezoning for mixed-use commercial ormixed-use housing projects and assist-ing with public involvement.

AARCHITECTURE AND HHISTORICBBUILDINGSARCHITECTURE

South Broadway's non-historic build-ings have no cohesive architecturalstyle. The eclectic collection of build-ings in some blocks is interesting andcontributes to the overall street charac-ter. However, there are buildings andproperties that are neglected and have

been in poor repair for many years.This is particularly true between Iowaand Yale.

Denver's Commercial CorridorDevelopment Review Criteria apply tothe development of new buildings orredevelopment of existing ones alongthe Broadway Corridor. Specific designguidelines tailored to the unique charac-teristics of South Broadway may beprepared in the future.

The City of Englewood has devel-oped Review Criteria for their commer-cial corridors. This process guides pri-vate redevelopment in the areas ofbuilding location, improvements to theright-of-way, and siting effects on adja-cent properties. Along with improve-ments made through Englewood’s low-interest loan and business grant pro-gram as well as its streetscape project,the Broadway Corridor south of Yalehas made significant improvements.

HISTORIC BUILDINGS

The consultant team conducted aninformal survey to identify thosebuildings that might be of historicalvalue either because they are historical-ly significant or because they con-tribute to the historic feel of a block.Perhaps the greatest potential for his-toric revitalization from both a preser-vation and critical mass point of viewis the Gates Rubber Company proper-ty between I-25 and Arizona Avenue.

Most of the other historic buildingsin the corridor are located in thenorthern end of the study areabetween I-25 and Iowa Avenue. Manyof these buildings are restored,although some are neglected. Therestored historic buildings contributeto the character of Broadway, particu-larly at Antique Row. Some of historicbuildings are covered with siding orotherwise disguised. Restoring themcould not only make them more indi-vidually valuable, but also would con-tribute to the quality of the street.These building owners may be able totake advantage of tax credits if theyredevelop their properties.Buildings with

historic character


IISSUESDuring the examination of the exist-

ing conditions along the Corridor, sixmain issues emerged.

• The street itself is problematic in thatit overwhelms the adjacent business-es. This is in part due to the width ofthe street, the traffic speed, and thedifficulty pedestrians have crossing.Further, in most areas, the street is inpoor repair and often the sidewalksare as well. This inconsistency con-tributes to disruptive shifts in trafficlanes and a general look of neglect.

• While Broadway is not a designatedbicycle route, there are many destina-tions that could be accessed by bicy-cle. The lack of adequate and safebicycle parking is likely a hindrance

because Broadway is not “bicyclefriendly.”

• The sidewalk is inconsistent in qualityand the lights, furnishings, trees, andother elements are related to adjacentbusinesses rather than the corridor.There are no street elements that tiethe corridor together.

• The corridor is overwhelmed withprivate and public signs as well as bill-boards. Many of the signs seemdesigned to overpower other nearbysigns resulting in a visual clutter ofsigns and billboards that compete forattention. The signage is a major con-tributor to visual disorganizationalong the street.

• The corridor is not the same along its18-block length from I-25 to YaleAvenue. The sidewalk and its ele-

Broadway Corridor



To achieve the vision for the South Broadway corridor, the consultantteam worked with the Steering Committee to determine the issues fac-ing the Corridor and the objectives of the study.Issues/Objectives

The wide street is in poorrepair. The visual clutter andlack of character overwhelmadjacent businesses.


ments appear random and there is lit-tle to distinguish one area fromanother. Thus, the roadway domi-nates the adjacent land uses insteadof changing its character to reflectland uses change.

• The land along the corridor is vastlyunderutilized. Despite some strong

businesses and well-kept properties,the overall impression is one of neg-lect.

DDESIGN OOBJECTIVESTo create a sense of order along the

South Broadway corridor and define avision for its future, the consultantteam developed the following objec-tives.

• Create a Kit of Parts for street ele-ments (lights, benches, utilities, etc.) thatcan be used in varying combinations tocreate a consistent theme and distin-guish different areas along the corridor.

• Use the Kit of Parts to create an attrac-tive, pedestrian friendly environment.

• Address issues such as building disre-pair and signage that clutter the corri-dor.

• Maintain or improve vehicle, pedestri-an, transit, and bicycle access along thecorridor.

• Identify market issues that impede busi-ness development.

• Identify historic buildings that con-tribute to the character of SouthBroadway and could qualify for specialtax credits if they were redeveloped.

• Identify the steps necessary for imple-mentation of this vision and potentialfunding sources that could be used.

The sidewalk and its elements appear random andthere is little to distinguish one area from another.Thus, the roadway dominates the adjacent land usesinstead of changing its character to reflect land uses change.

Issues/Objectives

Poor sidewalks and overwhelmingsigns create an overall impressionof neglect and clutter.


CCORRIDOR SSTREETRRECONSTRUCTIONRRECOMMENDATIONS

As a result of discussions with theCity Engineer, the Steering Committee,and among the public and propertyowners at the final public meeting, thefollowing recommendations are madefor street reconstruction.• Along the entire 18 block corridor,

the streetscape Kit of Parts should beinstalled according to the correctzone: District, Destination, orCrossroads as explained below. Thisinstallation should be designed toencourage pedestrian activity and

bicycle access.• Street sections should include dimen-

sions for a median to be initially builtonly in areas defined as a “District”(see page 16). Other street cross-sec-tions will remain the same with apainted median unless there isenough pedestrian and multi-destina-tion traffic to warrant construction ofa raised median.

• Because there are varying widths ofsidewalks and street sections and theirgeneral condition is poor, the streetand sidewalks should be replacedbuilding front to building front withconsistent dimensions and paving

Broadway Corridor


June 1999-July 2001

Based on the analysis of the issues and objectives, the SteeringCommittee and the consultant team crafted a set of recommendations.These recommendations are individual actions that collectively make thevision a reality.

Recommendations

R E V I TA L I Z I N G S O U T H B R O A DWAY ’ S C OMM E RC I A L C O R R I D O R

The Kit of Parts can be used invarious combinations along the cor-ridor. The colors, materials, andcosts are conceptual and will bedetermined during the design devel-opment phase.

Kit of Parts


material. On the advice of the Cityengineer, the street and sidewalksshould be totally replaced with con-crete with typical dimensions asdetailed on page 17.

• Left-turn lanes should be installed atevery intersection along the corridorto increase traffic flow, improveaccess, and reduce the size of theoutside lanes. Some intersectionsalong the corridor have left-turn lanes

and some do not. Where there is noleft-turn lane, motorists who disre-gard the “No left turn” sign blocktraffic on the inside lane which occa-sionally results in minor accidents.Additionally, the no-left-turn areaslimit access to streets where peoplewant to go. The provision of left-turn lanes at every intersection shouldbe part of the overall roadway designthat will standardize the lane widths,sidewalk widths, and turning lanes forthe entire corridor.

OOVERALL DDESIGNFFRAMEWORKDESIGN ZONES

The study area encompasses 18blocks of Broadway from I-25 to YaleAvenue. The character of the Corridoris not the same along its entire length.

The differences are due to a change inthe types of shops and businesses.Further, the intensity of vehicular traf-fic at the Broadway-Evans intersectionmakes that area function differentlythan other sections.

The consultant team, working withthe Steering Committee, identified threedesign zones.• The District: between Arizona and

Iowa Avenues, the only place in theCorridor where there is currently sig-nificant pedestrian activity.

• The Crossroads: two blocks eitherside of Evans and Broadway wheretwo major arterial streets cross, thebusiest intersection in the corridor.

• The Destination areas: between Jewelland Colorado Avenue and betweenIliff and Yale where most of thebusinesses are single destinations.

The area directly south of Interstate25 to Arizona is dominated by theGates Rubber Company facilities. Themore than 70-acre facility is mostlyvacant or underutilized. In 2001, Gatessold its property west of Broadway. Atthis writing, it is not yet clear what typeof redevelopment will go forward, thetiming, or to what extent the propertyuses will change.

Because this area is such a large, inde-pendent property and so little is knownabout the owner’s plans, the consultantteam decided that it was premature todevelop any urban design recommenda-tions along that stretch of Broadway.The team did, however, recognize that

Recommendations

Much like the coordinated furnishings in a home oroffice, the Kit of Parts contains coordinated indi-vidual elements used along the sidewalk: benches,trees, traffic signals, kiosks, fencing.

The South Broadway corridor is dividedinto design zones, areas with similar char-acteristics and transportation functions.


area as a gateway to the rest of SouthBroadway. When it is redeveloped, thestreet should be designed to reflect itsgateway function using the same streetelements designated for the rest of thecorridor.

THE KIT OF PARTS

One of the urban design problemsalong the corridor is the lack of anyconsistent treatment of the street fur-nishings and utilities along the sidewalk.There are few trees, most of the traffic

signals hang from span wires across theintersections, and the overhead wiresand signs visually dominate the street.There are some improved sidewalks,trees, and other furnishings associatedwith particular properties, but they areisolated and do not have a significantinfluence in the overall impression ofSouth Broadway.

The consultant team and the SteeringCommittee created a Kit of Parts thatcan be used in various combinationsalong the entire length of the corridor.

Recommendations

Legend

Right-of-wayNew median curb and gutterNew pavement markings

Tree with decorative grates and guards

Decorative light fixture and pole (sidewalk lighting)

Sample minor intersection(unsignalized)

Sample majorintersection(signalized)

Sample Roadway Segment

7'11

'11

'14

'11

'11'

7'

4'10

'

7'11

'11

'14

'11

'11'

7'

4'10

'

Proposed traffic improvementsinclude left turn lanes at everyintersection, a median and on-streetparking spaces to maximize thenumber of spaces per block.

The streetscape improvements ultimately should extend along the entire corridor.


Much like the coordinated furnishingsin a home or office, the Kit of Partscontains coordinated individual ele-ments used along the sidewalk: bench-es, bicycle racks, trees, traffic signals,kiosks, and fencing. Traffic controldevices have been identified as part ofthis kit.

These “parts” are then used in vary-ing combinations along the entirelength of the corridor. The team usedthem differently in each of the urbandesign zones depending on the charac-ter and function of the area. However,because they are of the same style,material, and color, the overall effect isunifying.

A conceptual design for the Kit ofParts has been proposed (see illustra-tion on page 15) and will be developedwhen the first project is initiated sincemanufacturers specifications couldchange. The Steering Committeehelped identify color, materials, anddesign character types and the consult-ant team developed conceptual levelcost estimates for budgeting purposesonly. The City will use these estimatesto help secure funding sources forfuture implementation.

LIGHTS AND TREES

To unify the corridor and make thesidewalks more pedestrian friendly, theconsultant team and the SteeringCommittee recommend a consistentpattern of pedestrian lights, overheadlights, and trees. Because there wasconcern among the business and prop-erty owners that their frontages not beblocked, the recommended pattern isspaced to allow visibility.

Six trees and six lights alternate alongeach block face at 50-foot intervals.Additionally, at each corner there areoverhead lights, combined with trafficsignals at signalized intersections. Ifoverhead lights are required mid-block,they should be placed geometricallywithin this pattern. The luminaire onall the lights is the same, although theoverhead lights may require a larger sizeluminaire of the same style. The specif-ic recommendation of light style isnoted for each urban design zonebelow.

Part of the implementation of thisstreetscape should include the buryingof utilities as part of the City’s continu-ing program to replace overhead utili-ties during reconstruction projects.

The trees, when planted, should be of

Recommendations

To unify the corridorand make the sidewalksmore pedestrian friend-ly, the consultant teamand the SteeringCommittee recommenda consistent pattern ofpedestrian lights, over-head lights, and trees.

The District area with Kitof Parts installed.


The main purpose ofthese medians is tomake crossing the streeteasier at the intersec-tions. Pedestrians canwalk halfway across andthen have a place tostand before proceedingthe rest of the way.

a sufficient caliper to have a visualimpact and not be a target for vandals.Tree guards and grates, as shown in theKit of Parts, should be installed to pro-tect the trees. The Denver StreetscapeDesign Manual should guide the selec-tion, placement and installation oftrees. Additionally, there should be atree watering and maintenance programin place prior to tree planting to ensuretheir health. This may include an irri-gation system.

UURBAN DDESIGN ZZONESTHE DISTRICT

This zone, between Arizona and Iowais dominated by antique shops and isknown locally as Antique Row.Particularly on weekends, antique shop-pers go from shop to shop within theseblocks. One of the problems identifiedby the Steering Committee and thepublic was the difficulty in walkingacross Broadway and the lack of apedestrian friendly environment.

Within the District zone, elementswere chosen from the Kit of Parts that

create comfort for the pedestrians. Thedouble light, benches, trees, and fencinghelp achieve this goal. Additionally, thekiosk can provide a map of the area, aplace to post notices, and an informa-tion center for the District.

The pedestrian light standard in theDistrict zone is the double luminaire.This will provide more light at thepedestrian level during the evening. Itwill also distinguish this area from theother zones because of the light leveland the visual impact of the doublelight standard.

Because of the pedestrian traffic inthe District and the difficulty in cross-ing Broadway, the consultant team andthe Steering Committee recommendthat low medians be placed in the cen-ter of the street. These will follow theexisting double yellow lines in theblocks where there are left turn lanes.Medians will not be extensively land-scaped because plantings in the medi-ans sometimes further divide the sidesof the street, which is contrary to theobjective of unifying the opposite sides

Recommendations

The Crossroads design,with new lights, fences, bol-lards, and trees.


Recommendations of the street. Therefore, the medianswill be raised six to eight inches, per-haps with some decorative surfacetreatment or low plantings as deter-mined during final design.

The main purpose of these mediansis to make crossing the street easier atthe intersections. Pedestrians can walkhalfway across and then have a place tostand before proceeding the rest of theway. Details for median placement anddimensions are included in the drawingon page 17.

Where the median is widest, about 15feet back from the intersection, it willhave a double light and a tall medianstandard containing a logo, art piece, orbanner. This will distinguish the

District and help to bring the two sidesof the street together. The exactdesign of the upper portion of this fix-ture will be determined during designdevelopment prior to producing con-struction documents.

THE CROSSROADS

This zone is now and will continue tobe a high volume area for vehiculartraffic. Additionally, the light rail sta-tion at Evans and Santa Fe will increasebus traffic. The City has plans towiden this intersection to accommodatetraffic flow, although the implementa-tion of this project is likely long-term.

The consultant team and SteeringCommittee recommend that this zone

One of the problems identified by the SteeringCommittee and the public was the difficulty incrossing Broadway and the lack of a pedestrianfriendly environment.

The Kit of Parts in theDestination Area.


also be designed to accommodate tran-sit riders, and pedestrians comfortably.Transit shelters, bright lights, benches,and trees from the Kit of Parts shouldbe placed along the sidewalk to accom-plish this objective. Additionally,pedestrian crosswalks should be wellmaintained and marked, and the trafficsignals should accommodate easypedestrian movement.

This zone needs to be well lit becauseof the heavy traffic, transit uses, andpedestrians. The consultant team andSteering Committee recommend usingtwo to four luminaires at each cornerof Broadway and Evans. Additionally,only overhead lights will be used in theCrossroads zone, spaced six per block-face to continue the tree and light pat-tern. The intent is to create a consis-tent ambient light with a brighter level

than other zones, but not so bright thatit is glaring.

In this zone, many of the businessesare set back with parking in frontbetween the building and the sidewalkat the front of the lot. Combined withthe high traffic volumes at Evans andBroadway, this arrangement contributesto the feeling of vehicular dominationof the environment. To address this,the fence from the Kit of Parts shouldbe used at the edge of the sidewalk infront of the parking lots to help main-tain the building line at the sidewalkand to separate the sidewalk from theparking lot.

The design of this intersection iscomplicated by the need to increase itscapacity. At the time of this writing,the City has plans to increase the capac-ity of the Evans/Broadway intersec-

The Destination Areasneed to be woven intothe overall design of thecorridor.

Recommendations

Some sidewalks have landscaping.

Vehicles dominate the landscape.


tion. Currently there is no funding ortimeline associated with that plan.When there is funding, the design willinevitably be further developed. Thatdesign should incorporate the Kit ofParts and, if possible, add a median ofan adequate size as a pedestrian refugeto encourage walk-on traffic at the lightrail station at Evans. Similarly, trafficsignals should be timed, to the degreepossible, to aid both pedestrians andbicyclists crossing this intersection.

THE DESTINATION AREAS

These zones are on either side of theCrossroads and are characterized by thedestination businesses that line thisportion of Broadway. Customerspatronizing these businesses tend to goto one destination and then leave thearea. Therefore, convenient access tothose businesses is critical.

The Destination Areas need to bewoven into the overall design of thecorridor. These areas are perhaps inthe most need of a consistent designbecause the land uses are so inconsis-tent. As with all portions along thiscorridor, the consultant team and theSteering Committee recommend a con-

tinuation of the light and tree pattern.The pedestrian light will have a singleluminaire and the tree and light patternwill be the same as the other urbandesign zones. Overhead lights will beplaced at each corner of the intersec-tion, combined with traffic signalswhere appropriate. They may be addedmid-block into the pattern of lights andtrees as needed.

In this area, the medians are notraised, but rather painted on the streetto keep the lanes consistent throughoutthe corridor. If these areas changeland uses and become more like theDistrict zone, the median could beadded in the same manner as in theDistrict.

BUS SHELTERS

Bus shelters provide comfort for thetransit riders. They also, if carefullydesigned, provide a sense of identity tothe corridor. Nearby communities,including Englewood, Thornton andGlendale, have worked with a supplierwho provides shelters in exchange foradvertising revenue.

At this writing, the City and Countyof Denver is exploring this bus shel-

Recommendations

Bus shelters provide comfort forthe transit riders and a sense ofidentity to the corridor.

Bus shelters providecomfort for the transitriders. They also, ifcarefully designed, pro-vide a sense of identityto the corridor.


ter/advertising program to determine ifit can be used on Denver’s public rightsof way. If they determine that it can,Broadway is an excellent candidate for apilot project.

SIGNAGE

Through its Zoning Code, the Cityhas limited the number and location ofbillboards. No additional billboardsshould be permitted on Broadway.

All public signage (such as parkingsigns) should be part of the designpackage of the streetscape and coordi-nated with the Department of PublicWorks.

Private signage should be addressedby a property owner organization (thereis not one in place at this writing). It(the owners organization) should workwith the City to develop a signage pro-gram that integrates the private signsinto the overall street design and pro-gram to improve the look of the corri-

dor. For example, signage should prob-ably fit within the architecture of thebuilding. Perhaps vertical signs, whichare more pedestrian oriented, could beused. Neon is another option thatmight fit well with the eclectic nature ofthe buildings. Some of these ideas willlikely mean changes or additions to thecurrent City sign code. Since signage isan important part of any business,property owners and businesses shouldwork closely with the City to determinethe best course of action.

Recommendations

Since signage is an important part of any business, property owners and busi-nesses should work closely with the City to determine the best course of action.

The lack of consistency in signagegives Broadway a disorganized look.


IIMPLEMENTATIONThe purpose of this Study is to create

a vision for what Broadway couldbecome based on its character and use.

Currently, there are no City funds ear-marked for implementation. However,the Steering Committee will work withthe City to identify a pilot project forthis corridor.

This document will be presented forPlanning Board approval and then as anordinance to City Council with arequest to make it an amendment tothe Comprehensive Plan. At that point,the urban design elements and the Kitof Parts will become part of the guide-lines as street improvements are madeover time. For example, if traffic sig-nals are replaced, they will be designednot only according to the requirementsof the Transportation Department, butalso in accordance with the design con-cept shown in the Kit of Parts.Similarly, bicycle racks and bus shelterscould be added prior to the largerimplementation project because theycan be moved during construction andreplaced within the new streetscape.

PPROPERTY OOWNEROORGANIZATION

In areas where the City constructsstreet improvements, it requires that the

property owners maintain thestreetscape elements: lights, trees,benches, and other furnishings. This ispart of the City’s effort to stretch thelimited resources they have for thesekinds of projects. The SteeringCommittee and the public who attend-ed the public meetings expressed inter-est in exploring the formation of abusiness organization along the entirecorridor that could represent the ideasof this study and work with the City toimplement the concept plan.

The organization will, at a minimum,take the responsibility of maintainingthe installed streetscape improvements,but may also be interested in promo-tion, event planning, or other businessdevelopment activities. The SteeringCommittee and other interested partieswill pursue creating an organization.

MMARKET SSTUDYThe consultant team and the Steering

Committee recommend working withthe City to develop a market study.The study would focus on analyzingmarket forces, understanding the exist-ing mix of uses and identifying retailgaps, looking for potential redevelop-ment sites, and defining methods forstimulating private redevelopment. Thepotential for mixed-use developments

Broadway Corridor



The vision created as part of this study will be implemented over manyyears. Hundreds of projects and people will need to make it happen.There will also be opportunities and issues that we cannot now antici-pate. This implementation plan is a flexible guide to realizing the visionfor South Broadway.

Implementation Plan


that include some housing will also beexplored.

Because of the underutilization ofland along this corridor, stimulatingredevelopment is beneficial not only toprivate property owners, but also theCity. Sales tax revenues along this cor-ridor are low and redevelopment couldhelp stimulate more revenues.

The market study should concludewith a roundtable discussion thatincludes developers, property owners,and lenders to identify potential rede-velopment sites and initiate a project.Private sector redevelopment is criticalto the improvement of the corridor.

RRECOMMENDEDIIMPLEMENTATION TTIMING

The following is a suggestedtimetable and identification of respon-sibilities for implementing the conceptsoutlined in this report. The formationof a property owner organization towork with the City on implementationand maintenance is critical to the imple-mentation of this plan.

Short-term: one to five years• The Steering Committee and the City

work together to conduct a MarketStudy and initiate private propertyredevelopment.

• The Steering Committee initiates theeffort to form an organization anddefines its powers, level of taxing,and duties.

• The Steering Committee works withthe City to identify a pilot project(that leverages private investment),funding source for that project, andan implementation strategy. This

effort includes:• design development;• preliminary engineering; and • refinement of constructions costs.

• Private property owners evaluate theirproperties for potential improve-ments and implement upgrades con-sistent with the desire to improve theappearance of the overall corridor.

• The City uses the Kit of Parts andurban design concepts when it imple-ments street improvements orreplaces traffic signals alongBroadway and its adjacent areas.

• Private property redevelopment con-tinues and keys in on taking advan-tage of the new light-rail station atSanta Fe and Evans.

• The Gates redevelopment, the I-25viaduct reconstruction project, andthe Southeast CorridorTransportation Project uses the Kitof Parts elements along theBroadway Corridor and adjacentareas.

Mid-term: three to seven years• The City continues to use the design

concepts and Kit of Parts in allimprovements to the street.

• The private property organizationconducts an evaluation of the urbandesign initiatives to date and makes afive-year plan for continued imple-mentation.

• The Broadway/I-25 viaduct is recon-structed and should be designed as anattractive entry to the SouthBroadway Corridor.

Long-term: beyond seven years• The Evans and Broadway intersection

Implementation Plan

Vision without action isa daydream; actionwithout vision is anightmare.

-Japanese proverb

Renovated historic buildings contribute to the character of South Broadway.


is rebuilt.• Street improvements continue as a

combination of City projects and pri-vate property initiatives.

• The organization continues to main-tain the streetscape and be the pointfor contact with the City on issuesrelated to the South BroadwayCorridor.

FFUNDING SSOURCESAs with all urban design projects, this

one is likely to be implemented overtime from a variety of funding sources.The City should work with the propertyowners to identify specific opportuni-ties for applying for funds. The follow-ing is a list of potential funding sourcesfor consideration.• When there is reconstruction of the

street for any reason (such as toreplace water or wastewater lines) itshould be reconstructed according tothe urban design concept developedin this plan and the future designdevelopment, preliminary engineeringand pilot project. This approach

maximizes the resources available.• TEA 21 (Transportation Equity Act

for the 21st Century): The Cityapplies for this federal source ofmoney through the Denver RegionalCouncil of Governments (DRCOG).Funds are specifically targeted toprojects with a multi-modal trans-portation emphasis. The pedestrian-ization of the District and the provi-sion of shelters and benches for tran-sit riders could qualify for this fund.

• Community Development BlockGrants (CDBG): Although this fund-ing is limited with many morerequests than can be met, this couldbe a potential fund for streetimprovements. The key is to identifya project and get in line for funding,which may not be immediate. TheCity should work with the SteeringCommittee or its organization to ini-tiate this effort.

• Capital Improvements Program(CIP): Every year the City identifies aset of capital improvements to bemade over the next five years and setsaside resources to implement thoseimprovements. With this conceptplan in place, the private-sectororganization and the City shouldwork together to identify a pilot proj-ect and implement it.

• MOEDIT (Mayor’s Office ofEconomic Development andInternational Trade): This group maybe helpful, especially with the MarketStudy. Possibly they could identifyfunding sources for specific projects.

• Denver Urban Renewal Authority(DURA): During the proposed mar-ket study, DURA should be involved

Implementation Plan

Private sector redevelopment is criticalto the improvement ofthe corridor.

The City and property owners shouldidentify specific opportunities to fund.


to identify potential initiatives thatcould be used to stimulate privatedevelopment and implementation ofstreetscape elements in conjunctionwith private property efforts.

• The Steering Committee or organiza-tion should work closely with theirCity Council representative to identifypotential funding sources or matchingfunding sources that could be madeavailable through the general fund orother source within the City.

AAFTERWORDThe South Broadway Corridor

includes many strong businesses alongit. It also contains much underutilizedproperty. The vision outlined in thisdocument, demonstrates a simple,straightforward, urban design conceptintended to be implemented over timeas resources allow.

The obvious benefit of implementingthis concept is a more attractive street.Denverites are proud of their City andSouth Broadway needs to be improvedto become competitive with other areas

that have revitalized.Beyond this, however, there are many

other benefits. South Broadway shouldbe an integral part of its surroundingneighborhoods and not a division.Business profits and tax revenues bothsuffer because of South Broadway’slack of neighborhood inclusion.

Individual businesses probably per-form below their potential because ofthe overall character of South

Broadway. It is not an inviting andcomfortable place to be and thereforeis not realizing its potential marketshare. The propensity of customers togo to a single destination and leavemeans that adjacent businesses don’tbenefit from their proximity to eachother.

Because of its location near two lightrail stations, there are opportunities toimplement transit-oriented develop-ment that is both profitable and helpsincrease transit ridership. This is anopportunity to make the most of ourcommunity investment in light rail.

The consultant team was veryimpressed with the Steering Committeeand the public interest and input intothis project. The talent to carry thisplan forward and work with the City onimplementation is there. If privateproperty owners collectively move for-ward with property improvements andcreating an organization, they stand togreatly benefit. The success in achiev-ing this vision rests largely with thosewho own property and businessesalong South Broadway.

Perhaps the most important key toimplementing this vision is the private-sector leadership necessary to make ithappen. The Steering Committee hasbeen diligent in its effort to create thisplan. The public was supportive ofthese concepts. Now is the time forthe private leadership to emerge andcarry these ideas forward. It willrequire tenacity, patience, and dedica-tion. As has been seen with similarefforts around the City, it can be done.

Implementation Plan

South Broadway should be an integral part of its surrounding neighborhoods and not a division.

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